Camel

PLEASE READ. http://www.raa.asn.au/wp-content/uploads/2012/02/Section-1.01-Organisation-and-Administration.pdf

 

QUOTE. " The day-to-day administration of the RA-Aus is the responsibility of the Chief Executive Officer, who functions in accordance with the directions issued by the Excecutive Members of the RA-Aus Board. "

 

I am a long time RA-Aus member and believe the CEO and the board have a responsibility for our problems. I want to see the damaged fixed such as LSA aircraft that were deregistered. What are the achievements that our CEO has done ? I would like the full explanation why Steve Bell was put under pressure regarding LSA aircraft ? because the story I got was he was trying to help and fix the problems !

 

I want RA-Aus to be the best organization and be proud of it but I have to defend it from GA knockers, I am GA as well.

 

RA-Aus members should take an interest and vote on issues and selection of Board members.

 

GA pilots should not knock RA-Aus as I think it will survive and prove to be a valueable training pre GA, to knock it may put GA further out of reach and ultimately destroy GA as well.

 

 

Raa website up and message there.

 

 

This is what is says on RAA website.

 

Aircraft Registrations and Renewals

 

November 9, 2012 | opsassist

 

Following a CASA Directive RA-Aus is unable to process aircraft registrations, including renewals until further notice. RA-Aus regrets this inconvenience and the board and staff are working closely with CASA to resolve this situation as soon as possible. This notice will be updated by close of business Monday 12 November 2012, or earlier if there [...]

 

 

for a rumour...this is getting great legs!!

The original post was a rumour, the RAA website is a Fact so please read website as shown earlier. This a Fact not a rumour anymore. Getting great legs, after Monday I would say it will get up and walk.

 

 

Its important to acknowledge that if there is an accident whilst an RAA aircraft is illegally registered it opens up the mother of all legal battles for not only the RAA but also CASA. Stopping the registration process is the most prudent thing to do.

I do know what you are on about here, accepting money and flying are two different things, I rego last week and can fly if someones rego is due they can't. be part of the solution not the problem. A few people are playing games and legal BS.

 

 

Doing this without warning is nor fair. If it applies to any it applies to all. Assistance rather than muscling is what is required.This is a lottery that some lose and some don't through no fault of their own regardless of category of aircraft or previous history of operation. You could have been doing the right thing for years. If your plane comes up for processing now you can't use it.

What do you reckon this would do to ANY business?. If being sued for years with potential bankruptcy looming over the organisation. ( enough of a scary situation to prevent thinking board members retaining their positions)., then being unable (not allowed) to fulfil obligations to members to keep their planes in the air,with NO alternative process being put in place in the meantime. This is nothing but straight out punishment. I may be the only one who feels this way but to me there is something very wrong with what is going on here. I wonder what Dick Smith thinks about it? He actually flys U/L stuff., and has run CASA... Nev

You are very correct and I feel the same as you, this problem along with a few other issues need to be sorted instantly and should never have got to this.

 

 

Ok Guys, I will let the cat out of the bag now...for some time, and some others have known this, I have had the documents to start a 2nd organisation...aptly named Recreational Flying however I have not acted on them due to 2 specific reasons...1 is that I really really wanted to give RAAus a chance to fix itself and didn't want to do anything that would jeopardise the viability of RAAus in any way at all and 2, the cost that I would have to pay CASA's legal people, an hourly rate mind you, to go through each document to check that all was ok.This started almost 12 months ago when I first raised the question with CASA. Since then RAAus has sunk deeper and deeper, failing audits, mismanagement by amateurs, groundings, the political games etc etc etc...and even whilst all the crap was going on with what they tried to do with me, I still wanted to give RAAus a chance to turn things around.

 

No matter what happens we WILL all still be able to fly, register aircraft, transfer registrations etc because no matter what happens, the whole recreational aviation industry is just so big that it won't stop. BUT, the question is how much more do we have to put up with the inadequacies and political games whilst we keep on flying...why do we have to keep putting up with all this???

 

I want to be able to put OUR Association up on a pedestal, I want to respect our Association and it be the talk of the aviation industry on how good the management of it is, how good a self regulating body can be...I want to, and have always made that very clear...very clear that I am passionate about OUR Association.

 

...but...perhaps....there may be a better way to achieve it...and that could well be competition as competition WILL lift the game no end and there is only two entities that will benefit by it...the Industry as a whole and US, the recreational aviation community.

 

My own personal opinion as Ian, not as site admin

I am scared that the motive is to destroy or blackmail this organization to form another and this organization is 10,000 strong and only a few people not performing could be the problem, I think we need to improve performance and not create competetion, unfortunately CASA is the main regulator and any organizations must obey them, a second organization may seem attractive initially to some but it becomes a more complicated political game, I was originally a member of HGFA then AUF then CASA PPL now PPL and RAA so what next. I like and want to help HGFA in every way as well as the GFA and ASRA, but please don't try or allow anyone to destroy RAA. We must get the facts, fix the problem and carry on. A second organization could create problems, look at what we are facing now, non renewals or transfers ordered by CASA. The way to establish a second organization by blackmail is not the go, I am aware of a lot of the current problems in RAA and am disappointed by them, I have discussed these with board members and staff, they have taken me serious and tried to fix problems. Nothing is perfect and if there was a second organization, what's the advantage ? what's the saving or benifit ? do we change because CASA will force RAA down the girgler if we don't ?

 

I want RAA to act in the best interest of it's members and currently it seems not to be happening in all cases, my rego was paid last week and due, got label Thursday. I wish to be proud of RAA too and seem to be defending them to all my GA buddies that bag them. I owned a Cessna 172 for many years and will never own a GA plane that has to be serviced by LAME's as this is a bad joke, there are good LAME's and bad ones, when you meet the bad ones you sell the plane like I did, they are protected by CASA and this makes for a big joke, if you don't believe this I will prove it without any possible doubt. Good LAME's are rare and a pleasure to deal with, because of RAA I don't have to deal with bad LAME's.

 

 

I was told the best day of your life is when you buy a plane or a boat, the second best day of your life is when you sell it. Also the three things that will always take your money if it Flys, Floats or F- you can work out the last one.

 

 

Tom Dick, a Foundation and Life Member of the Kempsey Flying Club passed away on 19 September 2011. In honour of Tom's contribution to the Club there will be a fly-in on 14 October 2012, comprising of a breakfast commencing at 8:30 am, a brief competition and a barbeque lunch.

 

 

I agree, you wouldn't want the CofG to get towards the rear with that setup.

I flew this plane (Black Morgan Cougar) with the owner and its handling characteristic are brillant at high speed and low speed. I have flown many other aircraft and it is a great handling aircraft with a very effective rudder, elevator and ailerons.

 

 

The only employee I am unhappy with is the man at the top (CEO). The office staff have always done a great job for me, and are always cordial on the phone.The Tech manager is the job with the major load, and I'm not even sure I would like to take that one on. I am not happy with the man at the top because he is not 'UL' enough, IE: too GA and too ex-CASA.

We have a vast pool of real UL talent in this country, and I'd rather see someone from that pool at the top with our interests #1 in their focus..................................................................................Maj...

I totally agree with this quote from Maj and have asked why are the things at RAA happening because of a Casa audit and the CEO is letting this destroy RAA, we need some one at the top who knows the rules who can implement them in a hassle free way with little inconvenience and unnessecary beauracratic antics, as our CEO seems to be part of the problem that is not what RAA should be about. The tech manager has done something to me that was an insult which showed lack of research and after discussions with him he behaved appropiate and very courteous which leads me to believe he is pushed to do someone elses dirty work. The CEO must go as The statement below is not what is happening, more like destruction.

 

From RAA web site.

 

Section B. STATEMENT OF PURPOSE

 

B.1 To take over, acquire, operate and administer the activities and property of the Company limited by

 

guarantee, known as Recreational Aviation Australia Inc.

 

B.2 To associate into, control, regulate and co-ordinate under one National Association, recreational aircraft

 

operations in Australia and all activities incidental thereto and to admit as Members of the Association

 

persons interested in the advancement and encouragement of and participation in aeronautics in all its

 

branches and, in particular, recreational aircraft activities in Australia.

 

B.3 To promote the co-operation of recreational aircraft clubs and similar associations interested in the

 

encouragement and development of recreational aircraft in Australia and to promote the mutual exchange

 

of ideas between such bodies and to encourage, undertake and exercise control of competitions, sporting

 

events, displays, tests, records and trials and to hold either alone or jointly with any other association, club,

 

company or person, recreational aircraft meetings competitions (including international competitions),

 

matches, exhibitions, trials and receptions and to accept, offer, give or contribute towards prizes, medals

 

and awards in connection therewith and to promote, give or support dinners, concerts, balls, lectures and

 

other entertainments.

 

B.4 To safeguard the interests of recreational aircraft clubs and similar bodies or any entity involved in activities

 

connected with recreational aircraft flying in any of its branches and obtain for them such monetary or other

 

assistance as may be possible by representations to Federal or State or any other appropriate authorities,

 

persons or organisations.

 

B.5 To make rules and regulations as necessary and permitted by law governing aspects of recreational aircraft

 

operations in which the Members of the Association or any of them are engaged and , in particular, but

 

without in any way limiting the generality of the foregoing to make rules and regulations governing

 

certification of aircraft the conduct and activities of Members engaged in such operations in relation to the

 

use and control of aircraft including recreational aircraft of all types during all stages of flight and the

 

activities of Members whilst they are at, on or in the vicinity of any area from which such aircraft are being

 

operated, launched or handled and also in relation to the ground handling, maintaining, constructing,

 

repairing, testing, checking and transporting of the said aircraft.

 

B.6 To enforce such rules or regulations by the imposition of any appropriate sanctions or penalties (pecuniary

 

or otherwise) and/or suspend or expel any Member who has committed any breach thereof and to alter,

 

vary or revoke any sanctions so imposed.

 

2 of 23 | P a g eCONSTITUTION OF

 

RECREATIONAL AVIATION AUSTRALIA INC.

 

Issue 11 – September 2011

 

B.7 To set promote and maintain standards of safety for recreational aircraft by the specification and

 

dissemination of information concerning standards of airworthiness for aircraft, standards of workshops and

 

standards of knowledge for pilots and in particular, to specify, impose and enforce standards of skill and

 

competence reactive to all stages of flying operations and to require any Member to meet such standards

 

to the satisfaction of the Association before authorising such Member to engage in flight operations or any

 

stage or aspect thereof and to grant, issue authorise, modify, cancel, suspend or revoke under the rules of

 

the Association for the time being in force certificates and authorisations relating to aircraft, aerodromes,

 

flying instructing and flying schools and to the skill and qualifications of pilots, instructors, navigators,

 

drivers, mechanics and all persons managing, flying, driving, constructing, repairing or otherwise engaged

 

in connection with recreational aircraft or recreational activities and to do all things relating thereto as may

 

be deemed expedient and to make reports and recommendations to any clubs, authorities or persons

 

concerning the same.

 

B.8 As deemed necessary, to affiliate with any other national or international body having an interest or

 

concern in aviation particularly recreational aircraft.

 

B.9 As deemed necessary, to consider affiliation from any association, club, incorporated body or other

 

organisation having an interest or concern with aviation, particularly recreational aircraft.

 

 

What is the best way to reduce moisture building up in my engine during winter, is there a air drying system?

After an engine run and is hot, pull the oil filler cap or dip stick out and let it cool while removed as then moisture can evaporate outside the engine, or a descent breather system.

 

 

I would talk to ATC and give intentions as they will assist you as quoted below from http://www.airservicesaustralia.com/flight-briefing/pilot-and-airside-safety/airspace-infringement/

 

when it says submit by radio, the standard practice is call tower ( or approach) by " XXX Tower this is Jabiru XXXX with flight details" then wait for them to address you, they will address you as their work load permits remember you may not be able to hear other transmissions so make call brief, also check ERSA if there is an approach frequency as this is the appropriate freq as Tower will deal with aircraft about to land or take off. Some Class D not likely to have approach Freq but Class C will have. Other wise ring the tower as said already.

 

Quote from Text.

 

Consider the navigation tolerances that apply to your proposed route and level

 

When operating as a VFR pilot in Class G or E airspace, you must apply appropriate tolerances to your flight path to ensure that controlled airspace, or Restricted areas, are not infringed.

 

These tolerances vary depending on your method of navigation and your altitude and are found in AIP ENR 1.1 -40 para 19.12 –‘Avoiding Controlled Airspace’.

 

Submit a flight plan prior to departure if requesting a clearance

 

Regardless of whether or not you intend to enter controlled airspace during your flight, submitting a flight plan prior to your flight will speed up the availability of an airways clearance and the provision of assistance by ATC if you need it.. For example, if you are intending to remain outside of controlled airspace, but then need to divert around weather and enter controlled airspace, it is a lot easier for ATC and you if you have already submitted a flight plan than it is to submit one via radio.

 

In-flight – Navigation

 

Always accurately know your position relative to the CTA steps.

 

Verify your position if you unexpectedly arrive well ahead of, or after your anticipated time of arrival at a waypoint.

 

If in doubt, ask for navigation assistance from ATC (if you’ve got a flight plan submitted, this will be a lot quicker and easier).

 

Remember the applicable navigation tolerances while navigating visually. It is better to have definitely passed a CTA step by a couple of miles before commencing climb than hugging the CTA steps and causing uncertainty to the controllers monitoring that airspace. Similarly, make sure you set up and fly your descent profile to arrive underneath any CTA steps well before the step boundary.

 

 

Went to the local motor bike shop to buy some shell vsx 4t oil for my 912 rotax but was told it is no longer available and the replacement is AX 7 apparently Bert floods say not to use this oil so what is everyone using now I am looking at using shell aerosport plus 4 but dont know who stocks it locally

Peter Maclean at Yarrawonga is an Aero shell distributor, sells filters too, ring and order and freight is a fixed $20 anywhere for a box of 12, I believe, Ring and see.

 

03 5744 1466

 

 

If you go back to #57 on this thread you'll find that from Pilot Notes covering a total of 35 mechanical failures on Jabirus, 7 were 3300 engines. I agree the aircraft engines of the 1920's had short life cycles, but we've moved on from there.

 

I agree with you that the selection of fuels and oils is appalling.

 

I also agree that service standards are so bad that CASA should apply the same safety standard used in GA and ensure engines are maintained by a qualified person.

 

However, having said that, the same demographic group are flying roughly the equivalent number of Rotax engines.

 

When I get a minute I'll pull the Rotax engine failures from the same magazines I used for Jabiru, so we have a reasonable month by month failure rate.

 

Let's not forget that the statistics from #57 referred to 28 forced landings from the 35 failures, and sooner or later someone isn't going to make it or their passenger isn't going to make it, so the frequency of the failures needs addressing.

I have seen a lot of LAME that have done unairworthy , rough and untidy work. I am a motor mechanic and an L2, if they stop me doing my maintenance I will not fly any more as I certainly will not put my life in the hands of so called AME under a LAME who signs out rough as guts work that I have had done on my GA aircraft in the past, I fly RAA because I do not want anyone else to maintain my aircraft. I owned a C172 for 9 years and will never own a GA plane again unless I build it so I can maintain it. In saying that not all LAME's are bad, but that doesn't help after you have gone to a bad one. I have a Jabiru 230 and a Sportstar, I know the pitfalls of both and I maintain to a very high standard and inspect more regular than recommended. Motor Mechanics are just as thorough as most AME or LAME. Do not think that regulating maintenance will make it safer. People need to seek assistance and know their mechanical limits not experiment. This is what needs to be educated not regulated.

 

 

Dhowel, CASA does have a few DVD that may help you.

 

 

As a Farmer you are the most important man as you put food on our tables and you need Australian built planes in the bush so you can get parts and service quickly. I am sick of banging my head against the wall watching a bunch of public servants trying to make themselves important and not caring about who they shaft along the way.

 

It seems a constant battle fighting to save Airline services, saving Airports, saving our Aircraft manufacturers and saving our right to fly. So it always seems to be CASA that wants to stop everything. The Airlines if allowed to operate to suit demands and instead of flying big empty Jets they could survive and regional airports, farmers, tourists, buisnessmen would be happy in regional centres. The government departments such as CASA have to smarten up not get smart and try destroy everything in their sight. Without aviation CASA won't have a Job so it would seem they should help not hinder in my opinion.

 

About 15 years ago things were such that people moved to regional places from the Cities as the internet allowed them to trade etc and then the regional Airlines stopped at some of these places. Also A bunch of would be experts in the early 2000's started the National Airspace Reform and ended up trying to put it back how it was, as it was a mess, and in fairness it was a Lib/Nat government and the Boss of Aviation resigned ( Mr Anderson ). Our current Mr Albanese is not any better that is for sure as Turbo point out as well.

 

Safety can't be measured as good by stopping everything. LSA is the target now and they have probably proved themselves as safe but not enough paperwork.

 

In the years I have spoken to very helpful people at CASA but it always seems that someone higher up is the problem.

 

 

As is standard practice these days for organisations, CASA have a Vision Statement, Mission Statement and Values statement. Perhaps someone might like to remind some CASA people of these statements...especially this one:

• We act at all times with fairness and integrity. We maintain the highest levels of professionalism and act with high ethical standards and without bias.
  We make balanced judgements which are risk based and evidence driven. We act innovatively and with flexibility to meet our responsibilities.
   
   
  

Well if any company Chiefs left and went to a competitors company and then set about destroying or hindering it't progress, causing loss of jobs and causing that company to start infighting then here we are. Can't see any of the above in CASA statement in fact total opposite. Can you please be that someone Powerin to remind CASA.

 

When all Australian manufactures are gone then the Aussie dollar falls and it's two US for one, then you will have to buy imported and this will be expensive. Stick up for what you believe in and make yourself heard and stamp your feet and save our Aussie Aviation industry. Morgan Aeroworks is an innovator of new designs and been having a go, the CASA are not having a go at all, just negative and political correctness, same old "it's not safe till the paperworks done", we are recreational flying not airline pilots, it is meant to be simple and so is LSA it's meant to be simple to free up the paper trail but a few have decided there is not enough paper.

 

 

Andy, Your Quote- LSA in Australia stemmed from USA experience where 26 of 30 LSA examples failed to meet the regulatory requirements of LSA in the USA, FAA pressumably in turn advised CASA who pressumably suddenly became much more interested than they might otherwise have been.__

 

I believe This started in Australia, and because of the Audit by Casa, and the former management of RAA now Casa management. Very little info about our former Tech manager resignation reasons but lots of speculation.

 

The worst part of this is they are destroying aircraft manufactures in Australia. Andy this is not about to happen it is happening.

 

Facthunter, Nev, it is not acceptable to set up a buisness as Morgan aeroworks, Foxcon, Lightwing. Fisher etc and invest time and money for a bunch of public servants that know more about nothing than most people to destroy all their efforts without any reasonable assistance. No one in their right mind will ever develop an aircraft in Australia again.

 

The USA may have a different approach and not want to destroy but improve.

 

 

The board members may not have been able to change anything, but they could have more effectively communicated this fact with a bit of explanation....The history of Lee Ungermann (circled in the document) is what (or is he even the "intended target")? A good percentage of people here may not be "in the know". Is it possible to give a reasonably concise, objective overview here, or is this another "swept under the carpet", "never to be spoken about again" exercise in history?

The document also involves Mick Poole if you look at the top of the page, he is the technical officer Sports Aviation at CASA.

 

 

It is found from this other link involving Casa

 

Design and Manufacturing Seminar Agenda - 22-23 May 2012

 

, http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD:1001:pc=PC_100130

 

 

I have been following this closely as I talk to Gary Morgan and know his frustration. I also know a private owner who has gone through all the frustration of having his Foxcon Terrier removed from LSA. I also have spoken to several board members and they have not been able to change anything, but look at this link and read the name of the people and you will understand. http://www.casa.gov.au/wcmswr/_assets/main/lib100159/d2p7_lsa.pdf

 

 

arxx at an aviation school in Brisbane. Maj, What is arxx ?

 

 

I am looking for help and advice on Aircraft insurance. I am looking at buying a Jabiru 170. I have never owned an aircraft and I have no idea how insurance works. Is it worth taking a risk and not insuring the airframe? Who is best to go to? Any advice would be great. Thanks all.

Insurance comes in different ways, third party cover, ground cover, full Hull cover. Go through a broker and they approach the same companies Vero, Qbe etc . The more brokers you ask may work against you as you wont't get an answer as the companies are being asked the same question. Who you nominate as pilot, number of hours, ab-inito students and whether hangared or not makes a difference, you could also make clauses as to minimum hours of any pilot who flys and experience on type to get reduction of premium. RAA has a certain public liability cover and most Insurer are aware and will give you a top up on this.

 

Ground cover expires as soon as the engine is started so a prop strike is not covered in this or any flight and landing. If your aircraft is in someone else hangar there is mean't to be hangar keepers insurance which will cover all aircraft except the hangar owner aircraft, most hangar owners will probably get you to sign a clause not to claim because their premium is based on your aircraft value.

 

I use a broker and PM me for his details, there are many out there, expect to pay around $2500 for full hull cover but I have full no claim. If you use one way airstrips or break the rules you will have difficulty collecting insurance. I know people who do not have insurance and are fine with it but insurance is only appreciated when needed. When I bought my first aircraft it was not insured but not worth a lot my last four have been full Hull insurance as they were worth a lot and it gave me peace of mind. Hope this helps.

 

 

I realize that there was a thread on this topic in 2008, but maybe there is now more experience with landing the Jabiru J230.I make normal (and very good) landings with a final approach speed of 65 knots with 20 to 30 degrees of flaps. However, I am having difficulty landing a J230 on fields less than 2500 feet. I would appreciate advice that included final approach speeds and flap setting, etc.

 

I have been told by instructors (with no Jabiru experience) to use some power with high pitch on final. In essence drag it in.

I fly a J230 and am able to land short with the technique you were told by instructors which is correct and sometime referred to as hanging off the prop, you do your approach normal at 65 with full flap, this will always depend on conditions, when you round out as you come close, slow down and add power with a higher nose attitude but not to gain height but to keep the speed slower, this will depend on conditions, when you pull the power off it will go down quick so get close to the ground and slowly pull the power, depending on nose attitude you will not need to flare. I would think you should be able to halve your distance easily. I am very careful with the J230 at low speed as aileron control at low speeds is very ordinary so speed is very dependant on conditions. I would say do not attempt short landing with crosswind until you are very comfortable.

 

I use a 1500 foot runway on occassions and find it very easy but a very experienced friend with a J230 was not keen to try it but after I pushed him he said it was no problem, so I can understand your position as I think if you find an instructor with J230 experience that can land short you will be fine.

 

I use this technique in a C172 and a 172 can land very short in fact short enough that you won't get out.