Thruster88

Q tips on a PA30 with a great rego, it was at old station this year.

From casa. Email [email protected] with your aircraft type, registration mark, serial number. Ask for a hex code. Or if you are VH reg you can see your hex code on flightradar24. Just enter your reg.

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Laptop, software and a data cable. At aviation prices they might have even got a spare set.

Not sure about the live rat idea. If a rat started chewing on the wires in a canbus or digital type system there would be error messages, many error messages before takeoff. Left and right side of the aircraft are two essentially separate systems. Synchronised left and right side rats? anything is possible. The aircraft was 12? years old so would have been through many inspections.

How does the park brake work? Blocking valve to hold pressure or a separate master cylinder like a Piper Cherokee?

My guess in this fly by wire and FADEC aircraft there would be many levels of redundancy. To have no control of the flight controls or engines would be unthinkable. Un commanded double engine failure? Don't think so.

AI Overview The Boeing 787's flight data recorder (FDR) system architecture relies on a robust electrical system for power and data acquisition. The FDR, often referred to as a "black box," is connected to various aircraft systems through a flight-data acquisition unit. This unit gathers data from sensors throughout the aircraft and transmits it to the FDR. The 787's electrical system, which includes multiple power sources and redundancies, ensures the FDR remains operational even during power interruptions. Here's a breakdown of the key components and their interaction: 1. Electrical System: Generators: The 787 has multiple generators, including those driven by the engines, the APU, and a ram air turbine (RAT). Power Distribution: The generated power is distributed through AC buses and converted to other voltage levels as needed. Redundancy: The electrical system is designed with redundancy to ensure continued operation even with generator failures. Backup Power: In addition to the main battery, the APU battery, and the RAT, the main battery can also be used as a backup power source. 2. Flight Data Acquisition: Sensors: Numerous sensors are strategically placed throughout the aircraft to monitor various parameters. Flight-Data Acquisition Unit: This unit acts as an intermediary, collecting data from the sensors and preparing it for the FDR. Common Data Network (CDN): The CDN facilitates data transfer between different aircraft systems, including the flight-data acquisition unit. 3. Flight Data Recorder (FDR): Crash-Survivable Memory Unit (CSMU): The FDR is housed in a ruggedized CSMU that can withstand extreme conditions. Solid-State Memory: Modern FDRs utilize solid-state memory, which are more reliable and less prone to mechanical failure than older systems. Recorder Independent Power Supply (RIPS): The Enhanced Airborne Flight Recorder (EAFR) includes a RIPS, which provides power to the recorder in case of a main power failure. Location Devices: The FDR is equipped with an Underwater Locator Beacon (ULB) and an Emergency Locator Transmitter (ELT) to aid in recovery after an accident. 4. Common Core System (CCS): Integrated System: The CCS integrates various physical and logical networks, including the ODN (for non-critical systems) and the IDN (for flight-critical systems). Data Transfer: The CCS facilitates data transfer between different aircraft systems and within the CCS itself. Panel Interface Pods (PIPs): Many cockpit panel switches interface with the CDN through PIP logic circuit card assemblies. In essence, the 787's electrical system provides the necessary power and the data acquisition system gathers the critical information. The FDR, protected by its CSMU and RIPS, records this data for later analysis, ensuring that valuable information is available in the event of an incident.

It was a foot launch paramotor. Very sad.

Those pins don't really have to slide, they just allow for the wear in the fixed pad.

The PA-28-140 performance is as stated in the POH. Oh and um 4 people and full fuel would not be permitted after reading the POH. Always read the POH or flight manual or whatever the manufacturer calls it.

My friend once had a similar problem in his Socata TB10 Tobago. Problem turned out to be the master cylinder was not able to fully retract so hydraulic pressure could not be released to the reservoir. The hotter it got the harder the brake grabbed. Do you have a park brake valve or anything that might be holding pressure. Wrong fluid and swollen orings?

Yes any time the boost pump is on in my RV the indicated fuel flow is about 2 gallons per hour higher, this is obviously a false reading since there is never any change in power, engine sound or air speed. Are you A, leaning to a fuel flow from the lycoming performance chart? or B, simply pulling the mixture out until the engine starts to run rough and then go slightly richer? If the answer is B then fuel pump on or off will not matter. If answer is A and your flow meter is like mine then there will be a difference. If you are leaning to a fuel flow then I would switch the boost pump off. Normally the boost pump would be off by the time leaning is done. Leaning in a lycoming should be done any time the power is 75% or less, this has nothing to do with altitude.

I have o-320 in the musketeer and o-360 in the RV. The rate of fuel consumption is only changed by mixture and power setting, there is no change with electric boost pump on or off, if the are no problems with the fuel system such as partially blocked filter, engine pump faulty etc. How ever in my RV switching on the boost ALWAYS shows an instant increase in fuel flow. I believe this is due to fuel pulsing in the flow meter. So if you lean to a known fuel flow with the pump on and then turn it off the mixture would be to lean in my RV by about 2 gph.

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One concern we have is if someone bends their aircraft. Since PIC has been topical lately who is responsible at an unlicensed private strip, the pilot or the strip owner. Does a signed waiver have any legal value?

It seems they are relaunching the GA8 which is the piston version. The GA10 2 built has "only" 450hp turbine so much less than the Kodiak 750 or 900. Cruise speed for the GA10 is "only" 145 knots. The GA10 crashed in testing due to what seemed like some stupidity. Crash of a GippsAero GA10 Airvan near Mojave | Bureau of Aircraft Accidents Archives WWW.BAAA-ACRO.COM

All Thrusters flew in. Some drive come and camp.

Last year we only got 6, hoping to do better this year. You would of course be welcome as a former Thruster owner.

Well it is winter and camping out in nsw not much fun atm. In September we are having another Thruster muster in central nsw. Aircraft that are not Thrusters can come if they meet rigorous eligibility requirements 🤣 Skippy, did you go to frogs hollow, how was it? You should have come up to Old Station, weather was perfect and your old Zephyr was there.

A slightly selfish way to look at it.The 33 fatalities must include passengers, we don't have three fatals per month in Oz. Also I feel a lot more than 25,000 fly in a given year if passengers are included. I would like to see fatal stats with stall spin, VFR into IMC and hooning excluded, pilots only.

I don't see any down side with ADSB / SkyEcho2 unless one is a drug runner or tin foil hat wearing type. The positive, there are many more aircraft in the sky than you will ever see. Flying south from the Old Station flyin recently my SkyEcho2 + ozrunways showed three aircraft ahead that we slowly overtook and two behind that overtook us. We were all tracking towards Goondiwindi. All passed within 5 miles but we were only able to see one of them with four eyeballs and knowing were to look. There was no doubt a few more about with no traffic out. Unalerted See and avoid away from the circuit is a BS. Very difficult to reliability see an aircraft at greater than 3 miles, often that is less than 60 second to impact. Area that can be scanned from the cockpit is maybe 40% at best. I find EFB with traffic on a screen makes flying more enjoyable.

RAAus should have immediately referred you to the regulator casa. The raaus fees are already high enough without adding to the cost of doing business by time wasting.

And nose dive. This cessna is the only aircraft to have ever hit the ground tail first.

When renting a car the insurance excess will be spelled out before the agreement is signed by the renter. If that hasn't happened with the student pilot then they would not be liable.