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

That will make it pretty final Nobody. I hope it doesn't get through. It would have been nice to have some input into our Ops Manual, but until then ..................

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.

Ok just for you. The RAA do not issue licences, they can only issue certificates as they are not a government organisation.

Hey Maj, this is sky High, Im looking for a pilot to fly my taildragger Highlander around the sunshine coast for a week or so if you know anyone I'd really appreciate if you could let me know.Cheers

Sky High

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.

every flight now, at the end of completing runups, and before entering the runway, i will say out loud, a pre take off briefing, at bankstown, its a little interesting, "engine failure on runway land straight ahead, failure up to 100ft, land straight ahead in the golf course or the horse racing track, if after, turn 20 deg right and land on Canterbury road. if above 700ft, turn left and return to field land anywhere" get in the habit of saying it every time you fly,and for Instructors, the best way to get a student to remember to do a pre take off brief, get the student to say it out loud, remind them to say if if they forget a few times, from then on, if they forget, cancel the flight right there. most students will not forget after their flight gets canned without even making it onto the runway.. worked for me.

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

Obviously with one under my belt I can talk about it from my point of view and there are some blunt facts that need to be faced:-.

 

5) those that have survived an EFATo and landed straight ahead I wonder if that was because the WTF moment was long enough in length for them that by the time they were through it and ready to do something there was no alternate but to land ahead......

 

That was one up in a 2 seater, had the second seat been occupied things would have happened faster still and sitting behind they may well have grabbed onto me in desperation.....

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.

Triumph Sprint ST955 & thinking about an Aprilia RS250 for track days

For people of such wisdom you have all missed the golden ruleHappy wife = Happy life

 

M

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 -

Another Rutan design. There was another two seat similar design called the Dragon Fly.Quick to build off plans and seemed like all the rage back in the late seventies early eighties.

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

Another excellent get together and flyin with a huge variety of aircraft, 40 + on a brilliant Blue sky day.Good to catch up with old friends.

PS: Loved the Auster.

 

Here are the photo Highlights.

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.

http://www.atsb.gov.au/publications/investigation_reports/2014/aair/ao-2014-053.aspxinvestigation on going.

Gyro Nats just completed at wondai Qld, great turn up, casa chaps there for 3 days, mixing in with the lads, offering good advice to all queries, Rob and Zane were well received, even handed out some casa caps to pilots, I scored one."Checks" were conducted randomly, no " moments" at all.......why some angst as some folks here post, bewilders me.

I saw Rob doing laps in a gyro, Zane preferred terra firma. ( work in progress )

has it definitely got a rotax in it? I know that an o320 is an option, and by the look of that bottom cowl....

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.