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A light aircraft that crashed in Raglan killing the two men on board had taken off from Blenheim in the South Island. It's believed the pair were heading to Auckland when the amateur built yellow Vans-RV4 plunged into the mudflats of the Kaitoke Estuary on Monday afternoon. Local residents who witnessed the crash called the local medical centre in Raglan, alerting doctors who rushed to the site, wading into the mud to help. MARK TAYLOR/STUFF The light plane was removed from the mudflats at Kaitoke Estuary in Raglan on Tuesday afternoon. But there was nothing that could be done to save the two men on board who died at the scene, Western Waikato Police response manager Senior Sergeant Dave Hall said on Tuesday afternoon. The bodies of the pair were removed from the wreck on Monday and had undergone a post-mortem in Auckland. MARK TAYLOR/STUFF The plane had taken off from the Tasman area of the South Island, police said. Hall said police were still formally identifying the men, who weren't related, and informing next of kin of the pair. Two Civil Aviation Authority members were at the site on Tuesday afternoon to examine the remains of the aircraft. CAA used a helicopter to remove the wreckage from the harbour, which happened late on Tuesday afternoon. Hall said the plane departed from the Tasman area of the South Island, heading north and had flown some distance before crashing around 3.20pm on Monday. MARK TAYLOR/STUFF The two men in the Vans-RV4 died when it crashed into the mudflats of Kaitoke Estuary in Raglan. He was unable to say what the purpose of the flight was. Exactly what happened was under investigation by CAA but witnesses described how the plane was flying erratically before it nose dived straight down to land on it's belly on the mudflats off East St. Tuesday's investigations had focused on speaking to witnesses and examining the wreckage to gather evidence before it was removed from the scene, Hall said. MARK TAYLOR/STUFF Emergency services at the scene of a fatal plane crash that killed two in Raglan on Monday. The wreckage would then be taken away for further analysis. The site was set to be blessed. Raglan Fire Chief Kevin Holmes responded to the crash on Monday. Residents in the area who'd seen the plane crash called the local medical centre, West Coast Health Clinic, alerting doctors to the crash, he said. "A couple of the doctors came out with their nurses - thinking if it's an aircraft crash it's going to be bad. MARK TAYLOR/STUFF Two people died after this plane crashed into Raglan Harbour on Monday afternoon. "They dropped everything, took their shoes off and rolled up their trousers to get across the mudflats. "We have some really wonderful medical staff who came at the time of need but there was nothing that could be done for the occupants, which was unfortunate." Firefighters secured the scene to stop the plane being picked up by the tide and carried away. "When the tide was fully in it would only have been in a foot of water at the most." In Holmes' 24 years of living in Raglan he's attended a raft of plane crashes - four at the airstrip in town. He recalls the Piper Cherokee that crashed into the water to the shock of beachgoers shortly after takeoff on Boxing Day in 2014. Pilot Alan Butler, 23, and passengers, sister Leanne Butler, 26, and her husband, Kevin Paulsen, 46, survived, although Leanne suffered serious injuries. And the helicopter that crashed on the Mt Karioi in 2000 killing a police technician, the pilot and two passengers as the foursome went to test a number of radio repeater stations. "We get a lot of traffic out this way, it's a popular airstrip. People come on day trips or fly down for a cup of tea at the local cafe. "Over summer it's not uncommon to have up to 20-odd planes parked up at the airstrip, they fly in and fly out. It's become popular and really busy." Investigation ahead CAA investigators will take photographs and record details of the accident scene. During that time they will also liaise with police and emergency personnel on site. Once the scene examination is complete, the investigators will decide which parts of the aircraft need to be retained for further analysis. "They'll then talk to witnesses and persons directly involved with the aircraft. It may also be necessary to gather information from family members and friends of those involved. This may include requests for personal documentation, such as the pilot's logbook," a CAA spokeswoman said. Investigators may also request documentation relating to the aircraft and its maintenance activity. Assistance will also be sought from the MetService, also the aerodromes the aircraft took off from and was heading to, and pathology staff. At the conclusion of the safety investigation phase, the investigator in charge will produce a report for the Civil Aviation Authority. The description on Van's Aircraft website says that the American RV-4 holds two people and a moderate amount of baggage. The aircraft is flown from the front seat only, but the kit includes a stick for the rear-seater so that person can share the fun. It describes the seating as compact, but still comfortable. It states the span is 23 feet, and its length is 20 ft 4 inches. Designer Dick Van Grundsven flew the first in August 1979. On Monday a witness reported seeing the plane doing a 'death barrel roll' before it nosed dive into the ground. The plane went down in one of the inlets near Main Road, in a spot police described as being near the shoreline at end of East Street. Raglan resident Monica Schischka was out on her deck with her flatmates when the plane went down. Schischka said the plane was flying erratically and went into a "death barrel roll" that was a "full 90 degrees". "We saw it coming down, heading straight down like it had fully nose dived and it didn't pull up or anything and then we heard the thud." She said it was a muted sound and there was no fire or smoke around the wreckage. "It was like a muffled thud. It went into the ground and we went around and had a look and it was on the mud. "At first I thought they were doing a trick. But they were getting so close to the ground and then you just heard it. It wasn't a trick. We were pretty sick[ened] because we kind of knew that someone's just died for sure." CAA would like to hear from any witnesses to the event or people who may have relevant information. Please email [email protected] Stuff

The best holiday lights aren’t on your crazy neighbor’s house. They’re actually at the airport. In celebration of the holiday season, ground staff at London’s Luton Airport created a fabulous light display inside the easyJet hangar, according to the Daily Mail. In just 24 hours, the staff and a team of special effects artists built a gorgeous show from 850,000 choreographed light sequences from 1.5 miles of lights wrapped around an easyJet Airbus A320, which was also surrounded by more holiday decorations inside the hangar. In addition, the lights were set to a very festive remix of Tchaikovsky's “Dance of the Sugar Plum Fairy” from The Nutcracker. The special effects team was given four weeks to prepare the sequences for the first-ever aircraft light show. The show was a part of the airport’s 80th anniversary celebration, the Daily Mail reported. According to the Independent, the event was the “world’s biggest ever light show involving an aircraft.” However, there’s no Guiness World Record for this very specific title. Perhaps it’s time to start one? In addition to families of the airport staff, the light show was attended by children from Chantry Primary Academy and Whitefield Primary School. “As we reach the end of our redevelopment — the largest in the airport's 80-year history — we wanted to extend a huge thank you to staff and customers and give them a special Christmas gift,” airport operations director Neil Thompson told the Daily Mail. “Our team were given just 24 hours to dress an entire aircraft hangar and easyJet A320 Airbus plane before guests were treated to a dramatic Christmas lights switch on.” But beyond just being a fun holiday event, the project was also created to celebrate the hard work of London Luton Airport workers as well, according to the Independent. The growing airport is expected to increase its annual passenger count to 18 million by 2020. Before the busy holiday travel weekend kicks off, it’s wonderful to take a moment and appreciate the beauty of the season. And give an extra thanks to the airport staff helping you get where you’re going.

URGENT...I need to know the approx days and times that you may have had issues like site speed, What's New resetting itself, etc. The server people have asked for these so they can look into them. Thanks for your help

Yay, my Christmas present has arrived...My PC has been buckling under the pressure of IPS when trying to do any development etc. wish it was more like Xenforo, but my old PC which is a 6th Generation i5, 16gb ram, old style and twin SATA hard disks in RAID 0 just can't handle working with a 5gb site and over 1gb in database so I had to purchase a new PC. I am often setting something up late at night and having to let my PC run all night to do something but no more. So my new PC has arrived BUT IN MELBOURNE and I am in Sydney till end of the week My new PC is Dell power machine which has an 8th Generation i7, 16gb of DDR4 ram, twin SSD 256gb disks in RAID 0, a secondary 2 terrabyte SATA hard disk for storage, fast ethernet card and a G-Force GTX 1070 with 8gb memory video card...watch me wind that up with IPS

Thanks and to ALL Recreational Flying (.com) users and visitors, Corrine, Caitlin, Lachlan and I wish every one of you a very merry Christmas and a great new year but PLEASE remember:

It may be interesting to have a current snapshot of the where we are at with the site. As you know 2018 has been a painful year not for just myself but for all users with the site software turmoil...well it seems there have been some developments on that front. We were using Xenforo v1 and as I advised we had to make a move away from it...well this week Xenforo announced that ALL support and any kind of development will cease for that in May i.e. its End of life...so you can now see why I had to make a move away from it, as painful as it was. We moved to Xenforo v2 for a short time, in retrospect perhaps a little too early, but I needed a lot of time to get it up to what my vision of the site is. I quickly found that it was loaded with issues and that many developers of 3rd party addons which this site heavily depended on, dropped any development. This left me with just a basic forum site with a Gallery and Resource sections. The only other alternative was a product called IPS which had all the extras that I wanted to provide you all built in however it is a very complicated, not that user friendly (compared to Xenforo) solution that is also extremely resource hungry. In a time of panic and limited time on my hands as I began a new job I went for IPS but quickly found the reasons I didn't like it were also expressed by users. I was living out of a hotel room with a laptop and became very frustrated with not being able to fix your issues so I went back to Xenforo v2...at least we had a forum solution but it was extremely buggy but buggy that I could live with as users were not adversely impacted to the extreme but buggy still the same. I then thought that if I could get IPS to look and feel a lot like Xenforo and remove much of the complication albeit extra functionality, it may be a solution that will help me realise my vision. I found Ahmed, an IPS 3rd party developer based in Egypt that could possibly help me to get IPS to a solution that will meet not only my vision but also help to make it easier for you, the user. I then moved back to IPS and Ahmed has been helping me to achieve what we have today. Whilst all this has been going on Xenforo has released hundreds and hundreds of bug fixes to their version 2 and are about to release their version 2.1 which over the last couple of weeks I have had the pleasure in playing with the BETA versions and I can say that it is one hell of a nice, easy to use, powerful forum solution and whilst it may be the absolute best forum solution out there today it is still just a forum, gallery and resources solution. Also 3rd party developers of addons are starting to come back to xenforo with solutions for Blogs, Articles, Clubs (very basic) and a solution that could be used as an Aircraft section. Xenforo v2.1 is extremely fast, uses a hell of a lot less resources than IPS and is extremely smooth and user intuitive. IPS has also advised that they will soon be releasing a new faster version of their solution. I have not had a chance to play with it as yet so I can't say anthing about it. We are currently experiencing issues with the resource hungry IPS, by many reports from other site owners I knew we would begin to experience this. I am looking into increasing our server specs, in fact a whole new server, with the latest multi-core processor, 32gb ram, fast Samsung SSD on a 1gb connection. This will see the hosting costs increase by around 50% and that is even with having to use a US based server, Australian location for this would be cost prohibitive, but it should make IPS perform much better. There is still a lot more work to do with IPS and I am hoping that will take a maximum of 6 to 8 months before it is stabilised and ready for the final part of my vision. Hope this keeps you all informed of what 2018 has been like for the site

This is why the infamous glider regiments quietly fizzled out of history (442nd Fighter Wing Archive) The United States Military has always prided itself on its legacy. That's why the historical accomplishments of a unit are almost always passed down from the old-timers to the young bloods. And if a great troop does a heroic deed, you can bet the installation where they were once stationed will have a street named after them. The history books of the United States Military are extensive and cherished — but you won't often see mention of the glider regiments. Outside of randomly finding their insignia on "Badges of the United States Army" posters that line the training room, you won't ever hear anyone sing the tales of the gliders. That's mostly because the history of the gliders is a bit... awkward, let's say. Since their inception, gliders have been at odds with the paratroopers. Instead of having an infantryman jump from an aircraft and float down individually, the gliders would be filled to the brim with infantrymen that could all exit the glider at the same time and location. Gliders could also be filled with heavy equipment or vehicles and moved into the battlefield, remaining fairly silent as it glided to the ground. And that about does it for the list of benefits to using gliders. Still though. There was a need that the gliders filled and they got the job done... some times... The thing is, all of the functions of the glider were better (and more safely) served by the helicopter. But even before helicopters were ready to take on a primary role, the Army had long abandoned gliders. There were simply too many problems in the operating of gliders. First, gliders had to be towed by a much larger aircraft. When the time came, the glider would release the line and, as the name implies, glide to its intended destination. It didn't have its own engine or any completely reliable means of piloting it. Accidents were frequent. After all, there's a reason they were unaffectionately called "flying coffins." The glider needed to remain light (despite the heavy load in the back), so it had barely any kind of protection. The glider was literally made of honeycombed plywood and canvas, meaning air pockets or 40-mph winds could start shredding the exterior. If the glider did manage to hold together throughout its journey, it was most left to its own devices after the departure of the towing plane. There were no brakes and steering was difficult. The only safe bet was to find a clearing, which were difficult to spot, seeing as the gliders cut the line while still miles away from their destination. It also didn't help that the Axis knew about the gliders' biggest weakness: randomly placed ten-foot poles in giant clearings. Earlier anti-glider poles had explosives, but the Axis found it a bit of overkill, as the inertia alone did the trick. (National Archives) Gliders, in the eyes of the public, were doomed from the very beginning. In August, 1943, the gliders were given their first public demonstration in front for 10,000 spectators in St. Louis. A single bolt came undone and the glider fell like a sack of bricks right in front of the grand stand. Everyone onboard, including the mayor of St. Louis, was instantly killed. The gliders did land properly more often than not and they played an instrumental role in major Allied invasions, but the fact that a staggering eleven percent of all troops who rode in them would die (and thirty percent were wounded upon landing) was something that the military just wanted to forget about. Farewell, gliders. You won't be missed. (442nd Fighter Wing Archive photo) We are the mighty

Plate-lattices will be the design of choice for future lightweight porous materials. Credit: ETH Zurich / Marc Day 3D printing and other additive production techniques make it possible to manufacture materials with internal structures of previously unimaginable complexity. This is interesting for lightweight construction, too, as it enables the development of materials that have the highest possible share of interior voids (to make the materials as light as possible) but are simultaneously as robust as possible. Achieving this requires that the internal structures be intelligently organised for maximum efficiency. A research team from ETH Zurich and MIT led by Dirk Mohr, Professor of Computational Modeling of Materials in Manufacturing, has developed and fabricated material architectures that are equally strong in all three dimensions, and that are simultaneously extremely stiff. It is possible to determine mathematically just how stiff materials with internal voids can theoretically become; Mohr's structures have been shown to come extremely close to this theoretical maximum stiffness. Put another way, it's practically impossible to develop other material structures that are stiffer for the given weight. Plates replacing trusses A characteristic feature of the design is that the stiffness in the material's interior is achieved through plate-lattices rather than trusses. "The truss principle is very old; it has long been used for half-timbered houses, steel bridges and steel towers, such as the Eiffel Tower. We can see through truss lattices, so they are often perceived as ideal lightweight structures," says Professor Mohr. "However, using computer calculations, theory and experimental measurements, we have now established a new family of plate-lattice structures that are up to three times stiffer than truss-lattices of the same weight and volume." And it is not just the stiffness (resistance to elastic deformation) of these structures that approaches theoretical maximum values: their strength (resistance to irreversible deformation) does, too. The ETH researchers initially developed these lattices on the computer, calculating their properties in the process. Then they produced them at the micrometre scale from plastic through 3D printing. Mohr emphasises, however, that the advantages of this design are universally applicable -- for all constituent materials and also on all length scales, from the very small (nanometre-sized) to the very large. Ahead of their time Mohr and his research team are ahead of their time with these new lattices: at present, manufacturing with 3D printing is still relatively expensive. "If these kinds of lattices were to be additively manufactured from stainless steel today, they would cost as much per gram as silver," says Mohr. "But the breakthrough will come when additive manufacturing technologies are ready for mass production. Lightweight construction, the current cost of which limits its practical use to aircraft manufacturing and space applications, could then also be used for a wide array of applications in which weight plays a role." In addition to making structures lighter, the numerous voids also reduce the amount of raw materials needed, and thus also the material costs. There's no limit to the potential applications, Mohr says. Medical implants, laptop casings and ultralight vehicle structures are just three of many possible examples. "When the time is right, as soon as lightweight materials are being manufactured on a large scale," Mohr says, "these periodic plate lattices will be the design of choice." Science Daily

To build a fleet of giant airliners requires a building just as big. Boeing’s Everett Factory, built to construct the famous 747, is the biggest enclosed structure in the world. When you’re building some of the world’s biggest airliners, you need an equally outsized building. When Boeing decided to build the 747 – a plane so big it would become known around the world as the jumbo jet – they had to build a factory large enough to build several of them at the same time. If you’ve ever seen a 747 from close quarters you’ll know just how giant Boeing’s jumbo is. So it’s no surprise the factory which ended up building has to be very big indeed. How big? Try the biggest enclosed building in the world. Boeing started work on the Everett factory in 1967, just as the Boeing 747 project was starting to gather pace. Bill Allen, Boeing’s charismatic chief, had realised the company would need a huge amount of space if they were going to build an airliner big enough to carry 400 passengers. They chose an area of woodland some 22 miles (35km) north of Seattle, near an airport that had served as a fighter base during World War Two. An article in the Daily Herald, Everett’s local paper, recalls just how out of the way the airport was. According to Joe Sutter, the engineer who masterminded the 747 project, the site had only minor road access to the nearest highway and no railway connection. In the forest roamed wild bears. The factory now produces the newer generations of Boeing airliners (Credit: Getty Images) At the same time Boeing was building the prototype of the world’s biggest airliner, it was also having to construct the factory to make them in. Today, the Everett factory easily dwarfs any other building in the world by volume, with the Guinness Book of Records reporting that it occupies 72 million cubic feet (13.3 million cubic metres). “We’ve overlaid the building over some of the most famous landmarks around the world,” says David Reese, who helps runs the factory tours at Everett. “We have various famous places like Versailles, the Vatican and Disneyland, and you see them when you start the factory tour. “I remember I did an interview with the BBC a few years ago, and I thought ‘I wonder what the volume of Wembley Stadium is?’ Well, it turns out you can fit 13 of them in the volume of our factory.” The Everett plant still produces a dwindling number of 747 freighters, but today it mostly concentrates on the smaller 767, 777 and 787 models. To build that fleet of planes requires lots of room. Everett’s main building covers 97.8 acres (39 hectares), more than 30 times as big as London’s Trafalgar Square. Boeing had to build the new factory at the same time it was designing the 747 (Credit: Boeing) Each shift has as many as 10,000 workers, and there are three shifts each day. Over the course of 24 hours, the factory has a population only a little less than the Australian city of Alice Springs. Reese has worked for Boeing for 38 years – 11 of them running the factory tours – but says he can still remember his first impression of the factory. “It was very awe-inspiring the first time – and I would have to say every day since, too. It changes constantly. Each day there’s something new.” The Everett factory is so big that there’s a fleet of some 1,300 bicycles on hand to help cut travel time. It has its own fire station and medical services on station, and an array of cafes and restaurants to feed the thousands of workers. Overhead are a multitude of cranes used to move some of the heavier aircraft parts as the planes start to take shape. The operators, Reese says, are some of the most highly skilled and best-paid workers at the factory. There are a few rules for working in, or even just visiting, the factory. “We do require proper footwear, so no open-toed shoes and no high heels for the ladies – anything that could possibly cause a fall or damage your feet – and you have to wear safety glasses at all times in the factory. Constantly. That can be an issue with some of our visitors, they say things like ‘Oh, I wear reading glasses, that will be enough.’ It’s not.” The factory boasts some surprising features. While there is ventilation, there is no air conditioning. In summer, if it gets too hot, Reese says, they just open the massive doors to let in the breeze. In winter, the effect of the more than one million lights, the huge amount of electric equipment and some 10,000 human bodies also helps moderate the temperatures. “I only have to wear a sweater or a light jacket and that’s sufficient.” There is a longstanding urban myth that the building is so large and high that clouds form at the top of it. Not quite so, says Reese. “The building was still being constructed as the first plane was being built, and one wall was not yet enclosed. We think that fog or mist from the outside and accumulated in the building, and it looked like a kind of hazy atmosphere. The finished aircraft are towed over a bridge to a nearby airport (Credit: Boeing) “It’s the same thing when we had wildfires nearby, it got pretty hazy inside the factory.” Reese says the factory’s days have an ebb and flow, the factory changing tasks as the day progresses. “The second shift, that’s when there’s more crane activity when there isn’t quite as many people. “When we move a finished aircraft out of the factory it’s driven over a freeway to an airport nearby, and in order not to startle the drivers too much, we tend to do that at night.” Not just the world’s biggest building, but full of surprises too.

Hi all, as you may have seen by now the User Post Bit that is displayed on the left side of a post when viewed on a PC is now complete. here is an explanation of what is contained in the post bit: Please note that the user's general location is displayed as a link which enables you to see on a Google Map the general area of the user which will help everyone in perhaps creating a stronger community of site users by being able to catch up in person if you find yourself flying in the area or get stuck due to weather etc.

If a flying car doesn't really appeal to you, how about a flying bike? A California company is apparently on the verge of making this dream a reality. However, much like the flying cars of today, this product too will not come cheap. The company, Hoversurf, claims to have developed their own engines and computerized flight systems to make their ‘aerial motorbike’ effective, safe and manoeuvrable in the air. All this translates into an asking price of $150,000. For this, you get an impressive, drone-like machine capable of propelling you into the air at something like automobile speeds. What is the Flying Motorbike and Where Does It Come From? This new type of vehicle is called the Hoverbike eVTOL S3 2019. Its makers, Hoversurf, say that the product is ready for sale. eVTOL refers to the battery technology found in the product, a form of the lithium-nickel-manganese block that powers the Hoverbike’s four large propellers. Indeed, the vehicle does closely resemble a drone and is even referred to as one in the company’s product-information material. However, this drone is capable of lifting a human (who weighs about 250 pounds or less) up to 16 feet off the ground. This human can sit on the Hoverbike, and control it via front-mounted stalks, much like a regular motorbike. A shot of the Hoverbike in flight. (Source: Howversurf) Hoversurf claims that their new “personal drone” can fly at up to 60 miles per hour. However, as with many other pro-sumer drones, it can only do so for about 25 minutes at a time. The company asserts, however, that the onboard computer is equipped with the flight-modeling and fail-safes necessary to control the risks of collisions or fatal cut-outs in the air. This modeling is also intended to address other dangers, including wind speed and turbulence while flying. So, Who Gets to Fly a Hoverbike? As with Terrafugia’s latest 'flying car,' the Hoverbike does not require that the user have a pilot’s license or other specialist training. Hoversurf commented on this saying that it has been categorized as an ‘ultralight aircraft’ by the FAA, thus rendering its use unrestricted and without the need for certification (in the United States, at least). However, a potential customer may need the financial flexibility needed to rationalize spending over $100,000 on what is essentially a giant bike-sized drone. These enthusiasts could also be advised to wear a helmet while riding their new flying bikes. Speaking of flying vehicles, the Hoverbike is not the only product its manufacturer has in mind. Hoversurf also seems to be working on developing flying taxis too. This new type of drone is also powered by eVTOL technology and is portrayed as having an enclosed cabin. The “electric flying car” may be propelled by Hoversurf’s new type of engine, the Venturi. The company claims that this is a hybrid between the engines of an aircraft and helicopter but gains additional jet-stream by sucking ordinary air into it, which, in turn, increases efficiency and reduces noise. New Type of Taxi, New Type of Engine The Venturi’s moving parts are all contained within a carbon-fiber shell, which is intended to boost safety and also reduce the engine’s volume. The company has also apparently secured a patent for the Venturi engine. These may be incorporated into the ‘drone taxi’ (also known as Project Formula) to give it vertical take-off and landing. This vehicle is also described as containing sensors for a 3D perspective of its surroundings and object recognition, which may be controlled by an AI for safe and effective flight. It is also to be equipped with an airbag, a ballistic parachute and landing gear in cases of difficult landings or adversity during flight. In addition, from the implication of the title 'drone taxi' and the fact that the scope for only one passenger is mentioned, it appears that this vehicle is also to be driverless. In that case, it is to be hoped that it comes equipped with mapping, traffic control and aerial co-ordination systems like those proposed by a team at MIT for such flying vehicles. Hoversurf does not mention plans to market or sell this particular product (i.e., the taxi), any time soon. However, it is yet another exciting hint of a future with real, personal flying machines!

Airservices Australia today announced it has reached two major milestones in OneSKY, the world-leading program being undertaken jointly with the Department of Defence. Air Traffic Management (ATM) service facilities in Sydney, Melbourne and Perth have switched over to the Civil Military ATM (CMATS) voice communication system. Brisbane’s air traffic service centre will follow suit in early 2019. Voice communications are a cornerstone of any ATM system, allowing air traffic controllers and pilots to talk to each other. “The new CMATS voice communications system enables greater efficiency of our air traffic resources, enhances safety outcomes and minimises service disruptions,” according to Airservices Chief Executive Officer Jason Harfield. “These benefits will be experienced by all users of Australian airspace, from the major airlines and their passengers right through to the smallest ultralight aircraft.” The Airservices and Defence project team worked with operational staff and industry partners, Thales Australia and Frequentis, to ensure a seamless transition to the CMATS voice communication system in the first three locations. “Achieving this milestone on schedule and with no disruption to existing services is an exceptional demonstration of how civil and military air traffic operations will work together,” Mr Harfield said. Airservices and Thales have also just completed the system definition review for CMATS, the technical platform that will unite Australia’s civil and military air traffic control systems. The project now moves into the detailed design phase. “We are proud to deliver these key milestones in the OneSKY program just nine months after signing contracts with our military and industry partners,” said Mr Harfield. About OneSKY OneSKY is a world-leading program to align the needs of civil and military aviation, while catering for the forecast growth in the aviation sector. Over the coming years, advanced air traffic management technology will be introduced in stages to unlock more than a billion dollars of economic benefits for Australia.

Owning and flying your own small airplane offers a nearly unmatched level of freedom and autonomy. Traveling “as the crow flies” without having to deal with traffic on the ground immediately shrinks your world, and makes possible all sorts of trips and adventures. Unfortunately the crippling downsides of plane ownership (storage and maintenance costs, knowledge that you might die in a fiery crash, etc), keeps most of us planted squarely on terra firma. But not [iTman496]. His dream of owning an ultralight has recently come true, and he’s decided to share his experience with the world. He’s got a long way to go before he slips the surly bonds of Earth, but there’s no better place to start than the beginning. In a recent blog post he documents the process of getting his new toy home, and details some of the work he plans on doing to get it airworthy. The plane in question is a Mini-MAX that [iTman496] has determined is not only older than he is, but has never flown. It was built by a retired aircraft mechanic who unfortunately had problems with his heart towards the end of assembly. He wisely decided that he should find a safer way to spend his free time than performing solo flights in an experimental aircraft, so he put the plane up for sale. After a considerable adventure transporting the plane back home, [iTman496] found it was stored in such good condition that the engine started right up. But that doesn’t mean it’s ready for takeoff by any stretch of the imagination. For his own safety, he’s planning on tearing down the entire plane to make sure everything is in good shape and assembled correctly; so at least he’ll only have himself to blame if anything happens when he’s in the air. One the plane’s structure is sound, he’ll move on to some much needed engine modifications including a way to adjust the air-fuel mixture from inside the cockpit, improvements to the cooling system, and installation of a exhaust system that’s actually intended for the two-stroke engine he has. When that’s done, [iTman496] is going to move onto the real fun stuff: creating his own “glass cockpit”. For Hackaday readers who don’t spend their time playing make believe in flight simulators, a “glass cockpit” is a general term for using digital displays rather than analog gauges in a vehicle. [iTman496] has already bought two daylight-readable 10.1″ IPS displays which he plans on driving over HDMI with the Raspberry Pi. No word on what his software setup and sensor array will look like, but we’re eager to hear more as the project progresses. If you’re not lucky enough to find a mostly-complete kit plane nearby on Craigslist, you could always just make your own airplane out of sheets of foam.

Photo: Courtesy Pal-V While we devote much ink (both actual and virtual) in our aviation coverage to first-class cabins, business jets, and charter services, planes are by no means the only ways to experience the thrill of flight. In fact, people were enjoying soaring through the air even before the invention of the airplane in a contraption that will actually make an appearance later on this list. The point is, there are plenty of fun ways to get an elevated perspective on things, from functional jetpacks to autogyros. Hoversurf Hoverbike parked Photo: courtesy of Hoversurf Hoverbike The Hoversurf Hoverbike is technically a vertical takeoff and landing (VTOL) vehicle. However, while most of the full-size VTOLs that hope to come to market will have to contend with strict FAA regulations (many of which still have to be debated and implemented), the Hoverbike was able to receive classification as an ultralight aircraft, which means that riders don’t need to get a pilot’s license or certification (though Hoversurf requires that the owner takes a mandatory training course). The fully-electric aircraft is ridden like a motorcycle, with four propellers at each corner to provide lift and thrust. Its carbon fiber body saves weight, which means Hoversurf was able to install larger batteries that can keep the personal drone aloft for 10 to 25 minutes (depending on rider weight and other factors). When pressed to its limit, the Hoverbike can fly up to a restricted 60 mph. The company is taking orders now for the $150,000 machine, which will be delivered in two to six months. The mandatory training package costs another $10,000. FlyDoo light sport balloon in flight Photo: courtesy of SkyDoo Hot Air Balloon The oldest form of air transportation on this list, unmoored ballooning has been around for more than 200 years (fun fact: The world’s first balloon passengers were a sheep, a duck, and a rooster). Although many people think of ballooning as fodder for cheesy romantic dates or remember it for its Mandela Effect–like non-role in Jules Verne’s Around the World in 80 Days, there are still enthusiasts out there who turn what is a once-in-a-lifetime experience for most people into a serious hobby. And why not? While most of the vehicles on this list are meant to stir up your adrenaline, ballooning is about relaxation and killer views. One exciting new development in the field is the two-person FlyDoo, which could become the first hot-air balloon in the light sport category if the FAA approves the design. This development would make ballooning much more accessible to those with a casual interest. A complete FlyDoo is priced at around $21,000, but for an extra $14,000, you can add a vectored thrust unit (aka a motorized propeller) to help you direct your course. Apollo Flight Labs JetPack Photo: Courtesy Apollo Flight Labs Jetpack In most people’s minds, jetpacks are the stuff of science fiction and action movies. However, while no practical working model has been produced at scale, there are a few designs out there that you can actually get your hands on. Recently, Gravity Industries put a number of their Jet Suits on sale at Selfridge’s for $373,310. The suit employs a main thruster that attaches to the pilot’s back and two thrusters on each arm to control direction (yes, just like Iron Man). You may also want to comb the back alleys of eBay to get your jetpack fix. In September, Apollo Flight Labs put one of their used jetpacks up for auction to clear out some space in their shop. The Calidus AutoGyro has been flying in Europe since 2009 Photo: Courtesy Calidus Autogyro The technology behind autogyros is not new; It was developed nearly a century ago by Spanish engineer Juan de la Cierva with the goal of creating an aircraft that could fly safely at low speed. Classified along with helicopters as rotocraft, an autogyro is different because instead of a motor driving the rotor blades, it has a free-spinning rotor that provides lift simply by the aircraft moving forward—thrust that is usually provided by a motorized propeller at the rear. Thankfully, autogyros are much easier to pilot than helicopters and revised FAA regulations have made it easier for models to get certified. The Calidus Autogyro, one of the most popular designs in Europe—where autogyros are a more common sight—was recently certified in the U.S. and can now be purchased for around $100,000 from its U.S. distributor, AutoGyro USA. If you’re in no rush, you can also check out the Pal-V, an autogyro design that’s in development, with certification planned for 2020 (though this date has moved back a few times in the past). This unique vehicle is not only an autogyro; when it lands, its rotors and tail fold away, transforming it into a road-going three-wheeler. The Pal-V Liberty version is priced at $600,000, while the PAL-V Liberty Sport costs $400,000. DJI Goggles give you an immersive view from your drone. Photo: courtesy DJI Drone with VR headset The consumer drone revolution has made the buzzing little aircraft the easiest way to begin a lifelong obsession with flight. But controlling a drone from the ground while watching its camera feed through your phone isn’t quite the same experience as being up in the air yourself. That’s were another revolutionary technology that’s picking up steam comes in. Many drones now support VR headsets that give pilots a completely immersive first-person view. Alternately, you could let a friend wear it while you pull off your most daring aerial maneuvers and try to make them sick. Market leader DJI offers a pair of $350 VR goggles that work with its popular Mavic, Spark, Phantom, and Inspire series. This pair also features headtracking mode, in which the viewer can control the pitch of the camera and yaw of the drone with just their head movements, letting you take in the scene as if you were a passenger in the drone itself.

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