Thruster88

I hate the circuit and the one above called over flying. Flying at the farm in a thruster is bliss. In the ctaf always make the calls, listen and hope for the best. Traffic on the screen is a bonus. Good luck everyone.

Many more people, mostly female do it week in week out. Just about every small town has an active pony club.

The four or five most common ways to die in an aircraft cover about 95% of fatals. All easily avoided for a long life.

I work at a maintenance organisation. Have never seen it done. Engine oil can damage the rubber in engine mounts.

I think the message is damage can lead to thermal runaway. If the above had happened in flight it would have been very very bad.

- Miscellaneous/other (Fire/smoke, non-impact). NTSB issues the final report into the battery fire event involving a Mooney M20E, N5632Q, that occurred on April 26, 2024, at Hornell Municipal Airport (HTF/KHTF), Hornell, New York: The pilot intended to depart his home airport for another airport to perform an owner-assisted annual inspection. While loading the airplane with supplies, the pilot placed a portable ADS-B receiver on the top of his airplane. The ADS-B receiver utilized a commercially available portable lithium-ion battery pack for power, and the battery was attached to the receiver via a hook and loop fastening. The receiver and battery pack fell from the top of the airplane onto the ramp which resulted in damage to the receiver and battery pack. The pilot attempted to power up the receiver but noted that the receiver was no longer working; he then placed the receiver and battery pack behind the front seats and underneath an airplane cover. The pilot subsequently taxied and began his runup of the engine, during which the pilot noted smoke coming from behind the front seats. The pilot lifted the airplane cover and saw that a fire had started. The pilot exited the airplane and unsuccessfully attempted to remove the airplane cover, which was on fire. The fire eventually consumed most of the cockpit area (including the battery pack itself) and substantially damaged both wings. Based on this information, it is likely that the portable lithium-ion battery pack sustained damage to at least one of the battery cells when it was dropped onto the ramp, resulting in thermal runaway of the battery pack and subsequent fire. - Probable Cause: A cabin fire as a result of a damaged lithium-ion battery pack. - Report: https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194155/pdf - Docket: NTSB Docket - Docket Management System DATA.NTSB.GOV The Junior GA Reporter WWW.FACEBOOK.COM - Miscellaneous/other (Fire/smoke, non-impact). NTSB issues the final report into the battery fire event involving a Mooney M20E, N5632Q, that occurred on April 26, 2024, at Hornell Municipal Airport...

Your RAAus training should, would, hopefully, have taught the various airspace types and the requirements.

There is only one airspace.

A Question. I think I was taught many years ago when I got a PPL that all turns above the circuit (over flying) were to the left. If joining crosswind to a RIGHT hand circuit like we now have at Cowra on 15 would this not make the mid field the only option. Perhaps this is why pilots should spell it out. Skippy saying you are joining cross wind FROM THE DEAD SIDE is just cluttering the air waves, is there another way to join cross wind?

They made an approach with 40 flaps then decided to go around. Flaps would not retract, C150 could not climb. The point is Dan did not fly the usual pitch attitude for no flaps, that's not going to work. Some have tried this and died. He flew safe air speed and landed IN THE CORN.

Rudders were definitely deflected correctly to the right when the swing started. The tail wheel locking mechanism could have failed, think seat locking mechanism. There may still have been air in the brake system if it has a shuttle valve like my Musketeer. The right brake line had been disconnected in the days prior. First flight out of maintenance. I see this aircraft has dropping ailerons with flap extension. When it was probably to late the left aileron is down while the right is neutral, would not have helped.

John, Please take this post as it is intended, to try and figure out what happened, and not point fingers. Good pilots learn from every flight. Lets find out what happened and move forward to get you and your plane back in the air, this time longer than 3 seconds. Last night I decided to test fly -12 with trim fully deflected in "up and down" position. My speed was about 60-MPH (to simulate rotate speed) and I used no flaps, 1/2 flaps, and full flaps. While the -12 trim demonstrated good command over the stabilator I was able to maintain flight straight and level with one arm, and actually control the plane up and down as if to attempt to land. Granted, I was prepared and ready for the "heavy stick" and had this happened on my first flight it certainly would have been a surprise and I possible would have needed longer than 2-3 seconds to figure out what was happening. The stick does become heavy and pushing on it hard to counteract the force would seem very unnatural and unnerving, especially on the 1st flight. The Dynon has a trim indicator gage on it that appears after calibration. What does it indicate now? Where was the trim set for take off? xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx The above is from the US forum and answers the question I have had, how much stick force in a runaway trim for an RV12. I have done the same tests in the Musketeer, manual trim stabilator and RV6a electric trim conventional elevator trim tab. Scenario based training like Dan Gryder advocates, less surprising when it happens for real.

I would like to make a rule that all calls in the ctaf cannot include local place names. Direction and distance only. Not everyone is a local. WTF is that place.

I find it strange the pilot of the N reg RV12 was looking at the tachometer and not the air speed indicator on the takeoff roll. Rearward stick pressure would have been building as the aircraft accelerated.

It is the nature of bare earth strips. Occasionally my strip is a little on the wet side if the water won't all fit through the 18 inch pipe.

The crow hopping at low airspeed is actually a fairly difficult manoeuvre for pilots with no real experience.

I did the self taught thing age 21, in a mk3 Scout, 6 months after the Australian ultralight federation AUF was formed. I guess it was legal, the Thruster Gemini two seat trainer didn't come till 1985 I think. Only scary moment I have had was getting into a holding pattern with 20-30 other aircraft going to Avalon East for the air show. Stupid organisation. The "junior GA reporter" on Facebook is a great resource of what not to do in general aviation aircraft. Read one or two a day will keep you safe.

Will permit, and will be required not the same. A mode C transponder will permit as it stands now.

The tacho on a 582 works from a single independent coil on the stator. Two wires from that coil go to the tach, no 12 volts involved. That type supplied with the 582 requires a minimum load of 1 amp to regulate correctly. The voltage will go high with no load.

I bought a ticket, it was just the entry, and I was going anyway, in the Bushcat/Parkes deal. I could not see how it would work based on the usual numbers of people going to these flyin events. I also bought a few tickets in the jet life cirrus. Who doesn't want a Cirrus? The jet life promoter, who has been named in the media, would have been well aware of the total ticket sales at the time of draw. Most punters would have thought all was well when he launched the next promotion with the Helicopter.

I imagine this will result in some prison time, if not our faith in the legal system will be further eroded.

Can Am is a BRP product. So it's a Rotax, should be excellent. Could be a 582 replacement on Thrusters in the future.

Good job Damien getting another one flying again. They are great fun, safe aircraft. I may or may not be be the stuart referred to above. The tiny tach works well if the rotax 582 tacho has failed. This is usually due to the resistor on the tacho coil of the stator failing. Join and make a post on our Facebook group "thruster flyers down under" about your Thruster. message me here if you have any questions.

As a somewhat experienced tail wheel pilot, I see wings level down the runway suggesting the cross wind was not that strong. Then no rudder input when it was required. There would be a fair amount of pressure flying into oshkosh.

If the straps pulled the vertical stabilizer off there would be some marking on the paint. Is anyone actually investing this accident? Will there be a report?