Low and slow

[flyerme]

Actually no you couldn't check the fence's at 500 ft!, not here anyway! as pretty much all the fences are lined with trees on one side , you just can't see them clearly. However

 

As all the paddocks are clear of trees inside them . It would have worked out quicker( more fun) cheaper and most defiantly safe ( first thing in the morning endless open ground to land in at any given time etc) to do it in the single seat thruster . But it wasn't to be !!

 

and to be honest 500ft is still pretty close to ground.....!! Keep it safe peeps

 

 

[flyerme]

Also like to ad my first ultra light came from a station were the pilot used it in the late eighties for mustering , checking fences and checking and cleaning troughs ( as he would land with his trough broom clean the troughs and fly to the next trough)

 

It still had mustering air horn. And trough broom holder and pouch still full of fencing nails when I got it lol

 

1985 bunyip built here at goolwa sa

 

it was his flying ute he said!lol

 

 

 

[David Isaac]

On any large property west of the divide, such an aircraft would be a fantastic utility.

 

Way out west we hear there are many unlicensed pilots flying RAA type and GA aircraft, we don't hear of many of these in the statistics.

 

 

[David Isaac]

Actually no you couldn't check the fence's at 500 ft!, not here anyway! as pretty much all the fences are lined with trees on one side , you just can't see them clearly. HoweverAs all the paddocks are clear of trees inside them . It would have worked out quicker( more fun) cheaper and most defiantly safe ( first thing in the morning endless open ground to land in at any given time etc) to do it in the single seat thruster . But it wasn't to be !!

and to be honest 500ft is still pretty close to ground.....!! Keep it safe peeps

Well actually since it is your own property and you have permission, you can take off and land in any paddock you choose without a LL endorsement as long as the paddock meets the performance requirements for the aircraft type as laid out in the Aeroplane Landing Areas (ALA) CAAPs publications. Just fly the final approach along the fence line. Land and repair and take off for the next paddock landing. That is all quite legal. If bureaucracy requires you to play the legal game, play it legally.

 

You don't need much in the way of tools and gear on board to patch up fences, you could even carry a couple of star pickets without exceeding MTOW.

 

 

[flyerme]

Hey !!!the numbers may have fallen off? Lmao reply to david

 

 

[David Isaac]

Way out west they don't have any numbers, this is what my son tells me anyway and he regularly works in the Lake Ayre district.

 

 

[flyerme]

And this applied to back then in 2012 /13. Not now. just have my own. Lil 40 acrey now

 

 

[turboplanner]

Tubz, you are not attempting to vindicate the Police sate mentality using the firearm example are you? You know the legislation that when at 50 years of age made me surrender my Sportco semi automatic .22 rifle for destruction, the rifle I had since 16 years of age where by some political BS decree I became unfit to own at 50 years of age.

No, I was mildly irritated myself, especially when applying for a replacement shotgun and finding I could now apply for a semi-automatic, and even a machine gun.

 

Just pointing out to Nong that this is nothing new.

 

 

[poteroo]

Mustering cattle is particularly dangerous, but rural property inspection is far less dangerous and some of the ultralight aircraft are ideal for this purpose, my single surface wing Javelin would be ideal cruising at 25 to 30 knots safely. The Drifter would be perfect. In fact Drifters were used for aerial agriculture in the early days and still are by some.I think there is a definite discouraging of issue of the LL endorsement in RAA. We know that a lot of LL flying is done in ultralights surely it is better to at least get trained in the safety issues and techniques. Even if you have LL on your certificate you still have to have a justifiable of need at the time you actually fly LL.

Unsure if discouragement is the case in either RAAus or CASA. Probably more a case of all of the decision makers in these bodies being unqualified in LL, and hence lacking in any appreciation of the value this training is to any pilot. Quite a few GA ATO's agree with me that it should be part of the PPL training, and definitely part of all instructor training. It's a worry to see instructors taking students down to do 'low level strip inspections' when they themselves have never been trained. Add in the need to be LL competent to properly train students in PFL's and PS&L's and it could be said that neither CASA or RAAus are ensuring due care and regard in their oversight of the industry.

 

Now the GA LL course of training has been done for years using a syllabus under CAO 29.10 It's pretty basic, and does not appear to have been changed since going into the MOS for LL as per CASR Part 61. We train much more content that those docs recommend. GA instructors who have LL training approvals must have an Ag2 Rating as a minimum. RAAus does not specify anything other than the instructor holding an LL endo under RAAus - meaning it could be with bugga all experience. No wonder they (perhaps) discourage you from LL training - most instructors may have really minimal experience. I believe it should be included in the instructor ratings for GA and RAAus and should be reviewed at every IR renewal.

 

I'm not in favour of a prospective LL student having a need to prove they need LL. There are so many aspects of your flying that this training will improve: low speed handling, low level emergency recoveries, and managing turbulence and windshear for a start. Have a look at CAR 157 - read where it allows 'stress of weather' as a defence against an allegation of illegal low flying. Your LL training will prove incredibly useful in marginal visibility weather. Many of my past trainees have saved their bums due to keeping the aircraft right way up, finding a landing spot, and safely getting down when visibility drops below VFR. Sure - avoidance via diversion is the clever answer - but people do get caught out. Better to be able to save your skin even after making an initial unwise decision. It's self evident that the majority of pilots need some LL training.

 

RAAus, (and CASA for that matter), should be encouraging it - rather than taking a 'precautionary' approach. For goodness sake - take an enlightened view of pilots....we're not all criminals, or have intent to break the CAR's after we receive specialised training. More than ever, pilots are going to need these skills with faster, more sophisticated aircraft which can have them into weather faster than ever before. I see less need for the full LL training for LP aircraft where the slower speeds and more exposed cockpits mean pilots tend to avoid weather and keep well clear. In the basic syllabus should suffice for LP.

 

Yes, I still teach LL in both GA and RAAus. (over 180 endorsements done over 30 years). I hold strong views in respect of LL training. It will not only save lives, but it will demonstrate to the more testosterone driven pilots that it's very easy to kill yourself by doing it illegally, and sans training.

 

happy days,

 

 

[turboplanner]

In GA flying, very few pilots are keen to fly into cloud after doing the IMC training segment, so you have a good point.

 

However there seems to be a different culture in RA, probably as a result of its under 300' and you can do anything beginnings, that beat ups are fine, aeros are fine, steep turns are fine, low flying is fine "because I can do it, and bugger anyone who tries to stop me"

 

Now that's an over-generalisation which does not apply to most, but to get where you are heading I think you'd have to shift the culture with the changes.

 

 

[poteroo]

In GA flying, very few pilots are keen to fly into cloud after doing the IMC training segment, so you have a good point.However there seems to be a different culture in RA, probably as a result of its under 300' and you can do anything beginnings, that beat ups are fine, aeros are fine, steep turns are fine, low flying is fine "because I can do it, and bugger anyone who tries to stop me"

 

Now that's an over-generalisation which does not apply to most, but to get where you are heading I think you'd have to shift the culture with the changes.

I think that sector of RAAus will disappear with physical attrition, and the ravages of Father Time. Culture is difficult to change from the top down - but it is not so difficult from the bottom up. If both RAAus and CASA lift the blinkers, they will include low flying and its' many applications, in the syllabus. In a few years, the culture of anarchy will soften - just as it does with IFR.

 

happy days,

 

 

[Guernsey]

 

How many out there get to really fly. a few hundred feet at the most and slow as possible , there is no better than this!

I used to fly low and slow in my Tyro, absolutely fantastic. With a cruise speed of 45 knots and a head wind of 30 knots, ground speed was only 15 knots but if I wanted to go 'really fast' I just turned down wind and I was doing 60 knots now that's a speed increase of 400%.

 

To top it all with a 30 kots head wind and flying just above the stall I could virtually hover.

 

Alan.