Ballpoint 246niner

Thanks for the thorough report Ultralights- my landing gear and a fair few other items similar to yours were done at 700 hrs at about 2 1/2 years from new, 2000 plus landings with students means more vigilant maintenance, ACF50 anti corrosion every 12 months and regular washing with Taipan aircraft wash helps with the corrosion. A corrosion repair was also undertaken at around 500 hrs which really was more a paint issue ex factory but presented like filoform from surface inspections. but with my 1000 coming up in the near future I value your findings. The elevator trim hinges were replaced recently, aileron bushes and approved repairs to the upper firewall bracket supports due to cracking and the nose leg lower guide bracket (common) were also done. Overall I too am very happy with my Sav S

Not nobody. Just aircraft that are meant to operate with their engine running, any gliders, SL sailplanes or motor gliders, hang gliders etc etc will continue to soar on as they always done completely safe and legal as always. Decide where you want to operate and be happy there.... I believe HGFA have a path now for wheel based paragliders to operate up to 70kg. If I want to glide I get in a glider If I want to do aeros , I go fly an aerobatic aircraft If I want to get somewhere fast and on time( well mostly) I catch the kero burner. If I want to fly a defined "power driven aeroplane as defined in the CAR's then so be it. Sounds like a lot of freedom to me.

Guernsey has coined it well, first solo is proof of concept for the pilot- "I did it, I can do it and I want to do it forever...." The thought and emotion rush tempered by the steely grin that all pilots gain. Welcome the gentle men's (and women's )' group of flight, love it respect it and never be content- we all learn every day. Congratulations

We're no doubt going to see a lot more questions like these ones posted in this thread as motivated recreational pilots turn the tide on what has been for years a move back to RA. And why not with the new regulatory platform approaching and the additional freedoms available with dual qualifications - but a word of warning. The exemptions that have given rise to simpler recreational access to airspace do not answer the requirements that are considered the minimum standard for PPL and any pilot thinking the 61 jump, or the higher PPL is just a formality should dig deeper to ensure they are "at " the required standard.Apart from the obvious additional syllabus requirements that are required, the disciplines and practices in GA are rigorously adhered to and rightfully so. If you came from a training paradigm that embraced higher standards and procedures then revel in the simplicity but don't be surprised if you sailed through the recreational requirements and underpinning knowledge with the minimum standards then you may be in for a shock to ego and wallet. The next couple of years will be interesting to watch as training standards come home to roost for those spring boarding over to play with the bigger boys and remember the grass is not always greener on the other side of the fence. The views held on both sides will be seen very differently by the uninitiated as the transitional journey unfolds. Let the fun begin!

Yep I love flying the old girl and you and me and draggers, well - were on the same page hey, still got that cub on the list it's next.

Good one Puk, sorry I couldn't get to this one. Had Tuggie commitments for the gliding club at Watts Bridge this weekend - 32 tows in two days my rights leg has developed Pawnee syndrome. Fly the flag mate.

You tell em Dazza!

Nice to meet you today Sky high, hope your flight went well, give me a yell anytime you want to fly around home.

A great turn out despite the weather, quick visit then up to YBSU for more fun. Watts always presents a diverse range out of the ordinary. Thanks for the pics Puk.

Sounds a lot like my post No2

Spot on David, that's where I started. NMA is a concept foreign to many power pilots.

Andy I reckon there's a lot of truth in point 5 . The crux is using those precious few seconds to configure and align the aircraft within the 30 degree splay to maximise survivability is the most important and useful thing you can do. The turn back is like a Russian roulette roll of the gun magazine every second as worsening options are developing in the claw back to see the unattainable picture that is ( mostly) never realised with only the accompanying tragedy as the end game.

The late Mike Valentine, an early mentor of mine in gliding wrote a very good article in the AUF days in the magazine about this very subject. Maybe someone can put their finger on it but a key point I took from it and teach is the reaction/ action phase and the time/ energy airspeed loss even at best rate attitudes. The pre takeoff safety brief will always mark it in the front of your mind but 2-3 seconds reaction at best sheds a lot of safe airspeed . Understanding the turning sink rate equation is equally important in pilots grappling with accepting the impossible turn decision. A point well demonstrated in the associated video but based on a C172. Another area that can't be understood accept in controlled circumstances with a CFI is the reduced elevator and rudder control effectiveness at low airspeeds without the prop slipstream in a typical 3 axis configuration. In our training exercises we don't get to demonstrate this and until you have experienced it for real you won't know -it can be quite a marked difference, and I'm not talking about dead sticks on final when good safe airspeed has been established.(Caution Note: Can only be performed with a CFI in RA aircraft in controlled circumstances) After the initial EFATO lesson intro I brief my students " from this day forth you will always say a pre take off safety brief. Either under your breath if with passengers or out loud with an instructor or to yourself. "if I don't hear one the next thing you will hear is the power being taken from you!! Be warned... This lesson must be constantly reinforced by instructors and mentors within us.

Go Cressie!

To which I have invented a very important and new acronym for all pilots.... M.A.C. Marital Aviation Clearance. Absolutely imperative to avoid AIDS ( Aviation Induced Divorce Syndrome). Or. a Big MAC if it's really important!!) Boy I'm Grateful.

My mate recently sent these that have been around a while. WISDOM FROM AIR FORCE TRAINING MANUALS 'It is generally inadvisable to eject directly over the area you just bombed.' - US.Air Force Manual - 'Yea, Though I Fly Through the Valley of the Shadow of Death, I Shall Fear No Evil. For I am at 50,000 Feet and Climbing.' - Sign over SR71 Wing Ops- 'You've never been lost until you've been lost at Mach 3.' - Paul F. Crickmore (SR71 test pilot)- 'The only time you have too much fuel is when you're on fire.' -Unknown Author- 'If the wings are travelling faster than the fuselage it has to be a helicopter -- and therefore, unsafe.' - Fixed Wing Pilot- 'Without ammunition, the Air Force is just an expensive flying club.' -Unknown Author- 'Tracers work both ways.' - Army Ordnance Manual- 'If you hear me yell;"Eject, Eject, Eject!", the last two will be echoes.' If you stop to ask "Why?", you'll be talking to yourself, because by then you'll be the pilot.' -Pre-flight Briefing from a Canadian F104 Pilot- Never trade luck for skill.' -Author Unknown- The three most common expressions (or famous last words) in military aviation are: 'Did you feel that?' 'What's that noise?' and 'Oh S...!' -Authors Unknown- LOVE THIS ONE 'Airspeed, altitude and brains. Two are always needed to successfully complete the flight.' -Basic Flight Training Manual- 'Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it.' - Emergency Checklist- 'The Piper Cub is the safest airplane in the world; it can just barely kill you.' - Attributed to Max Stanley (Northrop test pilot) - 'You know that your landing gear is up and locked when it takes full power to taxi to the terminal.' - Lead-in Fighter Training Manual -

I'm pretty sure Yoshi's is a DragonFly.

Yep that's Yoshi, he'll of nice guy and Nippon Air Captain- a true aviation enthusiast like many at YCAB

Thanks Puk, it was great to catch up socially- awesome turnout and my bride enjoyed the event for Mother's Day - thanks for the snaps!

Thanks guys, I have many more I am still working on. While most of the causes aren't new hopefully the visibility and re- enforcement to members will go some way to a safer culture. The cause/ outcomes column was something I introduced to provide some degree of education and yes I could write war and piece but we encourage the individual members to write their own articles for the magazine in many cases as the real learning impact is when it comes from the first person. Stay safe everyone and never stop learning.

Thanks Ozzie

Now that should quieten the RAMP check brigade. What a joke. I bet many of them jumped in their car compliant or not over Easter with the enormous police presence without a thought. Some people will use any excuse to see the glass half empty.

The Savage Cub S has the 180hp engine as std! this is the std Savage cub with 100hp Rotax as said before.This one has a few option upgrades- Bruce Vickers from Lethbridge is your man or Michael Coates from MCP the importer.

What great news for a great guy- I wish you all the very best and aviating together I hope. Fantastic mate well done!

I ran as fast as I could with an extinguisher in hand but it was a fateful effort, the heat was enormous and all the while I yelled if there was some still alive in the wreckage. It has rocked all of us to the core, and I knew the pilot and operator personally. Respectfully, I won't comment further. But thanks to all those who also came to assist today- a huge tragedy so close and heartbreaking for all the famililies and local flying community. Our sincerest thoughts are with everyone.