FlyingVizsla

I was out at Longreach (early 1990's) when a non IFR commercial pilot was taking pilots up to "show them how to fly IFR", but did it in clear skies. He also talked some of our students into not continuing to PPL as he could teach them everything they needed to know. One of his IFR "students" ended up crashing into a house in Toowoomba, narrowly missing a restaurant. He had landed at Roma where they tried to talk him out of it, but, confident of his "training" decided to push on to Archerfield. He didn't know where he was, assumed he was over Goodna, descended for a look-see, and the ground came up to meet him. Sad story. You can read about him in the annuls of the ATSB. The occupants of the house got out OK. It was only luck that he didn't have passengers. There's more to it than staying level. The "teacher" was never bought to account for his deeds, but did tone down his activities. CASA finally prosecuted him after he took his charter aircraft to a number of outback mechanics for written quotes to work on the engine. They got copies of the written quotes, statements that various mechanics had inspected the plane at various airfields and compared that to the Maintenance Release, which held no record of the hours flown, or work done, and built a comprehensive case against him. This was just the tip of the iceberg and he had a bad influence on a number of low hour pilots, some who ended up injuring themselves & their planes doing what he advocated was "a piece of p". I am happy to see these cowboys weeded out. Had it happened sooner Longreach may not have lost their pilot, Publican and good bloke.

Sue

Hi Owi,

See that link above to Stefan Vorkoetter's site. He outlines the differences quite well and talks about which is best. I like the Jep best and have had a large one because it is easy to read, can use it one handed while flying and it fits into my flying folder. The better half likes to tuck it in his pocket so it doesn't blow away and have one less thing potentially rattling around the 'office'. The compromise, as noted above, is the smaller one does not have all the scales the large one has. We have both used the E6-B but liked the circular ones better. Each to his own taste.

Cheers

Sue

Tomo,

Could you do me a favour pls? My 2iC likes my Jep CR3 Professional (about the size of a bread & butter plate), but wants one that fits in his pocket. He bought a APC CR2 (the yellow copy of the Jep) but it is missing some numbers that the Jep CR3 has. He wants to buy a Jep CR2 from Ian's establishment, but wants to know if it has the following numbers. On the Wind side (the back), could you look at yours and see if there are black numbers under the green scale. We are looking for the numbers from TC 10 to 180, then a double row, one counting back from 180 the other continuing on to 350. ie just like this picture of the CR3. These are used as part of the slide rule for addition and subtraction. These whiz wheels are a nifty bit of kit, and the batteries never go flat. I used to have trouble with grit getting under the wheel and scouring the face, but I now use a touch of silicon which keeps them sliding easily.

Sue

Was talking to a lass who gave up after the Certificate because the local operator put the hourly rate up to $210 and she couldn't afford the Xcountry. I know the airstrip and the Council fees are hefty, but this makes it dearer to do RAAus than to go with the local GA instructor in a Cessna. Something wrong with the world.

Sue

The cost sharing can happen, but you have to be seen to be doing it the right way. For example, don't put up a notice offering to take people for $/hr. If you do take someone it would be better to arrange something outside of the flying to help with the compensation eg as a mate he can drop off a load of soil, or buy you & the family dinner (but don't put that in writing!). You get yourself into strife when you start trying to justify the charge (it should be a mutually agreed 50/50 share). It is best to each put in cash and then divvy it up for fuel, landing fees, etc. I think you could be on shaky ground claiming 1/365th of insurance, hangar, rego, depreciation, licencing, member fees etc, especially where that ends up with the passenger forking over all the cash and the pilot's share being "book" values.

Now CASA have a long history with GA "cost sharing" and "commercial use" prosecutions. I have not gone back to find the issues, but in AOPA years ago there were several cases. From memory (and it is getting a bit spongy) one case involved a pilot and 3 passengers. Each put in equal cash shares but one passenger paid for the other as she was his secretary. Was then deemed commercial (a business / work arrangement was happening) and not strictly cost sharing. Another where the passenger paid for fuel etc and the pilot contributed his services - again not strictly cost sharing as his services can't be valued as it is a private operation - can't value it as time away from earning a living at his business etc.

So there we go - a cesspit of mire just waiting for a customer.

Sue.

Its an urban legend - you can read about it on snopes (I can't get the link to work - the link icon is greyed out so you'll have to copy & paste ...) http://www.snopes.com/business/bank/zero.asp

I also had a search of the ABC archives. Derek Guille was a radio presenter based in Melbourne working on the ABC Local radio Afternoon timeslot, broadcast over Victoria and southern NSW. I checked the archived news for the date and nothing like that story turned up. However, it would not be the first time a lazy journalist rehashed an old email story without checking the background - Media Watch is full of examples. As Snopes points out, if simply writing a cheque for $0.00 could bring the banks to their knees then every scammer would be doing it. And according to Snopes the email has been doing the rounds from at least 1998.

Sue

Ryan,

By "tar" do you mean bitumen and/or asphalt? Bitumen is a black liquid that is heated and sprayed onto the surface and immediately stone is spread and rolled as it sets. This is what most rural roads are built of. High volume airstrips have a second process called Grooving where lots of thin horizontal channels are scored into the surface to avoid aquaplaning. Asphalt is a mix of bitumen and a range of stone from very fine to coarse which is spread and compacted in a thick layer and ends up a very smooth and quiet. Bitumen is like a thin icing on a cake, all the lumps & bumps show through, asphalt is like a thick icing that fills in all the cracks and ends up smooth and even. Bitumen can suffer from loose stone due to age or poor adhesion due to poor rolling etc, asphalt is hideously expensive so you only see it on high volume roads or intersections or where noise is an issue. The Whitsunday airstrip is asphalt due to the residential airpark being so close. There are other airstrip treatments.

In my area:

Emerald Qld grooved

Springsure bit

Rolleston bit

Blackwater

Sue

My husband built a RANS S7 and found it just like a big mechano set. Everything comes packed and labelled so he started by hanging up all the packets etc so everything was easy to find and got going. The manual was comprehensive. With kits there can be good and bad, so talk to someone who has built one to find out if it was a Pandora's box of missing and misformed parts or, as ours was, a very well organised and complete package. Build time - we took 6 years - but during that time his first wife battled cancer with constant trips (8hrs ea) for treatment until she died, then the grief filled doldrums, and then 13 months trying to convince me to marry him, and then he finished. Cut out all that drama and it would have taken about 3 years spare time, (he works full time). It is a fantastic plane to fly, responsive etc. 2 seats, one behind the other. Its not certified for aeros but you can't do them in RAAus planes with the exception that there is an Advanced Award (see the RAAus Ops manual Section 3.04 - 39) which covers things like Lazy Eights. The global financial situation makes it a magic time to buy off the rest of the world. It might not be this good again for a couple of decades. Enjoy it.

Sue

Marshall Airways - Bankstown. I have seen that distinctive shed in another photo I have seen. I could ask the better half but he's asleep. Googled Marshall Airways and turned up links to Lockheeds, DC3s etc. There's a book at the library on ANA which might shed some more light (might be where I saw the photo). Will get back to you.

Sue

Its a community service - providing aviation friendly spouses for our flying lads.

Viz - Early 1990's and my instructor was bemoaning the loss of students directly related to the women in their life - she was either scared her meal ticket would be killed in a crash, jealous that he was spending more time flying than with her, or spending money having fun when it could have been spent on other things she considered more enjoyable. His own girlfriend kept up a littany of "If you love me, you would give up flying ..." I used to listen to so much moaning about how wives / girlfriends hated flying from commercial pilots scrapping a living in the hope of cracking an airline job - and this is what makes them give up in sight of the prize. How many here have moved on from aviation resistant partners? Or given up the dream in the younger years for lack of support?

I was the spinster of the parish for 50 odd years with my own plane, concerned that if I married he would probably get me to sell the plane and get a decent 4x4 ... then I moved in across the road from a pilot who had just lost his wife to cancer. Married by the Flying Padre - Full on aviaton and not a word of complaint about how much it costs, how long it takes, etc from either of us. Heaven!

Encourage the girls. You can thank me later .... :polite::velvt:

Sue

AV8A,

Ian has the printed VFRGuide for sale in the shop. The book is smaller, spiral bound and better quality than just A4 printouts. There's talk about re-issuing in print - CASA has just released the latest printed Visual Pilot guides for the secondary airports - CASA online store.

Sue

PS - you can use an out of date edition as these guides are not a mandatory requirement - it is only a guide which attempts to round up the requirements in an easy to understand format and points you to the Act, Regulations etc which are the final arbiter of your behaviour. For example if the Guide says turn left, but the Act says turn Right, then the Act prevails.

Hi Tassie,

The reason your old sign in may not work is because Ian had a clean out a few months back of the inactive ones. But Tassie in South Aust sounds cute! I can just imagine the apple isle sailing up the Yorke peninsula.

The taildragger will test your dancing shoes as they take a fair bit of footwork on the ground to keep them behaving because the CofG is different to nosewheel. Landing can be a little harder as it can get airborne again while you are trying to get the tail down if you still have sufficient speed. You can also nose over easier. We have a Lightwing taildragger with short wings and it is a bit of handful. On the other hand the RANS is a lovely docile lady with impeccable ground manners; she just settles and drives straight. The longer wing Lightwing is a much more forgiving one than ours and people just love them. Just remember they bite and treat them with respect.

Welcome to the forum!

Sue

I got all our receipts out and did a spread from 1988 to 2010, but I posted it under "Democracy??" here: - http://www.recreationalflying.com/showthread.php/138332-Democracy?p=270771#post270771

I think it would have been better here.

Basically the aircraft rego has not increased in 20 years (until 2011) but the membership has gone from $25 to $185 - I guess driven mainly by insurance costs.

Sue

RAAus fees over the years

When you have a look at the fees over the years there hasn't been much change (ignoring GST) there has been no change in 20 years in aircraft rego, and about double in 19 years in membership, some of which would be insurance. I checked the RAAus site for fees and they have gone up: pilot $185, single seat $65, two seat $130.

The following figures have been taken from our receipts:

Flying member / pilot

2010 $160.00

2009 $160.00

2008 $160.00

2007 $160.00

2006 $145.75

2005 $145.75

2003 $145.75

2002 $145.75

2001 $145.75 incl GST

2000 $138.22 ($132.50? - might include another item)

1999 $127.50

1998 $127.50

1996 $75.00

1995 $75.00

1994 $75.00

1993 $75.00

1992 $75.00

1991 $55.00

1990 $45.00

1989 $35.00

1988 $70.00 (included rego so I guess it was about $35.00)

Aircraft rego single seat - hasn't gone up since 1990 (2 seat is twice the price)

2010 $55.00

2000 $55.00 10% GST

1990 $50.00 fee hike

1989 $25.00

I have full schedules of fees from 1992 & 1993 if anyone was interested in comparing CFI, School, initial, student etc fees.

Sue

what are the differences and benifits of using the area freg over the local ctaf freg?

When you get outside the vicinity of an airport the talk is on the Area Frequency. You need to do some mental maps as the IFR aircraft ask Air Traffic Control about traffic on their route and operators do some separation negotiation. Also some useful stuff like QNH, weather alerts etc. Chatter like - one aircraft doing a scenic along the coast, not above 3,000 talking to a chopper who is doing beach filming near their track, the progress of IFR flights. I was on a long outback flight when I heard a higher performance IFR doing the same track as we were, calculated his ETA and pointed out the shadow going over us 2,000ft above - the passenger was most impressed, also made sure I WAS 2,000ft below, because ATC don't provide separation from VFR traffic. Can be disconcerting too - had a fellow pilot as passenger, and as usual with me hit a headwind; cars were passing us, aircraft at fligh levels were taking off from where we left ages ago, landing where we were going and got to the next destination and we were still chugging. All I could hear from the RH seat was complaints against the world in general, weather in particular and "I could walk faster.." The difference with Area Frequency is the guy sitting in the Brisbane Centre at his radar / computer screen liaising back & forth with the IFR traffic in the area. If you get into strife he is the best one to talk to as they can alert rescue services, relay messages, help you get out of the clag, get unlost, get someone to talk you down etc. They also talk plane to plane, usually to sort themselves out when they are outside an airstrip (not inside a CTAF). You can listen in real time to ATC / Area over the internet, or for real on the VHF.

Sue

PS helps to know the Area Frequency - Don't know if it is still there - I landed at Jamestown(?) SA and on the building with the toilets was a number pad with the plaque

"If perchance you want to pee,

Dial the Area Frequency." Punch those numbers in and "Hey Presto" we were IN.

Regarding lower fees for rag & tube - we pay $50 for our single seaters and $100 for our two seater. I guess part of that is insurance, but it still is lower.

I am treasurer for a number of organisations; and the state of affairs with RAAus is concerning. I think there is truth in some earlier posts that suggest the Bureaucracy is running the show, rather than the Board. Its a temptation as organisations get bigger, especially in a monopoly when membership is compulsory. I've seen it happen in Local Government where waste happens because it is so easy to pass it on to ratepayers. The Board needs to take some control.

If good people want to stand for election they need to get the word out. Unfortunately I get to vote for a paragraph or two that says "hey, I fly lots of things..." and not much more. This site would help, and taking full advantage of RAAus opportunities pre-election (the A4 page) and getting out to meet the troops would help. I am guilty of voting for someone simply because I knew the name (but not the man), or when I didn't, it was because he was the sitting member. A good photo goes a long way with those who don't know you. I was rather surprised at how young Darky looked in her photo and that probably went against her. We are, on average, about 55yrs old. I would like to see some younger representation on the Board with new ideas and in tune with the pilots of the next 20 years.

I want to move to SA so I can vote for Basscheffers - he was keen enough to volunteer to organise a Western Fly-in when I raised the idea - so I think he has the goods.

Sue

From my layman's reading of what I have found so far - it appears that an aircraft must be registered even if wholely contained within the boundaries of your property.

GA aircraft have a perpetual registration with no renewal fees, to de-register requires advising CASA that it will no longer fly and surrendering rights to the VH-letters

RAAus aircraft have to be renewed each year and can become unregistered by the non payment of fees, the rego number is preserved and can be re-activated.

There are a finite list of aircraft that do not require Australian GA registration in CASR 47 and 200B. Nowhere does it allude to exemption over the owner's freehold land's airspace. RAAus aircraft are exempt from GA registration under 200B because they are required to be registered by RAAus. Civil Aviation Order 95 (CAO.95) gives that exemption from things like PPL, GA rego etc. and delegates this responsibility to RAAus. The RAAus ops manual does not state any exemptions from registration (Section 4.09 - Registration & Markings) for aircraft. RAAus introduced dated rego cards to curb the incidence of people flying lapsed aircraft (or at least make them identifiable)

I'll put in the usual disclaimer - that there could be some overriding legislation in relation to land/air ownership rights. Given that CASA is commonwealth law, which overrides State & Local Laws and most land law is State controlled, it seems unlikely (but not out of the question). CASA does deal with it but more in the context of getting permission to do something in that airspace, not exempting it from regulations.

Now, I'll stop playing bush lawyer. I have asked someone who should know, to give me chapter and verse; so when I get it I will put it here. Until then you may happily fly a kite, UAV, model, military plane on Defence Force business, overseas registered maque etc; all without Australian Rego, legally.

Sue

Flying your own unregistered aircarft over your own castle

Technically you own the airspace up to 500 ft agl over your property. Therefore I am suggesting no authority has jurisdiction over your flying pursuits whether they be a rag machine or an unregistered C150 for that matter as long as you stay below 500 ft agl. In the same manner you do not need vehicle registration for vehicles driven on your own property. Will anyone offer some informed comment please.

 

David

Not much joy in the CASA legislation - There are two issues, one of registering and the other of airworthiness. There is no expemption in the legislation for aircraft registration other than what is listed (no mention of your own airspace). CASA does mention "your own land" in relation to mustering operations, where you can undetake them privately, but only if you own the land over which you are mustering, otherwise its a commercial operator for the job. They also mention it in relation to getting permission from the landholder for some activities over that land. But they don't mention it here. It may be contained in other legislation outside of CASA. I'm not a lawyer, so you will have to make of this what you can.

Good luck

Sue

Civil Aviation Act 1988

Section 20AA Flying unregistered aircraft etc.

Flying an unregistered aircraft

(1) A person must not fly an aircraft within Australian territory if:

(a) the aircraft is not registered under the regulations; and

(b) the aircraft is, under this Act or those regulations, required to be registered under those regulations.

Penalty: Imprisonment for 2 years.

(1A) Subsection (1) does not apply to an aircraft that is employed in private operations and that possesses the nationality of a Contracting State.

Note: A defendant bears an evidential burden in relation to the matter in subsection (1A) (see subsection 13.3(3) of the Criminal Code).

(2) In subsection (1A), employed in private operations has the same meaning as it has in the regulations.

Flying without a certificate of airworthiness

(3) An owner, operator, hirer (other than the Crown) or pilot of an Australian aircraft must not commence a flight in the aircraft, or permit a flight in the aircraft to commence, if:

(a) there is no certificate of airworthiness under the regulations in force in respect of the aircraft; and

(b) the regulations do not authorise the flight without the certificate.

CASR Part 47 — Registration of Aircraft and Related Matters Advisory Circular AC47-01(3)

4. BACKGROUND

4.1 Under section 20AA of the Civil Aviation Act 1988 a person must not fly an aircraft

within Australian territory unless the aircraft is registered or exempted from registration

under regulation 47.015 of the Civil Aviation Safety Regulations 1998 (CASR).

4.2 CASR 47.015 - Requirement for aircraft to be registered

4.2.1 For paragraph 20AA (1) (b) of the Act, an aircraft is required to be registered unless

it is one of the following:

(a) an aircraft that is not intended to be used as an aircraft;

(b) an aircraft that, under Subpart 200.B of CASR, is exempt from Part 47 regulations;

© an unmanned free balloon;

(d) a permanently tethered balloon;

(e) a kite;

(f) a model aircraft;

(g) a parachute;

(h) a rocket;

(i) a UAV other than a large UAV;

(j) an aircraft that is registered under the law of a foreign country referred to in

subregulation (2);

(k) an aircraft that satisfies all the following conditions:

i. it has been manufactured in Australia for delivery outside Australia to a foreign

operator;

ii. it is registered under the law of a foreign country, be a Contracting State to the

Chicago Convention or any other foreign country with which Australia has an

agreement that allows an aircraft registered under the law of that country to be

operated in Australia;

iii. it displays nationality and registration marks in accordance with the law of that

country;

iv. it has no certificate of airworthiness issued, or rendered valid, under the law of

that country;

v. it is flown within Australia only for a purpose mentioned in paragraph

21.197 (1) (b) or © – Special flight permits for delivering and exporting of

aircraft or for production flight testing new aircraft.

AC 47-01(3): Registration of Aircraft and Related Matters 3

Revised October 2009

4.2.2 For paragraph (1) (j) and subparagraph (1) (k) (ii), the foreign countries are:

(a) the Contracting States; and

(b) any other foreign country with which Australia has an agreement that allows an

aircraft registered under the law of that country to be operated in Australia.

Subpart 200B CASR is just a list of aircraft types that are either military, required to be registered by other governing bodies eg RAAus, foreign, etc. No mention of private land or airspace. No joy there.

ABC news are reporting a missing cargo plane (Thursday 25 Feb)

The twin-engine Aero Commander left Cairns early this morning and was due to land at Horn Island in the Torres Strait around 8:00am (AEST). Authorities say it is a mystery because the pilot spoke to air traffic controllers 15 minutes before the scheduled landing and there was no indication at any stage there were problems.

http://www.abc.net.au/news/stories/2011/02/24/3148232.htm

Hope it turns out OK.

Maryborough is still listed as a security controlled airport see http://www.infrastructure.gov.au/transport/security/aviation/factsheet/factsheet2.aspx

It says "current as of Dec 2007" but this is the official list that the CASA site links to. Might be time they updated? Anyone in Maryborough Qld - have you received official advice? We should give the Infr. Dept a razz if it is out of date.

Sue

Most strips use old tyres painted white (or your choice of hue if you feel inclined). Drill a few holes in the bottom to let the water drain. Ask your local council as they usually have a pit full of old tyres at the dump, or your local tyre fitter who usually pays to have them removed. Other purpose built things are available through various outlets. See the Aviation Trader - ask anyone listing windsocks, markers etc. You can get frangible fittings (they break off if you collide with them). The advantage of something up a bit is it can still be seen above the long grass. You can get cones or triangles with reflective tape - CASA won't approve them for night use without supplemental lights, but they could be useful in long grass. An application of Gylysophate ("RoundUp") from time to time will save you having to mow right up to the markers - in my experience this is what damages them - the slasher doesn't see them. If you can't find what you are after I will have a look later - a bit busy right now.

Sue

Hi Kevin,

I am not familiar with NSW rules & regs, but the first thing to do is check the tenure and ownership of the land. It may well be a Reserve for Recreation (or whatever NSW do) with the Council as trustee. Have a talk to the Concil regarding zoning (applicable uses under the Town Plan) and any requirements from them for airstrips - some councils want to get involved, some don't want to know. This is assuming you want a proper ALA. Otherwise, just mow a strip and use it.

Sue

I have not used them yet .. The Blue Shed - in the Suppliers section - has tailwheel training. http://www.recreationalflying.com/showthread.php/97971-Advanced-amp-Low-Level-Training/page2

Sue

I have just found out that our Council has given permission for a drag racing event at our airstrip over a long weekend. The airstrip would be closed to planes and the whole facility (2 sealed strips and grassed areas) would be in use. In getting letters of support from other groups, the car club have opened up possibilities to others - now there is talk of driver training, supervised "hooning" and sports on the sealed strip. I know the bitumen surface was never designed to take the high grip and temperature of drag racing wheels. The car club would like their own strip of bitumen at the race track - but I think they have discovered how expensive that is. We are not exclusive, the airstrip is uncertified and the only barrier is a grid and 3 strand barbwire fence - people often walk dogs and ride bikes, but they can get off if they see a plane coming. A driver training or drag course can't.

WHAT I NEED FROM YOU - if you know of any airstrip that has had drag racing (or similar) that sustained damage could you let me know, or give me a contact that I can talk to. I need to present the Council with some evidence - particularly that it will COST them to repair damage. Our local councillor is opposed for these reasons but also that the RFDS can't get in and it stops country people flying in for events. We are dealing with bureaucrats who know nothing of aviation (even the one who manages the airports) and little of civil engineering, and care little for small communities outside of their HQ - they make the decisions like this - not the Councillors.

Any pointers appreciated.

Sue

Hi Alley

I did raise the idea of a WESTERN fly-in for the folks out SA and beyond (we might even let some Vic refugees in ....). I started a thread here http://www.recreationalflying.com/showthread.php/94925-How-about-a-WESTERN-Fly-in but there weren't many takers. So if the Northern flyin will be every second year - how about a Western event every other year? I just feel the west gets left out. The ladies (AWPA) share it around the country - we meet in the NT this year - so maybe RAA could share the love too.

Sue