Nobody

There are many similar examples. As I posted in the "Relevance" thread have a look at vansairforce.com. No off topic (anything off topic is deleted quickly and without fuss) and there is a wealth of great aviation discussions.... coincidence?

A free for all is great provided that it doesn't destroy the aviation content of the site. The trouble is that many aviation enthusiasts are put off by the off topic discussions. If the keen aviators turn off for a while because the "loony fringe" has got them "riled" then the quality of the aviation discussions suffer and so does the site. The difference between a TV and the forum is significant. A TV station doesn't require the participation of the one user to improve the experience of another user. If I chose not to watch the TV you can still watch it and enjoy the program. If this place gets to only a few people being active then all the users suffer. Do you want 24 hour shopping infomercials or quality documentaries and dramas?

"Metric" has helped them crash into mars.... http://mars.nasa.gov/msp98/news/mco990930.html

I am not sure if the original is aluminium or steel but generally Stainless Steel has a lower fatigue strength than steel. Substituting materials with a higher tensile strength may lead to poorer performance in service if fatigue is an issue.

While it is scary stuff I think that there a few issues with the video. Firstly the studies showed that while an untrained pilot would lose control within 178 seconds a small amount of training increased the chances of survival dramatically hence the required 3 hours of instrument flight time to get an FAA PPL. The video is full of scare without any education. It's the kick started to the discussion not the end of it. The second thing is that the regulatory/education approach of just avoid bad weather still leads to people getting caught out one day. An inadvertent IMC event has a much better outcome if the pilot has thought about and practiced what they are going to do beforehand. Imagine never practicing for an engine failure and having to work it out on the fly. So why don't people practice or at least premeditate what the would do if they accidentally end up in IMC. I have my plan and I have practiced it with an instructor and will share it here in a few posts but I am curious to see if other people have one too.

Excellent news and well done!!!!

As Kasper says in busty skies using a radio becomes harder. At the biggest fly-in in the world, Airventure, you don't talk only listen to the ground and it all works very smoothly.

Go have a read over on Vansairforce.com some time. Over there off topic threads are not permitted and are quickly deleted by the moderators. That site has a great group of knowledgeable people who freely share their knowledge and experience with others. There are a lot of people in Australia who have given up on this site and left or only infrequently post because of the off topic drivel that is posted here.

If you are using the GPS to give you a radial at a location with a VOR remember to allow for the fact that VOR radials are magnetic. No point being precise and wrong.

Onex? http://www.sonexaircraft.com/aircraft/onex.html

A mode c might be ok but would have some restrictions. "If fitting a new transponder Post 6 February 14 a mode S transponder is required unless the aircraft is restricted to operations Below A100 in Class G and Class D. In such areas a mode C transponder is acceptable." http://www.airservicesaustralia.com/projects/ads-b/mode-s-transponders-ads-b-and-vfr-aircraft/ What this means is that you couldn't go into Class E airspace of which there is quite a lot.

Or don't. While this site is fun to read it isn't a great place to "market" to potential participants. By the time they get past the sexist jokes and arguments about gun control and religion they can read about how CASA is on the verge of destroying the whole show. Who would want to take up the sport? The key message is to explain is that is is easy, anyone can do it and it can be done for a cost less than most people think, if it is kept simple.

Well the Junior World gliding competition has been run and done. Congratulation to the winners. Despite all the negativity that often surrounds the future of aviation it is great to see young pilots being successful and enjoying flying!!! Standard class 1. Matthew Scutter (AUS) 9070pts 2. Robin Smit (NED) 8815pts 3. Sebastian Nägel (DEU) 8701pts Club class 1. Tom Arscott (GBR) 9155pts 2. Philipp Schulz (DEU) 9132pts 3. Sam Roddie (GBR) 8975pts Full details with pics and write up here: http://www.jwgc2015.com/

Exactly, which is why I am confused by reports of how they fly.

I must be confused. I thought that the S20 was pretty new and there weren't any flying in Australia yet?

nice!!!!

I am not entirely sure that this is the right thread to be posting this but since others are talking about incidents and experience I thought it would be worth sharing. A wise person in gliding once described to me the dangerous times in a pilots career as 80 hours, 800 hours and 8000 hours. 80 Hours In gliding by the time you get to 80 hours you are probably early cross country with several hundred successful flights. A poor decision will put you in a situation that will test your skill to get your self out of. It may be misjudging the wind sheer on final and you land short or miss handling a cable break. The key factors here is that a poor decision leads to a situation where there is insufficient skill to rectify the situation. 800 hours By this stage you have quiet a few years of flying behind you. You are trying to fly further and faster and are perhaps competing in a few competitions. The reasonably high level of skill you have leads to complacency and higher levels of risk taking. This is reinforced by previous success, you were able to thermal away from 300 feet to go on to complete a 750km triangle. On day you get caught out, you fly too close to rapidly developing could and end up engulfed, you get low on a cross country flight and fail to pick a good outlanding spot in time. Complacency and Risk taking have lead to dangerous situations. 8000 hours By this stage you have been flying for 45 years. You learnt to fly at 20 and have been gliding ever since. Now approaching 70 things are beginning to slow down in flying and in life. You don't see situations developing as quickly as you used to. Your reaction times are slowing and you cant think about many things at once. An aircraft landing ahead of you and still being on the runway distracts you and you get slow turning base and spin in. It can be tough to give up what you love but flying beyond when you are safe is unsafe. Now the risks are slightly different between RAAus and Gliding but I suspect that many of the factors above apply to flying ultralights too.

If it is a factory built 24 anyone can train in it(and can pay). It doesn't need to be the owner.

Sean, Norfolk is?

I think you will find that the WAN numbers include the weight of the prop and oil so the difference is not as big but yes the diesel is heavier. On the other had it produces a little more power than the jabiru under standard sea level conditions (125 vs 120) and being turbocharged produces more power at higher density altitude, Eg at 100 feet and 35 degrees Celsius the jabiru will be down 10% while the diesel will still be at 100%.

That is the way that Wilksh Airmotive have gone with their engine: http://wilksch.net/ A very good write up of the engine in an RV-9 is here: http://www.kitplanes.com/issues/27_4/flight_reports/Wilksch_diesel-powered_RV9_9177-1.html Compared to a lycoming RV-9 it is Lighter and less fuel is used but with less power the speeds are slower....

at least 2 one here, which is hosting a flyin on the weekend. and the one you show on the WAC chart here:

Camel that is a different location to the one advertised as "Canungra International"

Father Dave, If you have a direct line to the man upstairs, (or just the person who put that flyer together) you might want to get them to correct the error in their coordinates. Atheist Nobody