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Thanks Jake/Capt

 

I liked the Beckers because of the weight, the ADSB ready and more memories but I liked the Garmin because of the standby freq monitor, the slightly extra power output and the integrated intercom.

 

I think ADSB is not going to be required for a good 5 years plus the theory is that upgrades will be paid for by the Gov't

 

Anyone else?

 

 

 

Hi All

 

I have to spec my new CT and I have a choice between only two different avionic setups and can't decide which way to go. I have looked at the specs of each one - the output watts, the features etc but that didn't really help as there are pros and cons of both.

 

So can I please call on you guys to offer your advice and the reasons why on which way you would go between:

 

Becker AR 4201 & Becker BXP6401-2-(01) Mode S (http://www.becker-avionics.com/)

 

Garmin SL 40 COM & Transponder GTX 327 Mode C (http://www.garmin.com/aviation/products.html#panel-mount)

 

Thanks for your help

 

 

yeah...and 6 months free meals and accommodation if you get caught!Bruce

 

Dave, It's been a while. Sure would like to hear more about your adventures with the CT.

 

Roger

- Roger, unfortunately Dave has had to go inland for a few weeks but should be back soon - just receives a new aircraft and has to go inland by car - poor guy

 

WELL DONE KEN:clap:

 

As all the others say - it will always be a day that you will remember - congratulations!

 

 

G'Day BigPete - welcome to the forums - I am having funny visions of a name like BIGPETE and a Jabiru ;)

 

 

Welcome Ben - I got my Certificate at Shepp as well - the guys there a great but watch out for Matt as I believe he plays tricks on you when you are going for a test just to make sure you know what you are doing.

 

I can remember when I was learning engine failures in the Gazelle with Nathan. I kept forgetting to trim and was watching outside too much waiting for the stall buzzer and then just lower the nose a little.

 

There I was forgetting to trim and waiting for the buzzer when I noticed that I was going really really slow and the stick started to feel funny yet no buzzer. I looked down at my ASI and I felt myself shiver and as the brain was saying NOSE DOWN but before the hand had responded I glanced over to Nathan with a look of fearand there he was with a grin from ear to ear holding up in his hand the stall buzzer fuse.

 

From that very point on I ALWAYS trimed - he taught me a lesson in a different way that made me learn as I had not listened to his words of wisdom everytime about trimming. I will always have a lot of time for Nathan as I believe he is a born instructor with his mannerism, his helpfulness and his inbuilt real desire to want to see you learn to fly properly and safely.

 

Good luck with your lessons Ben and I hope to catch up with you some time at Shepp.

 

 

Welcome to the forums Chris - The forums have actually been going since about Sept last year but up until a couple of weeks ago we were using a different kind of software so when we merged over to these new ones we were only able to move across about a third of the posts. This meant that around 2,000 posts were left behind so if you give it a month or two you will probably find the posts in the Jabiru User Group to start building up again. In the Kit Building forum here there are two jabiru kitsbeing built so if you have any questions about building a kit just ask away.

 

 

Welcome to the forums Doug - you will also find a lot of others here that use a flightsim for those days when it just isn't possible to fly.

 

 

Thanks Guys, as I said I was just curious as the rego 24-5000 will probably come up early next year and who would want that if they have to say 3 zero's:confused:

 

 

Just wondering if your aircraft was registered say 24-5000 do you radio Fife-Zero-Zero-Zero or could you say Fife-Tousand

 

Just curious!

 

 

Speaking with a Forum Administrator point of view one of the concerns I had with supporting this thread was that whilst I believed it would be a great idea I was fearful that incorrect information may be posted raising concern of what a student may take on and apply in real life.

 

If we take for example the question of seperation when a preceding aircraft has taken off when can you start rolling? The answer given was "at least 600m ahead of your expected lift off point" which is right BUT only in some circumstances. I asked the Chief Instructor this very question yesterday and he gave an answer that was also correct but somewhat different. The correct question and answer with all strings attached is:

 

At a "Non-Controlled Aerodrome" you may not commence a take-off until an aircraft taking off before you has:

 

• Crossed the upwind end of the runway; or
   
  
• Commenced a turn; or
   
  
• If the runway is longer than 1,800 m, the preceding aircraft is airborne at least 1,800 m ahead of your proposed point of lift-off; or
   
  
• If both aircraft have a MTOW of less than 2,000 kg, and the preceding aircraft is airborne and at least 600 m ahead of your proposed lift-off point
  

 

So, the answer of 600 m is correct BUT only if both aircraft have a MTOW of less than 2,000 kg. What happens if a larger aircraft is in front that has a MTOW of greater than 2,000 kg on a 2,000 m runway.

 

As the Administrator this is the point I would like to make about this thread. I contacted the RA-Aus on whether someone there could moderate a forum of this type but the problem is both Chris and Lee would be the best people to do it but for example Lee is so busy and spends a lot of time in the field helping schools and clubs that again some incorrect information might get posted.

 

An option I have is that any posts made in this area are hidden until moderated then displayed but that could take some time before that happens - Thoughts?

 

 

 

Because he had a beer after giveing blood?

- Geoff, but having a beer or any alcohol for that matter irrespective of whether you gave blood or not would only stop you from flying for 8hrs.Which brings me to the point (sorry Paul for hijacking your post) that it is common that young people often "binge" drink so you could be totally intoxicated at 12:00pm and the next morning at 8:00am be taking off and still very intoxicated threatening your own life and even a passenger (a loved one etc) for that matter.

 

This one of those professional common sense questions everyone should ask themselves before they fly - "Am I ok to fly today?"

 

 

Paul

 

I am only guessing here (crikey we need Lee Ungerman in these forums don't we) but I would simply say that if you are in the left seat without an instructor giving lessons YOU ARE THE PIC. Whether you are the PIC or not I think has nothing to do with money. Just my quick thoughts!

 

 

Jar Jar

 

I am not sure about your example but firstly the pilot I am sure would have to have a GA Commercial Pilot licence to begin with. The other question which I do not know the answer on is if the microlight in question may possibly be VH registered if that is possible (for a microlight that is).

 

May I suggest that if no one else from these forums can answer this then a phone call to the RA-Aus office may be your next course of action. If you do ring the office please let us all know here what the outcome is.

 

 

No Mike, it doesn't fall under the reward category as to the Tax Dept as it is the same as using your car to drive to a client. As I have posted there are 2 aspects of business - 1. As an expense in conducting business and 2. as an income generating product or service of a business.

 

An aircraft even under RAA registration can still be considered as an erxpense in conducting business.As in the example of a way to get to your clients you can claim the running costs, finance and depreciation (if applicable). BUT you would need to consult your accountant first as there are certain rules that must be met. I doubt you would be able to claim it as a business expense if the only hrs you were doing were local flights and circuits.

 

Off to the side a bit if my memory serves me if you have an aircraft online as a business then I think the rule is that it must generate $20,000 per annum of income first before you can claim itin a business and the associated costs.

 

 

Ross, Mike is right there isn't any "technical" rule that says once you have your tricycle undercarriage certificate you can not fly "legally" any RAA registered trycycle aircraft (excepting offcourse microlight trikes, powered chutes etc). The same goes for taildragger aircraft which as Mike says is a formal endorsement and represented on your Pilot Certificate.

 

BUT, and a big but here is not only for moral and safety reasons would you be extremely encouraged to obtain an endorsement for the aircraft type but the big thing is insurance. You will most probably find the biggest barrier from hopping straight into a jabiru, gazelle, CT, tecnam, Thruster, drifter etc etc etc and simply fly away is that you will not be covered by insurance unless you have been endorsed in that aircraft type.

 

I know there are some out there that don't carry insurance and that is their choice but I know my insurance will not allow anyone to fly my aircraft unless they have beenproperly endorsed in that type.

 

Hope this helps!

 

 

Hi Jar Jar

 

Welcome to the forums

 

Firstly a microlight/ultralight can be used for business purposes but only if you have a registered business and the aircraft is used by yourself to say for example to be able to get to clients. The costs of owning/running an aircraft can be (notice I said can be) tax deductable but I would strongly recomend you speak to your accountant about that.

 

As far as using a microlight/ultralight as a business itself i.e. revenue generating then NO it can not be used for business if it is registered with the RA-Aus. It can only be used for pleasure and the only money/reward you can receive is in the way of "shared" expenses i.e. half the cost of fuel etc for a trip.

 

And finally about passengers, once you have your Pilot Certificate and have completed and passed your passenger endorsement you can then take a passenger with you.

 

Hope this helps!

 

 

Anyone have any ideas on the fairest way for division to happen BEFORE it happens. Please Post.

Micgrace

Mike, my personal opinion (and not of this site ) is that the division would have to be decided based on the objectivefor the division. For example if the objective is to provide safer circuit seperation between slow and fast aircraft then the division should be based on speed. But, if the objective was to provide say a differentiation between easy and hard aircraft for ab-initio training then the division may be flaps or no flaps - as an example.

 

Just my penny's worth!

 

 

Ok, so it seems a Yes for a Glider Forum

 

I will set it upbutI willsay after a month or so if there isn't much activity in it then we might have to re-evaluate whether it is really worth having.

 

Now there's a challenge to all the glider pilots - let all your glider colleagues know about it and let's try and make it a valuable contribution here.

 

Hey, you now even have me interested so I might look at going up in a glider now but there is something about having that fan up the front but the experience would help any pilot should that fan decide to suddenly stop :confused:

 

That reminds me of a time at my club when a Glider Pilot was training in a Gazelle for their conversion. So there they were, a highly experienced instructor and a glider pilot practicing forced landings when a circlip in the carby broke and they had a real life engine failure - what better situation could you get - a highly experienced instructor and a glider pilot doing a real forced landing. I heard they didn't even bother doing a Mayday call and just simply glided/landed into a paddock and "Phoned Home"

 

 

Where did you get the Savannah from Rob?

 

 

That is a beautiful machine Capt

 

 

Apparently I cannot stick any more pics in here as I am denied access when I try to insert more pictures. I suppose that makes it so non broad band members can avoid tedius waits beacause oflots ofpictures and look at it if they want to in smaller sessions.

 

To be continued maybe....!

Ross, there isn't a limit on the number of pictures you can post - can you please try and post some more and let me know if you are having any problems so I can look into it?

The process to add pictures (from your own c drive), which have to be done one by one is:

 

1. Click the little picture of a tree in the menu bar across where you create your post

 

2. Click Browse in the middle of the left hand side

 

3. Select the image on your own PC - make sure it isn't greater then 150k in size

 

4. Click Upload on the bottom left side of the image upload form

 

5. Click OK when the message to be patient pops up

 

6. Click OK in the bottom right hand side when the image is shown in the preview box

 

 

Just curious whether we should create a forum for Gliders - similiar to the current GA forum we have here. My only concern is whether we would get enough posts to warrant onefor if we don't it becomes just another forum that takes up space on the main page and not generating any interest