Ultralights

damn, my tax haven discovered!

i do almost all my spares shopping from the USA. Aircraft Spruce, Wicks aircraft supply, if im not mistaken, Ian is a distributor for Wicks, lockwood aircraft in Florida, California power systems to name a few i have used off the top of my head. Lockwood aircraft and California power will sell pretty much any part thats in a rotax IPB.

On a sadder note, i have been told that the pilot who was lost at Cape York yesterday in his Searay, was found quickly due to the use of a Spot tracker. as i use a Spot tracker, its nice to know they are just as useful as a stand alone Epirb in remote areas of Oz.

That was Awesome

i have 3 gopro cameras, and yes, the suction mount is strong enough to stick the airframe externally. but i have stuck a few of the flat mount brackets on the aircraft in a few locations so i no longer need the suction cups. just need to make sure the suction cup itself, and the surface are free of any dust dirt bugs etc. even use a little water to be sure.. also, you can also tether it, but make sure that the tether line and camera itself wont hit the airframe of any control surfaces. i have never had the suction cup come off anything yet, including cars, motorbikes, kayak and the savannah. also, dont plan on being near the 8000 ft or higher mark as the lower air pressure will mean less suction power holding it on.

tail winds? most delays in Oz are lack of ATC staff....

average pay of $18,000 Pa, couldnt see this one coming...

blocked fuel tank vents can cause some issues, if they become blocked, they can stop the flow of fuel, as the fuel is drained out, it can cause a vacuum inside the tank, stopping the flow, in some aluminium tanks it has been know to cause the tank to implode. more than one aircraft has been bought down by blocked fuel vents.

From what I understand, the issue is with CASA, who cannot legally delegate authority to issue registrations and licenses etc, including AOC's. Maintenance authorities etc, to other entities, and not even CASA themselves have the legal power to issue conditions to those licenses and authorities mentioned.. Which brings into question the conditions on AOC'S issues to GA and airline operators. (but CASA won't do anything about that side of the issue, just smack RAAus around a bit till its sorted) So basically RAAus cannot issue or transfers registrations of RAAus aircraft as CASA has no legal right to allow RAAus to register aircraft with the conditions that make our aircraft able to operate, the 560kg limit, the 2 seat max etc etc. Or I could be totally wrong.. I guess we will know for sure on Monday.

From what I understand, the issue is with CASA, who cannot legally delegate authority to issue registrations and licenses etc, including AOC's. Maintenance authorities etc, to other entities, and not even CASA themselves have the legal power to issue conditions to those licenses and authorities mentioned.. Which brings into question the conditions on AOC'S issues to GA and airline operators. (but CASA won't do anything about that side of the issue, just smack RAAus around a bit till its sorted) So basically RAAus cannot issue or transfers registrations of RAAus aircraft as CASA has no legal right to allow RAAus to register aircraft with the conditions that make our aircraft able to operate, the 560kg limit, the 2 seat max etc etc. Or I could be totally wrong.. I guess we will know for sure on Monday.

considering its size, it didnt use much runway at all, come to think of it, im sure some Cessna 152 pilots use more runway..

sorry, this is Australia, too much fun.... Banned.

from me research, the Australian Epirb COMSAR system is pretty much identical to the Globalstar and Iridium networks, the only difference being the country of origin controlling the network, both work in an almost identical fashion. COMSAR is run by commonwealth countries, such as UK, AUS and Canada, the GlobalStar iridium the USA and Russia. seams to me, the only real difference is the legal system telling us which can be used and what cannot, even though both systems do the same job. of course, law dictates you need a epirb dedicated to the COMSAR system and nothing else. as said before, i have the SPOT, as sadly the Aussie system doesnt allow the functions available through the SPOT messenger and the Globalstar network... and before you all get your knickers in a knot, i do use a dedicated Epirb for longer journeys, seams such a waste of the COMSAR network to be used for EPIRB functions and nothing more.

i would recommend finding a new instructor in the case above...

the SPOT is a subscription, but that gets you the tracking, as well as message services to pre determined people.. its operated by Globalstar SAR company that operates the satélite phone network, when they get the EPIRB alert, they forward all data to AMSA and continue monitoring themselves. im happy with it, but i also use it when on the motorbike, hiking etc, they also cover the SAR costs if the government wont pick up the tab. heres the SPOT data from my ride last week to Phillip Island for the Moto GP.. http://www.findmespot.com/spotadventures/index.php/view_adventure?tripid=316860 Havnt used it to track a flight yet..

great wether for flying to the pub..

I use a SPOT Epirb messenger. mainly for its tracking ability and for that track to be monitored by friends and relatives in real time as i fly. if something were to happen, Epirb function is there, even if i cant activate the epirb part for whatever reason, there is a breadcrumb trail leading right to my location..

ok, got speed sorted, and aircraft profile stored on the NAIPS website, just sadly, no more NOSEND button to check if you have all the data right.... oh well, just submit, then cancel.

according to Naips, my savannah now cruises at M085. its the only speed it would allow to be input into the system.... a mach .85 Savannah who would thought..

where are you looking during the flare and landing? just past the nose? or right to the end of the runway? the thurther you look down the runway, to past the fence at the end, will help you judge the touchdown much easier, and result in less over correcting.

I have seen many types of circuit in my time, some from big wide circuits with no hope of making the strip if the noise stops, to ones shown to me by a high time Mustang owner and A330 captain, wich was, take off, climb to 500, turn 180 deg, climb to circuit height, pull power, glide to base turn, turn 180 deg, fly final, repeat. this circuit was no more than about 100 mtrs from the strip, and flown at Bankstown airport... The military use a similar technique, fly down the strip at circuit height, over the end of the runway, turn to downwind, 180 deg, set up for landing, and a 180 deg turn onto final.. called Initial and pitch. the general rule of thumb i have seen in a majority of circuits is similar to the funnel technique (used by gliders) there will be a point on your wing/strut that will correspond to a point on the ground where you will make it with the engine off in a glide approach, its usually about 2/3 to 1/5 up a lift strut, or about 2/3 out on a low wing aircraft. this point should be on the runway on your downwind leg. turn base when the runway touchdown zone is the wing chord past the trailing edge, again, the point on the strut/wing will line up with the touchdown point while flying and descending on base . turn final when needed. and yes, this will result in a curved base leg as you descend. this works for all types of aircraft, and i have heard rumours that the 737 NG flight manual states a standard circuit is 1 mile from the runway. basically, there is no hard and fast rule on circuit shapes and sizes. i like to use, and teach, the funnel like technique. and factoring wind, using the funnel technique, you will hit your landing point every time..(in a glide). and like to challenge myself by flying the very tight 100 mtr circuit when i can... but as always, Airmanship should also factor in. if you want to know more, its here... http://www.flybetter.com.au/sitebuildercontent/sitebuilderfiles/Flybetterbooktwo2ndedition.pdf

first thoughts...... engine quits on base, you land as usual, on the runway.

i have flown the V1 many many times, its quite easy, just remember a few little pointers and you will be fine, Make sure you get the QNH from Sydney ATIS.... Make position reports regularly, as quite a few helicopters operate in the harbour, and Harbour scenic flights get directed out of CTA into the V1 route. not to mention a lot of local flyers from Bankstown. take a lifejacket, its Mandatory in single engine aircraft........as you cannot glide to shore from the leg between Bondi and Botany bay headland. and the route is entirely over water. be aware of the restricted area over North head of the harbour entrance. (its pretty small.) keep an eye out for Hang gliders and powered parachutes near Long reef if there is any sort of southerly wind. Cliff faces from Bondi to South head are about 450ft at some points... apart from that, enjoy the scenery, its stunning, in the right season, quite good for whale watching as well.. or you might see the occasional tall ship just off the coast.... and laugh at all the people in expensive yachts burning cash...at 6 kts. VFG has all the info. also, i have a few vids flying the V1 up north and south.

Savannah ownership costs me .......... paying off the loan $920 Month Hangrage $300 Month then a constant deposite into a seperate operating account for the aircraft to cover all costs, including fuel, insurance, maintenance etc. $800 a month with these costs, we have been able to cover everything easily.. average use has been about 200 hrs a year.

nope, that pretty much how that hangar looks today.. and has for some time..