sseeker

Yes I thought this was the case although my CFI says the boost pump can't provide enough pressure to keep the engine running if the mechanical pump quits...

Regards,

Andrew

Hi,

While I can't find anything in the manual about this, would it be appropriate to use the electric pump when landing? Being a Jabiru+Gazelle pilot I've always been taught to switch the backup pumps on on downwind, both of these aircraft are high wings so they obviously have some gravity behind them. I was told not to use the backup pump in the SportStar on downwind as it was only to aid in starting. While this seems accurate (the sporty is low wing) should I use it? Does it have enough power behind it to keep the engine running if the mechanical pump quits? Most other low wing aircraft I've been in have a fuel pump and an electric boost pump however the SportStar just has the 1 extra electric pump...

-Andrew

Also for people under the age of 40 the medical is every 4 years. (Class 2)

-Andrew

I have a full RA-Aus certificate and I'm about to complete my GFPT. My GA instructor says it's gonna be a very easy conversion.

Regards,

Andrew

Would 'Just wanted to check out this side of the airport to see how much different it is to my home airport and possibly get ideas of how we can upgrade the terminal at my home field to make it more efficient' be a lawful reason to be there??

At Jandakot I've only just started to wear my ASIC after looking up whether or not it was a requirement. Only a few people wear them but it's mandatory for everyone to have them displayed. FYI anyone who is under 18 doesn't have to pay the security check fee, I paid $98 for mine and it was delivered in just over a week.

-Andrew

Ben,

Most schools will allow you to do just theory however you'll need to get yourself an ARN (Aviation Reference Number), this is basically CASAs version of a member number. It's free and they only require a non-certified copy of your birth certificate. You can download the form here: www.casa.gov.au/manuals/regulate/fcl/form1162.pdf

Once you have that you should be able to complete the GA BAK, I'm unsure about the PPL exam. My GA instructor told me I'd be able to do it but I've heared of some schools putting restrictions on the exam to say 5 or 10 dual hours. Your RA-Aus hours should be ok for this unless they specifically want GA hours. Once you've passed the GA BAK exam this is suffecient for your RA-Aus certificate however they will still want you to pass Human Factors, Radio and Air Law. If you do both the PPL and BAK exam you shouldn't be required to sit Radio or Air law however you will still need to get the human factors endorsement as I don't think this is taught at PPL level (just some threat and error stuff, no where near as much as RA-Aus teaches.) don't quote me on that though! Keep in mind your instructor may verbally quiz you on top of your paper radio exam.

Let me know if you need anything else.

-Andrew

Ben that's a good attitude to have, never stop learning. Which exams are you going to sit? The RA-Aus bunch or GA BAK+PPL?

-Andrew

For BAK the Bob Tait book is great. For Air Law I'd go for the Dyson-Holland RA-Aus pilot cert book (it has BAK, Air Law, Radio, Pre-Solo Air Law etc..) the reason I say this is there's a chance you'll get an RA-Aus related question in your Air Law exam that Bob Tait won't answer. An example question, under what circumstances are you permitted to fly a recreational aeroplane above 5000ft? Then a, b, c etc... The Bob Tait PPL book only covers PPL law, I know most of this is still the case for RA-Aus however the RA-Aus operations manual has a lot of extra rules that they've laid on top of CASAs. If you sit the RA-Aus exams you'll be required to sit the GA exams once you attempt PPL. If you sit the GA BAK exam it can be converted to RA-Aus. The GA BAK exam is harder because it has performance graphs, keeping in mind it's extremely useful to know how to use these graphs properly. If you want to sit the GA BAK exam just study your Bob Tait book, you'll need to sit an air law exam when you go for your RA-Aus certificate. If you sit the GA BAK+PPL exam you won't be required to sit an air law exam. If you've already bought all Bob Tait stuff and you wanna use it, study the BAK book and the PPL book then read the operations manual that's the most important part, the operations manual is your guide book to RA-Aus operations.

For the RA-Aus stuff you'll sit these exams:

Pre Solo (school based exam, it may be a verbal test)

Pre area solo (school based exam, it may be a verbal test)

BAK

Air Law

Radio

Human Factors

I hope I've been easy to understand. Please feel free to correct me if I'm wrong. Best of luck with your exams :big_grin:

Regards,

Andrew

I second that, the Dyson-Holland books are extremely useful for the RA-Aus exams.

-Andrew

Thanks DJP

Darky,

If I was 17, I'd have a PPL ;) Only reason I'm going for GFPT is the aerobatics. I've been told it's one of the best ways to improve your flying. 15 hours isn't that bad though. Is there something like 15 hours or 2 months, whichever comes first?

-Andrew

Hi,

Time has come to look at getting a GFPT and aerobatics endorsement. I've been told schools run regular check ups on GFPT holders to make sure they're still flying ok. How often do they run these checks and is it just a circuit or is it a full hour lesson? Is this a CASA requirement or is it a school based insurance thing? I have no problem going up with an instructor, I'm more than confident I fly to a pilot standard and can demonstrate it but being GA it'll cost me an arm and a leg. Instructors are $100/hr on top of solo rate + $100/hr for briefings. I have over 65 hours now (over the minimum requirement for a PPL) and more than some PPL holders. Check flights to see if I can still turn/climb/stall an aeroplane seem kind of pointless. While everyone can improve their skill, it's not something you forget overnight. Does anyone have any information on this?

Just FYI, check flights based specifically around checking my aerobatic performance would obviously be essential for a new comer.

Regards,

Andrew

Yes that's it, thanks!

-Andrew

Hi,

Do any of you know what the actual identification model number is for the Evektor SportStar Plus? I.e Jabiru 160 is J160 (C, D etc..)?

Thanks,

Andrew

Hi Mike,

55-3845 was for sale but it was sold and is being cross hired by my school. If you're interested in the other skyfox taildragger at Bindoon, let me know and I'll get some photos, info and contact number for you!

Regards,

Andrew

Completed my Class D endorsement at Jandakot on Tuesday afternoon after some circuits and departure/entry practice.

Head kinda got in the way!

https://www.youtube.com/watch?v=7iX-TAVv2lE

Keith, congratulations! You must be stoked :banana: I look forward to seeing you around Jandakot

-Andrew

On this J-160 I noticed the door locking pin at the top of the door is difficult to grip and stiff to pull' date=' wouldn't want to be in a hurry to get the door open and get out.[/quote']You'll probably have loads of strength to get out after you've landed in a field. I've learned that the pin is there to prevent flex in the door, it also keep it flush with the fuselage (if you ever leave the pin out accidentally you can hear wind coming in through the top).

 

In flight' date=' I thought the J-160's controls a bit like a 70's car with slop in the steering box and some friction and stiction too.[/quote']I think you'll find this with the older Jabirus. My school has two Jabirus (both 160s) however the older one has slack as you describe it, the new one is just stiff to move. However I'm unsure if slack will develop over time (I wouldn't think so).

 

I was surprised at the roll and pitch movements of the plane with some small wind currents' date=' it felt like you had to 'fly' it a lot to keep it fairly level.[/quote']With the Jabiru it's pretty important that you don't overfly it, try and let it recover from the "bump" itself, or just use very small inputs.

 

Best of all, welcome to light flying and I'm sure you'll enjoy every moment of it. The Gazelle and SportStar are also nice trainers and the controls are much more sensitive and you'll probably find them nicer.

 

Safe flying,

 

Andrew

Damn, too easy Nev?:thumb_up:

-Andrew

Yes it flys and yes it resembles a tank!

-Andrew

Flew the SportStar today, what a nice aeroplane. I thought the Jabirus controls were touchy, this is ultra touchy! I've only gotta do another hour of flying and the CFI will sign me off, now for the Class 2 Medical and the long wait for the certificate

-Andrew

My schools Gazelle and Skyfox CA25 both have around 1450hrs on them, that's engine and airframe. Engine is a Rotax 912A. They're maintained well and when money needs to be spent on them, money is spent on them.

They both run sweet. I suppose you could say, if you don't have the money to maintain the aircraft of choice properly, then don't buy that aeroplane.

-Andrew

Thanks for that vme.

So basically after reading over that, I can fly into Class C with that schools aeroplane as pilot in command as long as I've received the appropriate training (stickered in logbook) and I takeoff and land at Jandakot? Although now the question is, does the transponder comply with the regulations it needs to. All I know is the aeroplane is maintained by a LAME (and L2 I suppose)

-Andrew

I should probably clarify: I don't ever *want* to fly through Class C in an Ultralight as I have no use for it. I just want to know if I *could* under the exemption

Hi Burbles,

I don't think that interpretation is correct. "Under the control of" seems as though they're saying you must be under the control of the flying school... Probably meaning that the school can accept/reject your booking, if they say yes it would technically be saying, "Yes you can fly." I highly doubt that carriage of passengers is prohibited. I am yet to see the exemption for Jandakot though, are these publicly available?

-Andrew

Bas,

Flying in/out of Jandakot isn't a worry for me, flying in Class C is and I don't think I'll ever take 'advantage' of that small clause in the exemption. He told me I could go through Class C airspace as long as I was trained by him. I asked him if I needed a PPL and he was a bit wary and said ATC probably wouldn't like it if you went solo through there without a PPL. Flying through Class C doesn't really seem all that exciting to me apart from the fact you can fly around the city. I know the procedures of Jandakot back to front because of what I've learned at school and through practically flying there. The briefing today just summed it all up and cleared up the Class D changes. I sat in the SportStar and boy what a nice aeroplane! SOOO much more room than the Gazelle and Jab, very nice bubble canopy and a very sleek design, I love it and I haven't even flown it yet! Is that possible?

Also, I understand the exemption is only for people being trained under the exemption holder in their aircraft. It's not for fly in/out operations

Regards,

Andrew