Camel

Section 2.07-5-i of RAA ops manual states that a CASA AFR is good for high performance only. http://www.raa.asn.au/wp-content/uploads/2012/02/Section-2.07-Flight-Crew-Certificate-Pilot-Certificate.pdf

Dazza, whats a Sportstart ? or is that a spelling mistake.

The endorsement is not a problem, my old plane is being used for training and has an in flight adjustable prop. If you want it's location, ask and I'll pm you info. Also you could initially use a normal prop on your plane to test then get an instructor to endorse you in your plane with adjustable prop.

There are certified aircraft with in flight adjustable props e.g Sportstars prior to 2006. I had a kaspar in flight adjustable prop on a Sportstar, gave it great short field performance and a increase of speed by about 10 knots. I would not bother with an adjustable prop unless you needed short field performance as the top speed is nice but hard to justify the price.

Approach frequency is used around controlled airports not area. When things aren't busy you may find the frequency linked together by the controller (area and approach). You would only need to make an inbound call to a strip if it was recognised as an ALA, so if it's not marked as a strip why bother, monitor traffic, if anyone is of any concern, make a call on area. In the days before multi-com 126.7 , those strips without frequency had calls made on area frequency, there was a big fly-in in southern nsw in the early 90's and CASA came a few days later for a please explain but they themselves got into hot water so no more problem. No one will wrap you over the knuckles for trying to be safe, if they do they are likely to get in hot water as the CASA people did years ago.

I owned a GA plane for 9 years, after every annual I found faults due to LAME negligence, some serious some not but always something and once it was absolutely dangerous. CASA only interested when you crash. The most attractive part of RAA is being in control of maintenance.

Was looking out of interest, worth a look. http://dynonavionics.com/cgi-bin/yabb2/YaBB.pl?num=1341939117/4

I just had a look what you quoted and is referring to instructor training, it could be right, I don't know for sure.

Pretty sure flight training can only happen if the airfield meets the standard for an ALA. http://www.casa.gov.au/download/CAAPs/ops/92_1.pdf. Then you can use the type of aircraft that will be able to operate on that length available. From memory I think if the POH says you need 500m max, then you need 50% more, then 750m required for training. I can't be sure I'm giving you exact info. Hope it helps you find exact info.

Den ya messed sum buteies, sum funie wons.

See RAA ops manual, 4. Operations Section 4.01 – Recreational Aircraft Operations Airfield Control Section 4.02 – Recreational Aircraft Radio Callsigns Section 4.03 – Typical Circuit Pattern Section 4.04 – Rules of the Air Section 4.05 – Ground Marshalling Directions Section 4.06 – Airspace and Navigation Section 4.07 – Pre-Flight Planning Section 4.08 – Accident and Incident Reporting Section 4.09 – Registration and Markings

I would like to see your version of why they are failing, and Oscars.

I may be stating the obvious to some but Rotax 912's don't like to be left idling as there is a lot of vibration whilst idling and whenever the plane is stopped the engine should be running around 2000 rpm to reduce vibration, I have seen people let them idle on many occasions.

Seems to me if the filler cap was closer to the wing root at the deepest part of the tank it would be a lot easier to dip. I have a calibrated stick I dip with, but have found if I can't see fuel visually in both tanks there isn't enough, I think it holds a fair amount of fuel before you see it.

Mike, do you have ideas of your Avocet as a ampibian ?

He said 5 out of 6. If I told you once I told you a thousand times don't exagerate.

Similar to yours Bex but diesel ? Similar to Gemini or WAM aircraft diesel ? There is a bit about this engine on another forum Also see http://www.weslake.eu/news/newspages/dieselareoengine.html. This is interesting. What do you think Bex ? Image of aircraft engine dated May 2014. BWM Lightweight Diesel Marine Engine Specification Engine Type: Turbo-Supercharged Opposed Piston Layout: 4 Piston - HorizontalBore & Stroke: 74.2 x 77 mmDisplacement: 1332 ccRated Power: 100 HP (75kw) at 4800 Output RPMDry Weight: 75kgFuel: DieselCooling System: Closed Loop – Water / Glycol MixOil System: Dry SumpElectrical Supply: 12 VoltDimensions: Width: 612 mm / Height: 425 mm / Length: 575 mm

Thankyou Don for pointing this out. I believe Steve Tizzard did a lot of damage. I hope all our future board members and staff are passionate about recreational aviation and not just power hungry fools.

David, It also applies to aircraft without full dual controls at the discretion of the examiner.

You are right, it has changed. I looked up ops manual. Thanks for pointing that out.

You should do your PPL and be done with it. Flying to and from work will be a problem with weather, as they say " Time to spare travel by air "

CASA introduced the medical that was going to allow PPL pilots to have an equivalent to the drivers licence as RAA have, but they made it complicated and is equivalent to a heavy vehicle licence and almost the same as a Class 2 medical, probably only major difference it can be done by any doctor but a class 2 can only be done by a DAME. So when you get a RPL you will need an upgraded medical, bear in mind, in HGFA you need a equivalent class 2 medical pass to hold a passenger endorsement for trikes as I remember. The RPL may make it a little easier for a RAA pilot certificate holder to progress to GA and get a medical and have access to control airspace and GA planes. My point is the medical is an issue for a lot of people and the cost of operating GA planes, so these factors are not going to make everyone rush out and get an RPL unless they have the need. I think CASA are trying to justify their existence as GA is dying due to high costs associated with Avgas, and the need to phase out leaded Avgas, the ageing aircraft issues including SIDS for Cessna's and Piper will surely bring out a similar program. A few years ago GA schools did not care about RAA but now they are coming on board, LAME's did not care either but now they are chasing RAA work and probably pushing CASA harder to regulate RAA better to get more buisness. My personal opinion is if you want control airspace or bigger heavier planes go get a PPL and don't try to turn RAA into GA as the costs will escalate. I am finding most successful aero clubs are getting rid of their old GA planes and replacing them with RAA types, those that have old Cessnas are worried about future costs.

In any organisation, once someone wants to push their weight around everyone becomes unhappy, when all work together in harmony you will have peace. CASA want to push their weight around and let everyone know who is boss. Raa must work together in harmony and let CASA self destruct.

I wish Jabiru would get serious about recognising or improving problems but it seems impossible. Camit recognise problems and they are experts at Jabiru engines. If Camit recognise and fix the problems then I look forward to them proving reliability and if any Jabiru continues to fail at the weak spots, Jabiru deserve to be prosecuted accordingly.

Just read the whole blub on Jaba chat written by Rod Stiff. http://www.jabiru.net.au/images/jaba/Contrary_to_local_rumour.docx. I think when the engine manufacturer (Camit ) recognizes the engines has faults and has decided to fix them, then Mr Rod Stiff better watch out as his engine has a bad reputation and he is doing nothing but whinging. He needs to embrace the modifications. I think he will be the big looser in the end. I wish Camit all the best.