Ballpoint 246niner

Kev sold his to arivate syndicate at YCAB

As CFI says both correct but try and run a business on owner/ builder training and see how far you get.... I really feel for every one caught up in this monumental debacle.

Under the current CAR and relevant CAO only factory build aircraft can be used for training. I guess the thinking was that a factory and company with liability implications and statements of conformance and adherence to long held type certification provides some comfort if not guarantee that relevant ASTM standards for safe and robust manufacturing and design are adhered to. Every paying member of the public has the right to expect this in our industry if we are charging them for this service.....

Nice one Danny, as we've all done together may times.... Great to hear from you mate.

Just FYI on the "factory built" the rego is 19 so no factory rego but very nice, and Gary , like many others including Pacific Ibis,is soldiering through the current mess of LSA and rego' s in oz left by our esteemed administration, like many other importers and builders who are at the mercy of poor understanding and administration by our administering authority, and perhaps some who have not correctly supplied and understood their requirements of self compliance in this brave new world.

....except this was not an RA pilot and the decision to leave was based on fair and reasonable information provided by Air Services, and the assessed conditions at departure . The problem is in not breaking the chain and making new. safe in flight decisions. This is a Human factor issue and IMHO not related to anything else.....

Darbs they probably figure if you can't find it then perhaps you shouldn't venture in to the airspace! It's a good show and quite close.

In HF it is known as limitations in Short term memory, STM, .Magicians and illusionists also make good use of it as we'll. it is why we have standardised radio calls and checklists. IF you just sat the HF exam and didn't do an approved course in order to keep your RA privileges then can I suggest you do so, you won't regret it and the life you save may be your own and also others.

Ohh Zibi, well have a beer together in 20 yrs I hope...... The conversation will be grand.

Douglas with respect I was one of the pilots that left about 7.30am with a Jodel in front and another Savannah behind me all heading for YCAB. I got the weather 3 times in the preceding 12 hours and the forecast was well within VMC to track direct but a lingering complex trough was slow to move through. If you saw the ARFOR on Sunday pm then there was a line moving through and forecast for 0330z to be through YGAY and moving coastal with scattered SC and CU 3000-6000 behind and clearing the coast by 2200-2300Z on the Monday. The SUnday forecast had TEmpo,s with CB and lots of activity ahead of the trough, many pilots including 3 trikes flew Sth and Sth west on Sunday pm and on forecast I decided, as I,m sure did others to wait over night for the improving weather. The track south to Gayndah was uneventful but a hemispherical of 5500 was difficult to hold after Gayndah, and I decided to move to 3500 to confirm a clear track near Tansey. As we descended I assessed the biggenden and Mary valleys and the coast was very hazy and an undefined base suggesting the trough indeed was still clearing to the east. I couldn't clearly identify Gympie from abeam Goomeri but to the west the base and horizontal vis looked much better. THAT IS WHERE I MADE A DECISION- no hesitation, no pressing on, no chancing it, only alternates west were considered and assessed and we picked up the Bjelke Petersen dam and tracked towards the lower and clearer area then continued to evaluate until we were able to establish a clear but detiorating track to Nanango. Even with this decision I still had preselected areas every minute and kept all alternates open and the back door as well and with the assistance of my pax we constantly assessed LSALT criteria while I stayed 100 percent focused on VMC changing conditions. We safely and successfully made Nanango where we stayed for the rest of Monday. Was I foolhardy, cavalier,macho or naive to leave Monto- IMHO opinion absolutely not, and to suggest any other pilot who did that morning is absolute rubbish. Did the conditions deteriorate as we got closer to home? ABSOLUTELY. Was an alternate, particularly to the west in better weather a good choice-YOU decide! I KNOW THE ANSWER TO THAT. I have flown, taught and rode dirt bikes in this area for 30 yrs and know every hill and track intimately. Was I going to chance it when things changed.NO WAY!! The Jodel pushed on to Kilcoy and had to land at a private strip, the other Sav made it back to YCAB- how I don't know! Six hours later I heard about Des and the Dragon. As a friend I shared an adjacent hangar at YCAB next to Des as he finished the resoration , I was, and still am gutted by all of this. When the search hadn't located them on Tuesday when I finally got home I rang AMSAR SCC and tried to suggest they extend the search area west, my hunch was on the western boundary of their established search area and it appears that the refined search yielded the unfortunate recovery not a rescue, at least it appears they didn't suffer. Doug, keep the constructive comment coming mate, but be careful where you point that chicken bone cause there is always one pointing back as well.

I diverted at Goomeri in deteoriating conditions about 8.50am on Monday and glad I never persisted on track back to YCAB. We picked up the road to Nanango under a reducing base that wasn't improving to the west and at between 800-1100 agl and visual we safely made Nanango where we were stuck for all Sunday and Monday. The time there was a terrible wait of reflection and introspective assesment as we had held over at Monto on the Sunday with the expectation and report of improving conditions. The only thing that can truly define an aviator is not the thousands of hours or variety of experience... unfortunately it all can come down to one crucial split second decision. I re-inforced a very important lesson on Monday- NEVER hesitate in making a prudent decision. Sure a couple of days in Nanango may not have been on the agenda, but as I flew past the ugly cloud infested tops over Mt Langley and the Kenilworth ranges on Tuesday morning as we returned home,I surely wept the water on their behalf for another fallen aviator.

Unfortunately, but probably not surprising the worst news regarding"RIAMA" and its occupants was realised this afternoon.With a heavy heart and broken wings we send all our heartfelt wishes to the families and close friends of the three couples. I will never forget the cheeky banter and good company at dinner the night before the tragedy as we shared a table and good times at Monto together. One last wave to you Dessie as you steer it skywards for the last time. Heaven awaits the captain, and his loyal passengers of the Riama..... you will all be sadly missed.

Nevs comment about weak nose legs on many ultra lights is not far off the mark. Having said that though, they really are not meant for landing on in any case so if you can land a n/w like a t/w then you will give your nose wheel aircraft an easier time. As an owner and sole operator this should be easier but in school environments you have to live with some of the landings while teaching the art. I love tail wheels as well as they focus the pilot on good skill adherence ,and the prop clearance for rough fields are good for pilot and plane.the whole things a 2 sided coin flipped many times over the years and like most of these discussions make sure you try both and then at least you can personally understand and feel educated on the subject. Cheers

If the difficulty in getting accommodation is any indicator, then Aus Fly is shaping up to be a huge success, we are dorming it at the Imperial and will be there Sat AM till Sunday AM. Love to catch up with all, we will be in a Flight Design CTLS. Neil GoFly

This adds a whole new dimension to the Taildragger ... " it not landed until its parked in the hangar" addage. Seriously though a horrible outcome for a beautiful aircraft.

Mine cracked at 160 hrs TT - it has copped some nose drops by students and bottoming out during taxiing but the whole assembly is fairly second rate in design. I have a strength doubler being made as well as replacing the original cracked parts. 26 yrs building the things and you'd reckon they could get it and corrosion issues right!

Andy's hit the nail on the head IMHO. I spend a lot of training time focussing on. Metis the most important part of flying, particularly XC and it's one of the variables we definitely can't control but need to understand and respect, especially whilst in flight. Pre planning, interpolating change and making early safe decisions are key to avoiding flight into deteiorating weather. External desires, plans or pressures or those by the pilot have no place in this environment. When weather fronts up to you, you better have your smart shoes on and dance well in them, or it could be the last waltz for those in the cockpit.

Bill your flying skills are now being nicely married to your insight for responsibility in the role we have taken on. My best wishes in your progression towards a CFI ship soon. Many an instructor will often echo if you think you've learnt a lot- then wait till you start teaching, then the real learning begins... Be good to see you back in SEQ skies

And some more....

Good one Mark- it was Savannah central out there on Saturday- well done to all the "Cab Sav" crew. And yes Archer is not particularly difficult but like most things in aviation- very unforgiving of errors of judgement. Savannah EIGHTY TWENTY.. Doug, Ron and the "Wings of Life " volunteers are to be commended on their efforts and getting Paul Bennett especially!

Sorry Tomo, I'm coming from Armidale in the CTLS with the owner, if things change you've got a Sav seat for sure mate.

Do you check the spit/ cold values before takeoff mate-better -it's coming out in an AIP soon....!

20 yrs no ASi- 2000 hrs, fly the attitude and listen to airflow( not the radio!!), feel the wing. T-shirt reads "Anal about Airspeed". !! Bloody instruments!!!!!

Hell knows what will happen when you guys start onto vacuum gauges!!

Hey mate, I've discovered what I think is a week spot in the design, well I never discovered it, there's been a few break before me- but when the poly stop bush on the nose leg compresses to the stop point( can happen on rough strips taxiing or lowering the nose too early in landing) then the repeated force really taxes the L shape reinforcing bracket and they crack, sometimes through only one or two gussets or all three- the design takes the stop force and protects the firewall from more substantial damage but in a STOL aircraft this is IMHO a bit light on , but not uncommon to light sport aircraft in every attempt to keep weight down. I have replacement to fit but in cracking it loads the main plate and can cause it to bend and then bind through its travel. I ve asked Tom to discuss with factory an improved triangulated gusset that distributes the load better while still protecting the firewall. Glad to hear the builds progressing well. Hop