nomadpete

MTOW = 472.5 kg Empty weight = 297.5 kg If those numbers are right, it Makes it look like a nice single seater. Sorry, Mick. You beat me to it! With two decent size blokes, you'd already be over mtow, so it would make for a very safe (but boring) day on the ground

I'm confused, Phil. Were you saying that your lovely mum or Beatrice was a "good old stick", or a old boiler? Such disparaging use of our language is the sort of stuff, up with which I will not put! (Note that the comma is used carefully) Reference to a boiler stick has brought forth a flood of lost memories from my distant childhood Thank-you

So I succeeded with at least 2 kinds of trollism, and as a bonus, railroaded the thread! I'm on my way to infamy.........

Thanks Phil,... BUT "soddit" is not a real word. I couldn't find reference to it in my old Oxford dictionary. Please use English language that better reflects your heritage...... Now,... What were you trying to say?

The aircraft was almost new, well maintained, and a docile, predictable trainer. The instructor was very experienced, conservative, an admirable promotor of safety culture and (from personal knowledge) pretty much guaranteed to have set trim (FUST) before half way downwind. Also hard to believe that airspeed would be permitted to decay on final. Bear in mind that when landing a glider, one must virtually fly it almost into the ground. There is always a good margin of safety with airspeed. I can only surmise that an extraordinary event occurred late on final. Nothing more can be guessed at. Anything more IS just guesswork, and risks unfairly maligning our lost comrade. Please be respectful with posts.

I am deeply saddened to hear of this accident. Sincerest condolences to family and friends of both. Don't speculate. This is likely to be another accident where the cause will be difficult to establish, as the instructor was very well known to be cautious, conservative, and very experienced. Both as power pilot (our tuggie), and glider pilot. Also, my heart goes out to those present at the club when the accident occurred. A difficult time for everyone.

Did I notice in the last pic, that your wife has allowed aeroplane parts into the house? Wow!

All well and good, but if we are going to create rules requiring a high standard of physical fitness for all pilots, shouldn't we impose those same standards upon all vehicle operators (eg motorists). If you are talking risk management to third parties, then the statistical probability of an unfortunate accident in a handful of recreational pilots doing a handful of hours activity must pale into insignificance when compared to the multitudes of motor vehicles doing multitudes of hours of operation annually. Those medical related events do happen on our roads but they are not seen as significant by the rule makers, otherwise there would be this same discussion happening on the motorists forums. I haven't seen any statistics on RAA or GFA pilots (non Avmed) coming to grief through medical issues. So I am not convinced there is any benefit in strict medicals for recreational pilots

It's a good idea to isolate the mic socket from the aircraft ground. As has been suggested.

Turbs, I've seen a big brand fridge repossessed just because there was some Golden C product in the bottom when the rep paid a visit. Happened at a primary school canteen. Whether legal or not, this sort of thing happens. With regard to the post topic, we don't really know what actual wording is in any contracts nor the exact discussion content leading up to the final falling out. A few words here or there can change the context entirely. So it's best not to take part in any angry exchanges. At this point what matters to us is whether the event is still going to happen.

Well done Marty. Another landmark. Keep up the good work. I'll come back down in a month to have a look!

The bad will generated by all this is so sad, so unnecessary, and so avoidable. Any sponsorship deals have to be confirmed and committed to, a long way in advance. Otherwise your event becomes a nonevent. And yes, as noted by one poster, it even filters right down to the food vans who often have exclusivity clauses in their contracts to ensure the financial viability of their presence. For instance, at one of the Caboolture Air spectacular events (some years ago), the warplane museum was quite forcefully prevented from running their monthly sausage sizzle on the day, as it went against the food purveyer contract signed by the organisers. In this case we are losing an event because of a failure (probably at many levels) of communication, negotiation, and mediation.

Boy. What a bunch of hardened cynics!

Nev, you have got me hanging in a string, waiting for the next installment. I'm acutely aware of my limited knowledge. And Totally intrigued with the concepts of which you speak. Concepts which I can only barely conceptualise. I do understand that there is a large amount of R&D that goes between your description an an actual flying machine, and there is high probability of some ideas turning out to be dead ends, but I'd love to somehow be along for the ride. Just don't tell bexy. He's got enough projects.

All very impressive, but I thought that ROTAX 2 strokes needed a new crankshaft when overhauled, Did these others get new crankshaft? Just asking.

Thanks gents, for your positive well-wishes. This is one adventure that I hadn't planned. At the very least it sets my life back a year. Still, that's better than the alternative, isn't it!

Hi all Lightwing lovers, My beloved GA-912 project has stalled. I had to ground her when the fuel tanks developed leaks. New tanks were installed. The wings were stripped and inspected (ten yearly requirement) and recovered with Poly Fiber. Aileron control cables replaced in wings. Fuel lines replaced. Oil lines replaced. Oil reservoir replaced (stainless). Windscreen replaced. New battery. The ROTAX has had a full rubber replacement done, Carby diaphragms, etc. Coolant, plugs, oil, filter, and test run. Leakdown is 85/85 psi on 3 cylinders and 85/83 on the other. Airframe aprox 2200hrs, engine 500 hrs since zero houred by Bert Flood. Still needs the wings fitting and final checks before test flying. I am scheduled for open heart surgery in a week, and won't be physically able for some months after that, and who knows how long before I can fly again? Posting here in case one of you fellow Lightwing tragics can buy her from me, and get her back in the air once more. PM me if you're interested. Peter

Bex, thanks for the China insights you share. I didn't mind the thread drift. Our MSM fail miserably when it comes to bringing us meaningful news about the dynamic face of China.

Bex, you missed my point. Although your quick and easy kit has it's own merit, I proposed you get acceptance of your lifting body (or whatever) platform accepted and respected by your potential market before adding the electric option

Bex, Perhaps you might consider an incremental approach. The major problem will be the conservative mindset of your potential buyers. They won't buy it just because it's GOOD. Such expenditures by individuals will always be heavily tainted by emotions. Marketing will be a major expense, to Change their minds. It may work better if you first prove your unconventional (I mean that in a positive sense) aircraft with a conventional motor, then after it is seen to be practical and 'cool' and practical, move to step two and market the electric powered version. Although mass marketing has convinced most of the world that Coca version of Cola is not only cool, but worth paying extra for, I suspect that their marketing budget is VERY generous. It would take such a massive marketing plan to get pilots to part with their cash to risk buying an unconventional (and some will call it strange just because it's different) aircraft powered by a radical motor (that's how their wife will see it) I'm all in favor of your ambition

Bex, start a poll E.g.: A) will you buy a radically different planform aircraft? B) Do you have the money, to prove you're not dreaming? C) Have you ever owned a plane?

Electric? - as Jab has shown, the students seem to want to learn in a "proper" looking aeroplane. And I assume that the training market would be your target, with swappable batteries sitting at the "fuel shed", ready to go. Electric seems a good proposition for short training flights. In a Jab airframe! (Note. Please activate your humour subroutine) An advantage might be the lower noise- many strips can't allow flying too early in the day in case it wakes somebody up. Also, training schools are more likely to appreciate the entire operating cost, and see the potential for offering cheaper hourly rates. I'm expecting the higher purchase cost is offset by cheaper fuel and engine maintenance cost over the life of the batteries and motor.

I have long held a fascination for Wainfan's Facetmobile. Especially his concept for simple, cheap construction. Yes, IF I had the money, and it was available, I'd buy one. But my eccentricity is not a good market indicator. The only hope for a marketable "different" flying machine would be to do what Wainfan originally did. He built a prototype and flew it to Oshkosh, and won awards there. Instant publicity.

But therein lies the problem. What chance is there to identify the operator, and to prove in court that he was operating the thing at the time? It's rather unlikely that any witness will come forward to incriminate him/her.

Last night there was a doco segment on tv about drone pilot licencing. It highlighted the CASA regulator and the importance of operating within the rules. Then it showed a professional drone operator flying a large drone over a bunch of people. Does that fit within the rules? Is that a good role model to show the thousands of little (hobby size) drone operators? Or silly politicians?