Admin

Rising interest in sports involving aircrafts including aerial acrobatics, and airplane racing has greatly put the focus on the usage of ultralight models of aircraft around the world. Moreover, the increasing application of ultralight aircraft in public and defense operations such as reconnaissance flights, search and rescue operations and more. Rising importance on aircraft operation and production regulations along with technological innovations by manufacturers is anticipated to boost the demand in the ultralight aircraft market in the years to come. Relaxation in Regulations to Boost Production of Ultralight Aircrafts Rising amounts of investments are being put towards the use of ultralight aircraft for sports and recreational activities for learner pilots, especially for travelling short-distances. With manufacturers giving increased importance to enhanced performances and flight speed for new ultralight aircraft designs, the demand for these aircraft is bound to increase in the near future. One more vital aspect that must be considered, is the recent increase in the number of short-term aviation courses, which allow new pilots to gain the requisite skills and authorized certificates that are required to fly ultralight aircraft, as a result boosting the demand for ultralight aircraft. Relatively lower costs for purchasing, maintaining, and using ultralight aircraft is a key contributor behind the rising sales of ultralight aircraft. Moreover, the capability to take off and land in very small airstrip will also boost demand. Recently the usage of ultralight aircraft within the United States has been freed from regulations. This move by the government authorities in the country is expected to attract more end users and generate enhanced opportunity for the growth of manufacturers. The fact that there are no fixed standards developing ultralight aircraft along with the recent losses in the market value of the aviation sector, coupled with concerns about the safety of ultralight aircraft on the other hand are expected to significantly constrain the progress of ultralight producers. Technology and Material Improvements Gain High Importance Major producers of ultralight aircraft such as Evektor Spol. S.R.O, Quicksilver Aircrafts, P&M Aviation, and Cirrus Design Corporation, are giving great importance to aspects such as improving material, design, and technological improvements to gain benefits over the competition. For instance, the EuroStar SL+ range of ultralight aircraft by Evektor Spol S.R.O. is designed with ergonomically shaped interiors that include modifiable pedals, intelligent ventilation control, high seat backrest, and the use of corrosion resistant body material that allows to significantly lessen aircraft weight, to enhance load capacity for fuel, cargo, and crew. The design also enables pilots to recover easily incase the aircraft goes into the spin, thereby ensuring improved safety standards. Similarly, the the Sport 2SE special light sports aircraft ultralight by Quicksilver Aircraft is designed to comply to regulations for FAA approved and it provides pilots with an open cockpit design, that allows unfiltered views and maneuverability, at low costs. Widespread Presence of Market Players to Play Vital Role The rapid growth of the tourism sector in the emerging countries including Brazil, China, and India, are expected to generate lucrative opportunities for ultralight aircraft manufacturers who are operating internationally. Moreover, Vietnam is also gaining importance in the international scene as a key hub for the production of such aircraft. It is important to note that the ultralight aircraft are gaining in usage, in the United States of America owing to the deregulation these aircraft types, thereby enabling ultralight aircraft producers to put efforts towards innovative aircraft designs and materials.

Yes you can...they are your blogs and there is generally no moderation except for anything that is negative towards the site (nudity, foul language, legal etc) but then you can also set your own permissions like making the blog only accessible to invited users etc

Turbs, when they started I believe the CASA advised them NOT to try under 95 which would have all been sorted by now but to only apply under 149 which was supposedly coming soon at the time and allows for extra SAOs but 95 doesn't without great amounts of pressure so they did what they were told and given the extra time and the then supposedly 149 allowances they were able to add extra things in the mix...they were led along a long and winding road with RAAus given them the mud map that says turn left at every intersection...think about where you would turn up if you turned left at every intersection

I was actually talking to one of the directors a couple of days ago on this and yes, CASA is the culprit, one day they wanted things this way and then the next it was that way, one day day it was to 149 then it was 95 then it was back to 149 but then their 149 was changing each day and now it may not even be 149. To my knowledge ELAAA has been trying their hardest

No, you are doing nothing wrong...the default view I have set is to show the latest blog entries on the blogs home page. If you select the List view you can see the blogs at their top level. I can change the default view to List view if it is considered better

Announcements Information sessions – proposed new GA maintenance regulations To help people interested in the development of the new general aviation maintenance regulations, we are conducting a series of information sessions 10-14 December 2018. Bankstown and Archerfield have sold out—seats are still available at Moorabbin, Parafield, Cairns, Darwin and Jandakot. Join our experts to hear what the proposed changes mean for you and have your questions answered. Registrations close 5 December 2018. Live webinar – modernising Australia’s fatigue rules Public consultation will commence soon on a draft of Modernising Australia's Fatigue Rules - proposed CAO 48.1 Instrument 2019. Now, we are conducting a live webinar on Tuesday 4 December 2018 from 7.30pm to 8.30pm (AEDT) to encourage as many of you as possible to have your say on the proposed CAO 48.1 Instrument 2019. Spread the word and encourage your aviation colleagues to be part of the conversation and register by 6pm 4 December 2018. Consultations Proposed new GA maintenance regulations Our public consultation on our proposal to develop new general aviation maintenance regulations will open on 7 December 2018. Go to our Consultation Hub to find out more and have your say before the 13 January 2019 deadline. Modernising Australia’s fatigue rules - proposed CAO 48.1 Instrument 2019 Public consultation on the proposed CAO 48.1 Instrument 2019, which aims to address 12 of the actions contained in CASAs response to the independent review of fatigue rules, will commence on 10 December 2018. Go to our Consultation Hub to find out more and have your say before the 15 January 2019 deadline. Draft CAAP 166-01 v4.2 - Operations in the vicinity of non-controlled aerodromes Following extensive consultation with the aviation community, we have finalised the policy in relation to the appropriate frequency to use in the vicinity of non-controlled aerodromes. Public consultation on draft CAAP 166-01 will commence on 7 December 2018. Please go to our Consultation Hub and provide your feedback on these editorial changes via our Consultation Hub by 16 January 2019. Guidance material AC 39-01 v4.2 - Airworthiness Directive We published an amended AC 39-01 v4.2 – Airworthiness Directive to update parameters for defining ADs as urgent. View the AC on the CASA website. Civil Aviation Advisory Publications We published three amended CAAPs during November. CAAP 234-1(2) - Guidelines for aircraft fuel requirements Updated to align with recent amendments to the fuel rules. Key changes include clarification of existing definitions and new definitions; inclusion of additional fuel quantity and an expanded description of methods of determining fuel quantity; inclusion of a detailed description of in-flight fuel management procedures and practices, sample fuel calculations and detailed worked examples. View the CAAP on the CASA website. CAAP 215-1(3) - Guide to the preparation of operations manuals Updated to align with the recent amendment to the fuel rules. View the CAAP on the CASA website. CAAP 43-01 v2.0 - Maintenance release Updated to reflect changes to CAO 100.5. Key changes include clarification of requirements for making or clearing an endorsement on Part 2 of a maintenance release for defects that are not a major defect; explanation of requirements relating to issuing of the CASA maintenance release outside of Australian territory; and explanation of requirements for issuing a maintenance release for an aeroplane engaged in an aerial application conducted at night if the aeroplane is not equipped and certificated for night VFR flight under Part 21 of the CASR. View the CAAP on the CASA website. Visual Flight Rules Guide We have released the 2018 print edition of the Visual Flight Rules Guide. To order your copy visit our online store. Development projects We have closed Project FS 11/39 - Post Implementation Review (PIR) of CASR Part 67 – Medical. The issues and objectives identified in Project FS 11/39 will now be addressed through Project FS 16/08 – Medical certification standards. A new Project FS 18/07 - Proposed amendments to Part 60 Manual of Standards - Synthetic training devices has been approved.

For memory I think there is a clause in the contract with RAAus where they pay them to Administer the low end that they can audit for compliance every 2 years...if my memory serves me but with the mad cow setting these days I can't be sure of anything...now what was I saying??????

Great to see some BLOGS starting up...where is your BLOG??????

Thanks mate

Hi Ahmed, the numbering isn't working properly...I just posted above and the number says #1

Coming soon in a whole new section that is searchable and more

Account settings and then on the right notification settings

Yes I do however it is on the list of things to do but it is a lot harder with IPS to create

The Blogs are now open so you can create your own Builder's Blog...or any old Blog (aviation related)

Yeah, unfortunately there is no numbering system in the threads now so you can refer to a specific post in the thread unless @Ahmed Zayed can come up with something. The only other thing you can do is put a specific link to the post you are referring to. To do this go to the post you want, click "Posted (date)" text at the top of the post, then copy the address in the browser address bar and add that in your post. So if I wanted to add a link in this post to post #3 in this thread it would be: Notice how the link turns into a "Brief" of the post and clicking the Brief will take you to post #3 I know it isn't ideal but at the moment it is all we have...maybe remind me some time down the track and I will see what I can do if @Ahmed Zayed can't come up with anything

It looks more like a chicken carcass than a drone. Wishbone-thin struts hold together a skeletal scaffold that seems too fragile to fly. But don’t be fooled. It may not look it, but this design is one of the strongest among thousands of alternatives. We know because an artificial intelligence has dreamed up and tested every one of them. The use of massive computing power to conjure radical new designs automatically – a process known as generative design – is revolutionising the way human designers work, letting us build things we previously couldn’t have imagined. The technology is already designing everyday industrial components from seatbelt brackets in cars and motorbike chassis to cabin partitions in passenger aircraft. Not only are these computer-generated designs stronger and lighter than human-crafted solutions but they’re weird – designs that no human would have come up with in the first place. “The computer can really surprise you,” says Lilli Smith at Autodesk in Boston, a software design company which has several generative designs under its belt, including the unusual drone chassis. Instead of waiting for inspiration to hit, computers go looking. Handed a set of design constraints – such as making it lightweight, strong and low-cost – generative design software identifies and assesses hundreds or thousands of candidates that all fit the bill, before selecting the pick of the crop. By trawling through an exhaustive set of options, computers typically find ones that a human would have missed. Designers can simply choose from a handful that the software predicts will do the job better than the rest. Humans switch from being creators to curators. The basic idea is simple: here’s what I want, show me the best. But the software and cloud-based computing power needed to pull it off have only appeared in the last few years. For one of its first generative design projects, in 2015, Autodesk Research teamed up with the Bandito Bros, a US multimedia studio known for its wacky stunts, and asked an AI to design a car. The team wired up a custom-built off-road buggy with hundreds of sensors and raced it around the Mojave Desert. This let them capture a vast amount of data about the stresses that extreme driving placed on different parts of the vehicle. They then fed this to the generative design system with the instruction to produce something that could handle this. The resulting design, dubbed the Hack Rod, gave a glimpse of the future: more strength from less material – and alien-looking. There’s a reason generative designs look weird, as if they were the result of a natural process rather than made, says Erin Bradner at Autodesk Research in San Francisco. “The algorithm will fine tune the structure so that not a single piece of material is added that’s not needed,” she says. “Some people relate it to erosion.” Generative design combined with 3D printing allows structures to be made that were impossible before (Credit: Autodesk, Inc) This process of elimination applies not only to the amount of material in a structure but also the number of parts needed to make it. “That can mean fewer suppliers, faster assembly and fewer points of failure,” says Bradner. The trouble with favouring organic structures is that they can be hard to manufacture with traditional machines. Additive manufacturing – or 3D printing – can be used to make most shapes, but not all industries yet use it. To get around that, you can instruct the design software to generate something that can be made by certain kinds of equipment. “A designer can specify that she wants to make a part on a three-axis mill with a specific diameter cutting tool and the algorithm will only produce parts that can be made by that mill, with that cutter,” says Bradner. Manufacturing limitations become yet another design constraint that the software takes on board. “Designers are faced with a myriad of choices every day that they don’t have the time or mental resources to fully explore,” she says. “If I could make my part in aluminium or steel what would it look like? If I could manufacture by 3D printing or milling, what alternatives could I consider?” The cabin partitions in passenger aircraft can be made lighter but stronger when designed by AI (Credit: Alamy) Generative design is still a new technology, with many projects one-off experiments, such as the Hack Rod and drone. But companies like Autodesk and Frustum, based in Colorado, are starting to take the tech mainstream via collaborations with a range of major manufacturers. “We’re doing a lot of work with aerospace companies,” says Frustum’s chief executive Jesse Blankenship. When designing components for aircraft, a small reduction in weight can makes a big difference. Blankenship says his company’s software has been used to design lighter components like heat exchangers and acoustic baffling. Frustum has clients in the defence industry as well, but they’re tight-lipped about what they’re designing. “I just know they buy the software,” he says. Autodesk has also been helping aircraft lose weight. The Airbus A320 now has lightweight partitions between cabins that were designed by an AI that Autodesk Research co-developed with New York-based software company The Living. The partition’s skeletal design has rods criss-crossing at odd angles. Others have also been looking at AI’s ability to improve aircraft design. Researchers at the German Aerospace Centre (DLR) have been investigating its role in helping to tune combat aircraft to specific missions. Aerospace engineers at Delft University in the Netherlands have also been developing a tool that produces conceptual aircraft designs. Airbus estimates that the new cabin partition design can save up to 465,000 metric tons of carbon dioxide emissions a year (Credit: Airbus) It’s not only planes that benefit from being lighter. Autodesk has worked with US car maker General Motors to create a seatbelt bracket that is 40 percent lighter and 20 percent stronger than the previous version. At its annual trade show in November this year, Autodesk also showed off an AI-designed suspension system for a Mercedes-Benz Formula 1 racing car and a frame for a BMW motorcycle. Even Nasa is in on it. Next to the car and bike parts was a lander that Nasa is developing for missions to the moons of Jupiter and Saturn. Autodesk’s generative design for the lander’s legs is 35 percent lighter than previous human-made designs. For David Kirsh, a cognitive scientist at the University of California, San Diego and visiting researcher at University College London’s Bartlett School of Architecture, generative design lets us outsource a kind of hands-on problem solving. Kirsh is interested in how human thinking is embedded in our physical environment. Imagine you’re putting together a jigsaw puzzle. You could try to fit all the pieces together in your head, using what we might call the mind’s eye. Or you could build it. For any puzzle with more than a handful of pieces, solving the problem with our hands rather than our head is far easier. “Cognition is a product of the interaction between brains, bodies and the world,” he says. The intritcate legs of Nasa's new interplanetary lander are nearly a third lighter than anything a human could come up with (Credit: Autodesk, Inc) Many problems can’t be solved (just) in our head at all, which is why design typically involves prototyping to see how pieces fit together and work as a whole. Here’s another example. If you have a peg that you need to fit into a tight hole you don’t study the peg and the hole and calculate how it’s going to go in. “The trick is actually to put it part-way in and then jiggle it,” says Kirsh. “There is no counterpart in the mind for jiggling.” Trying out thousands of different ways to meet a set of design constraints – like different positions for the peg in the hole – is a form of virtual jiggling But generative design could be the next best thing. Trying out thousands of different ways to meet a set of design constraints – like different positions for the peg in the hole – is a form of virtual jiggling. In fact, some design problems are a lot like puzzles. When Autodesk Research wanted to set up a new office in Toronto, they worked with The Living again to design the layout. Most offices stick to a standard floor plan, with meeting rooms in the middle or around the edges and the desks grouped together. The design generated for the Toronto office is different. As with the Hack Rod, the designers collected as much data as they could, this time about people’s working preferences – how much natural light, how much social interaction, their working hours and so on. They also noted which groups needed to be close to which other groups. The designs often appear similar to shapes and structures found in the natural world (Credit: Airbus) Feeding these constraints to the software produced hundreds of possible layouts for the office’s desks, meeting rooms and social spaces. The one that the designers picked from the few most recommended by the AI has small groups of desks interspersed with communal areas and teams arranged in a way that maximises interaction. Van Wijnen, a construction company based in the Netherlands, is doing the same thing for entire neighbourhoods. The firm has changed its entire construction process to make the most of its generative design tools. Its houses are now made from prefabricated parts, which means working out the best way for them to be built and arranged along a street becomes another puzzle. To design its neighbourhoods, Van Wijnen gives its software a large number of constraints, from the requirement that all apartments should have at least 3,000 square metres of floor space and at least one parking space to the requirement that all roof-mounted solar panels get enough sunlight and that there is a variety of different house designs in a street. For now, arranging these pre-designed pieces of a large puzzle pushes the software as far as it can go. Designing a whole house from scratch would involve many more variables – and regulations – than designing a new part for a vehicle. But eventually we might get computers to come up with new architectural designs. It might possible to teach them to design a building in the style of Le Corbusier, the famous Swiss-French architect, says Smith. Or the load-bearing structure of a skyscraper could be designed in the same way as a car chassis, which could let us build taller buildings than we ever could on our own. There is certainly an appetite for using AI in design. According to Blankenship, sportswear companies like New Balance and Adidas have started looking at generative design as a way to make personalised trainers, offering customers huge variety in the style and function of their footwear. Add in 3D printing –letting you manufacture unorthodox shapes on the spot – and you could generate your customised design on a website and have it made in the shoe shop down the street. This changes the relationship between product designers and their customers. To paraphrase Maurice Conti, who helped pioneer generative design at Autodesk before moving to experimental tech company Alpha in Barcelona: instead of making people want to buy your stuff, you invite them to make stuff they want to buy. There are of course limitations to the technology. ”It’s not magic,” says Kirsh. Some things will be harder for computers to make. For example, many of our most celebrated objects or buildings give us a particular experience or make us feel a certain way. But that’s hard to put into code. “We might not be able to pin down what causes that feeling,” says Kirsh. What’s clear is that designers have a powerful new tool and the best designs will come from a back and forth between human and machine. “Computers will do what computers are good at, people will do what people are good at,” says Bradner. “It’s a fascinating opportunity to think in new ways,” says Smith. “People think it’s going to take away their jobs but it’s going to make them so much better.” Blankenship agrees. “We could certainly get to a future where a lot of design work is fully automated,” he says. But you still want people to sign off on it. Is it any good? Is it better than the last one? Is it what we want? These are questions only a human can answer. “Otherwise what are we doing it all for? A machine without people doesn’t make any sense,” he says.

I think we try and keep it loosely aviation related for the time being however blogging about aviation politics, and we know aviation and politics can go hand in hand but this way we can keep personal political opinions out of the forums and into individual blogs...I will get around to doing a massive overhaul of the Whats Up Australia site in due course...hope that helps

Well seeing I am a little stuck on some of the other great site features that are being developed for you I thought I would turn on the Recreational Flying BLOG System...now you can ramble on as much as you like in your own Blog. Building that aircraft kit? or doing a maintenance project? got a flying trip happening from planning, getting the aircraft ready, on the trip, photos, stories, people you meet and then afterthoughts...well BLOG'em and tell the world your story. You create your Blog and then create entries in your blog and other users can read about them, comment about them and create your own stories and get others interested in them...BLOG AWAY and give us something to read...enjoy Oh, and you control your blog, public or private to select individuals, add a banner picture, create a side block etc...other users can follow your travels by following your blog and all your new blog entries come up in the What's New section as well...have fun

Perhaps the training rates will increase as the instructors are now no longer just teaching rag and tube RAAus but also teaching a higher level of instruction so they will be paid more increasing the training costs to a person that just wants to fly a rag and tube for fun...just a thought!

A fixed-wing, single engine light sport Cessna aircraft stolen by two teens pictured at the Vernal Regional Airport in Jensen, Utah November 23, 2018. — Uintah County Sheriff's Office/Handout via Reuters JENSEN, Nov 24 — Two teenagers stole a small plane in a rural area of eastern Utah on Thursday, flying it at low altitude over a highway and landing at a regional airport before being arrested, officials said. The teens, ages 14 and 15, took the single-engine, propeller aircraft from a private airstrip in the small town of Jensen in the northeastern corner of Utah, the Uintah County Sheriff's Office said in a statement. The theft of the plane follows an incident in August when an airline worker stole an empty Bombardier Q400 commercial turboprop from a Seattle airport and crashed the empty plane after flying for around an hour, raising concerns about the security of parked aircraft. In the latest incident, which involved a far smaller plane, the teens flew at low altitude over Highway 40 and were seen in the air above the area of Gusher, which is about 50 km west of where they took off, the Sheriff's Office said. The teens thought about continuing to fly west to a more populated area of Utah, but they decided to turn around and land the plane at the Vernal Regional Airport, about 25 km from where they took off, the sheriff's office said. The office described the plane as a “light sport aircraft.” The teens were arrested near the airport and placed in a youth detention centre in the area. The sheriff's office statement did not list charges against the teenagers and a representative for the office could not immediately be reached for comment. The teenagers, whose names were not released, are from the Wasatch Front, an area of Utah that includes the state capital Salt Lake City and other large cities, and they lived in a group home there. It was not immediately clear if they had any previous experience flying a plane. The teenagers had been staying with friends in Jensen before stealing the plane, the sheriff's office said. — Reuters

A recent rash of fatal light aircraft crashes in far west New South Wales has led a former commercial airline pilot to call for more rigorous training for bush pilots. Throughout October and November there have been four serious light aircraft crashes in regional New South Wales, leading to five deaths and putting two other people in hospital. Four men died on the same day on late October, only hours apart, beginning with a gyrocopter crash in Orange killing two. Three hours later, another light aircraft went down north of Wentworth in the state's far south-west killing 20-year-old Kayden Cullinan and 22-year-old Nicholas Walters. On November 18, a 50-year-old man was killed when his aircraft crashed on a stretch of road on a property near Moree. And on November 19, a plane crashed into the ground on a property near Menindee, 100 kilometres east of Broken Hill, seriously injuring a 53-year-old man and a 47-year-old woman. They were flown to the Royal Adelaide Hospital and remain in serious but stable conditions. Paul Martin, the general manager of livestock at large pastoral producer Webster Limited, was once an airline pilot with Virgin Australia, City Jet Air in France and QantasLink in Western Australia before settling in Outback NSW. He said the spike in light aircraft crashes was taking its toll on the agricultural industry, when times were tough enough in the Outback with families battling the drought. Mr Martin, who stressed that he was not commenting on the recent crashes, is calling for improved pilot training and safety. "We've got to get really involved with the process of education and training. If we don't get this stuff sorted out, there's going to be more deaths," Mr Martin said. "There will be more people killing themselves and tearing more small communities apart." Mr Martin said he wants to see a program established to offer ongoing training to all people who fly light aircraft in regional Australia. "These bi-annual flight review programs are not enough for those who are constantly engaged in low altitude operations," he said. Mr Martin singled out gyrocopter pilots, who he said were not covered by the bi-annual flight review program that their fixed-wing compatriots must follow. "The rotary wing pilots in the gyrocopters, they don't go through any training ever again for the rest of their lives. To me that's absolutely farcical," he said. Civil Aviation Safety Authority spokesman Peter Gibson said he believed there was always room for more training when dealing with light aircraft. "One of the hardest things when dealing with people in regional areas is the isolation and getting out to them to administer training where appropriate," he said. "We are committed to keeping some of the highest standards of aircraft training in the world." Photo: Gyrocopter pilots are not required to retrain throughout their career after obtaining their licence. (ABC News) The type of work that people do in light aircraft on Outback properties is imperative to being productive on the land. Bush pilots fly in dry, dusty conditions, and there are constant distractions and pressure to get the job done. "Without the aircraft in the skies things would be so much harder out here, especially in these dry times," Mr Martin said. "The water run on our property would take two days in a car. I can get it done in two hours flying around the property. "So we have to improve our training and education. It's a must."

Modernising Australia’s fatigue rules – taking the conversation online We get that our regulations can be difficult to read and understand, so we are making it easier for you and taking the conversation online. Public consultation will commence soon a draft of Modernising Australia's Fatigue Rules - proposed CAO 48.1 Instrument 2019. Now, we are conducting a live webinar on Tuesday 4 December 2018 from 7.30pm to 8.30pm (AEDT) to encourage as many of you as possible to have your say on the proposed CAO 48.1 Instrument 2019. Our response to the independent review of fatigue rules identified 54 actions to address previous recommendation made by the review team. The proposed CAO 48.1 Instrument 2019 aims to address twelve of these actions to support the transition of high capacity regular public transport operators to the new rules by 30 September 2019. A further amendment may be required to support the transition of other operators to the new rules by 26 March 2020. The proposed CAO 48.1 Instrument 2019 will repeal and replace CAO 48.1 Instrument 2013, CAO 48.1 Instrument 2016 and the older fatigue rules. The proposed instrument provides transitional provisions allowing operators to conduct operations in accordance with their current rules until the applicable transition date. Join our experts Jason McHeyzer, branch manager Regulation Implementation, along with our fatigue management specialist, Robert ForsterLee for a 60-minute webinar. Its an opportunity to out more about what’s in the proposed CAO 48.1 Instrument 2019 and ask questions about what the changes mean for you. Registration close 4pm 4 December 2018.

I am hoping to get your thoughts on the Group Icons associated with each user. The places users into groups based on who they are which we currently have groups for: Administration First Class member Member Incorrect Email Address (used to validate users) Guests Moderators You will notice under the user's name at the side of a post the group the user is in is in a box with a specific colour...Admins are Red, First Class members are Orange/Gold, standard members are Black etc. What are your thoughts on these? Should they be as they are now, or just the group title text in a colour or something else to let other users know...your thoughts?

Just to let you know what is currently being worked on is: The post bit that contains the user info on the side of each post...getting that to both look good and contain the right amount of info The What's New pages presented in a way that will look more appealing The Gallery section so it looks cleaner and provides the category menu on all pages A video Library has been installed in the Media section that will allow you to upload your own videos so that is currently being setup The return of the Aviation News section...concept done but will be created after the above After the above is done then the next stage will be undertaken which will include the Clubs, Blogs and Tutorials sections plus much more We are getting there bit by bit so thank you for your patience and please keep the To Do's coming to help give a direction and priority for the site