Camel

Weight increase has been talked about a long time and the reality the Australian Ultralight Federation is now Recreational Aviation Australia and that covers a lot more than just very light aircraft ! SAAA and AOPA will work with and take notice of RAA with their strong membership, RAA has a lot more members than AOPA and SAAA combined I think, I could be wrong ! Casa has a sport aviation department headed and staffed by mostly ex RAA people ! Join the dots and it's not hard to see where it's heading ! CASA are law and rule makers to try keep things safe and not good managers in my opinion !

Well said Phil, agree with what your saying, we as pilots of HGFA, GFA, GA or RAA have to try obey the guidelines laid out or we look like rebels, if we are going to be naughty then check who is looking and minimise the risk and cop the punishment if you get caught, yes I know a lot of us have been naughty at times and I'm no different, but I don't take risks ! The old saying " you can break the rules but you can't break the laws of gravity "

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Without looking at the rules, from memory you have to be at least 300 feet over ajoining property on approach or takeoff unless they give permission to fly lower. I have a farm strip and avoid flying over all neighbouring houses.

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The transponder needs to have been calibrated to enter Class C control , it's called RAD 43-47 I think from memory and done every two years ! Correct me if I'm wrong.

You need to understand that most city secondary airports use to be GAAP and it means special proceedures for that airport so if you use Class D proceedures and say unfamiliar with the location then tower will advise of any special proceedures, all old GAAP are meant to be Class D not special proceedures anymore but you know how it goes ! Can any air services people confirm this or explain it better for RJW ? Before you needed an endoresment or logbook entry to be more precise of each GAAP airport, so I had Albury Class D and Canberra Class C training but needed to do Bankstown separately.

Most of what you want to know is here and I recommend you get a copy, it is online and the link is available here to, good luck. Visual flight guide | Civil Aviation Safety Authority Also look at OnTrack | Civil Aviation Safety Authority

I agree with you Frank but the aircraft is over size that is too wide and has an exposed rotating sharp object in front, a hot rod needs a guard around fan to have no cover. The wide issue would need an escort but I'm with you lots of roads aren't busy and should be allowed. When I stopped a Nullabour road house I was told someone was in trouble for a road take off, also stopped at a roadhouse motel with strip on opposite side of road and had to cross thought about just taking off but did the right thing.

the way I see what you have said is not quite right on first contact you don't nessecarly get a clearance, before you enter class D you must ask for a clearance, in saying that I always ask for a clearance on first contact, they can respond with expect delay or request at reporting point before entry. I have not done busy class D for a while, my recent experience is with Coffs and I check ATIS, call before report point with identification and say approaching point with flight details and WAIT for response, I then give details and request clearance and am told to report at class D entry point with alt to maintain and usually told cleared. So I'm trying to say making contact is not a clearance, you must ask or hear the words CLEARED. AM I WRONG ?

I'm an air cooled engine man and prefer direct drive also BUT when using an engine in a Stol aircraft I think your are better off with water cooled and reduction as it suit slow flight. The Jabiru would require a finer prop for short field to develope its full horse power, where a Rotax can develope a lot of power because of a reduction box. Cooling is an issue if your going to climb steep and slow.

Thanks for posting this video as it shows clearly the point where it goes wrong, very sad indeed. I can't believe that things like this happen to experienced pilots ! Truely sad indeed and condolences to all family and friends.

Thanks Geoff.

Can be calibrated with a water test.

I've been looking at Manometers on eBay, has anyone bought an electronic manometer and are there any suggestions, I know I can make a simple water one.

Not all LAMEs are perfect I can assure you ! There are good ones and bad ones and I've met both, I've have an aircraft unserviceable after an annual with parts fitted wrong and that's on a basic C172. I'm a motor mechanic and L2 and no one will ever touch my plane unless I watch and it's unlikely anyone else will ever touch it !

As a Jabiru owner I was sent a news letter, that's how I got the info, I'm not privileged or anything special.

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You won't take long to understand the various stages of the landing and the secret is don't rush the landing, seems a big workload at first but try relax and enjoy. I use to have sweaty palms when I was learning, opened all the air vents ! In adverse conditions I see it as a challenge and you must succeed but never land if you think it's going bad ! Go around, I've done a few bounces and scared myself too ! You would be surprised the number of pilots who do bad landings and think they are good ! Most pilots will never be too critical of other pilots landings as everyone will have made a few bad ones ! As long as the plane is useable again it's a great landing one you walk away from is a good one ! Enjoy.

It's very interesting different teaching styles, spent Christmas Eve talking to a young grade 1 GA instructor, very interesting with him talking about how he taught subjects and we had a few good laughs about how things were taught, I have had numerous demos of the way people teach and still find some things very funny. I find it weird some instructors allow bad landing and try improve them, I believe it's better to prevent a bad landing and work towards doing good landings, some will disagree ! I hope your training goes well and have a good journey. Look forward to your comments on styles of teaching but of course don't mention names as it is not about criticism but styles or methods of teaching working with different types of people. I teach well, I think ! but like all instructor I can't work out why the student don't remember what I told them.

Would like to hear the opinions of teaching methods along your journey.

Well said Nev ! Hence the joy of being able to get advanced training to find a person weaknesses and make them their strengths.

All of what you say is a fair comment ! The endorsement part is just recognition of an advanced standard, same as instructor, it's a standard that's recognised and for the most part no big deal until you try teaching a beginner, not as easy as it sounds, if your student hurts themselves then it could be on your conscience for not teaching right ! I met such an instructor many years ago now deceased, the accident was explained to me and I felt I was helping clear his conscience, he said he never had discussed it with anyone else, very sad and it was a double fatality of the same family. The cause was something that with extra training would have prevented this sort of thing, it was a case of several mistakes causing the major final mistake that took their lives, I can not discuss this accident here but am sure extra training or even as M61A said club training or competition will improve your skills. I trained to be a trike pilot HGFA, Ultralight AUF, GA PPL, RAA instructor, plus many AFR for GA, BFR for RAA with PE, plus some aerobatic, spins etc with no endorsement just practice, glider lesson, club completions, so I have plenty of dual time, also before getting any training I was a hangar rat flying with friends.

Are all motorists on the road good safe drivers ? How many drivers could do with advanced driving courses ? Wouldn't make them able to do any thing else special but they may drive more defensive and with more skill ! See a lot of P plate drivers got a licence but are pretty ordinary !

My complete agreement with you Stoney and think you have summed it up nicely, I hold the APA and was issued before my instructor rating. The point people missed it is what it says "advanced". So I have learnt those who bag and rubbish RAA and ultralights usually are low performing pilots with no interest to improve.