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Thruster88

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Everything posted by Thruster88

  1. Thruster88
    I installed a uAvionices tailbeaconX ADSB transponder to the RV with the gov rebate. Have a SkyEcho2 for the IN bit and use in the other aircraft IN and OUT. ADSB transponder + SkyEcho2 is a great system as it allows constant monitoring as you fly that both units are working correctly.
  2. Thruster88
    This is one reason RAAus active aircraft fleet is in decline. Lose the aircraft lose the member.
  3. Thruster88
    No update that I am aware of. I have two flying Thrusters, a t500 and t85 single both un modified. IMHO Thrusters do not require any mods. Replacing an unserviceable propeller with a Bolly will now require a MARUP.
  4. Thruster88
    All the rotax 2 stroke gearboxes, B,C and E have helical gears, they still chatter if idled to low. Straight cut gears must be used for a reason in the 912. The big Continental GTSIO-520 producing 375hp has straight cut gears also. Probably the engineers choice rather than a cost of production thing.
  5. Thruster88
    If you look closely Onetrack, there is damage to the edge of the hangar over about 2m. In a nose high (stalled) attitude it would only require a small hit on the lower rear fuselage to start buckling. Possibly the left gear leg or wheel hit the fuselage. The nose gear is in a relatively small hole in the roof and appears straight less the nose wheel and fork when it was removed. At normal flying speed the aircraft could not stop that quickly without more damage. At normal flying speed the aircraft would be controllable and the hangar could have been avoided is my pilot thinking.
  6. Thruster88
    I have looked at these engines and flown a Thruster with bmw 800 boxer with rotax c gearbox fitted. They are all very heavy compared to a Rotax 912. 5k will get a good used 912 and it is ready to go and proven.
  7. Thruster88
    The aircraft was heading towards the panels when it impacted the roof in a deep stalled condition. It has then rotated about 90°. To be so low at the departure end of the runway suggests a possible power problem. My analysis just from the video.
  8. Thruster88
    I would prefer the tap for each tank option. This gives the pilot control of the system. Most of the time only the inner tanks will be required, it is easier to fill to a know quantity and dip two tanks rather than 4. On a max range flight it is nice to be able to run the outer tanks dry at altitude so when reaching destination the 10-15 litre remaining is in two tanks rather than spread somewhere over four tanks with potential un porting, fuel starvation. With the 4 tank 4 tap system unintended fuel migration and loss out the vents or caps on ground or in flight can be avoided. An electric (facet fuel pump) transfer system with check valve between outer and inner tank is also an option. This gives excellent control over the system. There is more risk of fuel starvation in multi tank aircraft, pilot beware.
  9. Thruster88
    Not the first pilot to prevent a C172 from taking off by adopting a stupid nose high attitude. The performance charts are null and void if the aircraft is not operated correctly. I agree with Jason's points however this is not a good example accident for the point he is making IMHO.
  10. Thruster88
    Has there been a hijack since the simple effective step of locking the cockpit door?
  11. Thruster88
    Since you are a kiwi Enzed hydraulics should have it
  12. Thruster88
    Wouldn't it have been a case of no boarding pass? Are tradies expected to have an asic, don't think so
  13. Thruster88
    We know this works, we only want you to use this produce that we know works. Our reputation is on the line so we want you to use the products that we know work in our engine. It's like fastener torque, 34nm not fairly tight. Rotax 912 is probably the best piston aero engine out there.
  14. Thruster88
    If only we could travel back in time and have Matt Farell watch this vid. As the pilot said, one minute everything is good then it all turns to shite.
  15. Thruster88
    Is anything known regarding the cause or the failure of the parachute to deploy properly?
  16. Thruster88
    Engine Failure After Take off. This is were the experienced pilot will have and keep enough air speed to keep control of the aircraft.
  17. Thruster88
    I watched that episode a few days ago with the Atec solo. What a beautiful aircraft. I was mildly interested until the kit price was mentioned in US$. A lot lot more than I paid for a beautiful RV6a which I didn't have to build. Much more performance (and fuel consumption) in the RV and two seats.
  18. Thruster88
    The pilot in question Ben, is a friend of mine. I will not say much, there is always two sides to every story. Hopefully you and Ben will have an amicable meeting to resolve the issue. As an experienced pilot, as is Ben, I can say you are not at risk. The wind in cowra today was around 20km/h with a peak gust of 35km/h.
  19. Thruster88
    Look how long it has taken to get group G up, 2 or 3 years and still not done.
  20. Thruster88
    Login to raaus, member training, L1 maintenance. Enrol, do the learning module then pass the test.
  21. Thruster88
    I see that aircraft on FB. If you want something to tinker with, perfect. If you want to fly join an aero club, nice safe well maintained aircraft. $10k will get you 66 hours hassle free flying hours at Cowra aero club, almost the same number of hours the used aircraft has flown in it's 25 year life. Reality v dreams.
  22. Thruster88
    Under RAAus any owner can do all maintenance on THEIR aircraft regardless of type if it is not used in a flying school, just have to have an L1 endorsement. The "if you built it you can maintain it" thing only applies to experimental aircraft with VH registration regulated by CASA.
  23. Thruster88
    Have you torqued a Hartzell prop? Open end only.
  24. Thruster88
    Primary cause of the crash was 1. An aerodynamic stall after the aircraft reached about 15 feet above the surface. Anything else is a casual factor.
  25. Thruster88
    You will need a condition report done by a L2 Maintenance person. Don't buy until the condition report is accepted by RAAus. Sometimes you have to ask why the aircraft became un registered. Seek advice from experienced people not involved with the aircraft.
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