P4D

Congratulations. You just stretched your "experience" muscle and now have a new ability to picture your approach to "new" airfields with spacial awareness that can be practiced before you even start the engine.

These guys repaired mine

Aircraft Radio Sales & Services | Archerfield Airport | Avionics

The big blue shed at Archerfield

If students aren't learning that skill in the allotted amount of time that's an issue with the curriculum.

Much like surgeons, spacecraft and ultralights, pilots are individually hand made and no two are the same or respond in the same way to identical stimuli.

Instructors are (supposedly) overseen by a CFI. CFI's are overseen by .........You need to look a bit higher up the chain of command to rectify the trickle down effect.

You can get a black gloss ceramic to maintain a luster if you want. Although it does lower the heat dissapation. I had it done on my motorcycle

Item # CCA-2450, ROTAX OIL DRAIN VALVE

Brass •12mm-1.75mm •Length: 1.45-Inch •Lock Wire Drilled •Action: Spiral, Lock Open Application: Rotax 912F2, 912F3, 912F4, 914F2, 914F3, 914F4

I would have a talk with Nick at Lightwing. Costs nothing to talk and I'm sure they would have already have seen this problem if there is an AD out for 55 Reg. This sounds as if it is a Lightwing problem not a Rotax problem.

Wow adrenaline rush

I think the best course for you is to sit down with your Instructor and break this up into understandable tasks.Most light aircraft will exceed MTOW with full fuel, full pax and full baggage; once you get to cross country flying you need to be able to check weights quickly and accurately..

As holder of an instructors certificate I find your comments quite condescending.

The problem remains one of a test designed with no supportive curriculum, feedback mechanism, learning objects or outcome measures.

As a qualified trainer and assessor this form of test falls far below the Australian Qualifications Framework requirements, even at Certificate II level (the lowest requirement) and does a serious disservice to those willing to learn.

The problem is not with the student it is with a poorly designed course that is designed to meet an academic outcome rather than deliver underpinning knowledge and understanding.

On this note choose not to persevere with such a gargantuan task over such a small matter.

This is a test, not training.So the questions are, was any training offered by your instructor, or the training organisation?

Were you referred to any written/online training material by your instructor/training organisation?

 

Was there any online/pdf etc training material available on the RAA website?.

Can you kindly point out any training organisation offering Weight and Balance educational courses.

Yes there was lots of online/pdf etc training material in the "Exam"

Thus still does not address my frustration in not knowing where the failure lies.

Without such information I am unwilling to learn the complete CAO's and CASA regulations verbatim to be able to "legally" weigh one aircraft.

A library of links to other organisations documents and a couple of videos of someone weighing their own plane is not a training course.

To be effective in disseminating this information and increasing the skills,ability and knowledge of builders and pilots like myself RAA need to come forward with a proper training course with measurable outcomes and and a feedback system for candidates. I personally had a poor experience as evidenced by the outcome.

I sat the test and failed. I don't know where I failed and didn't get any direction on where to concentrate my studies. This was a complete waste of my time. I learnt nothing except I don't know enough and I got no assistance or direction in improving my knowledge. I have chosen to opt out of this

Anyone having trouble getting access to the L1 on-line learning site?

Pickup the telephone. They are surprisingly helpful.

Hello Col

You seem to have an issue with RAA. Why not take it up with your local rep.

You say "If RAA was given the same right as your GA instructor to issue a Class C/D endo then you would be good to go into Class D "

I say If RAA was given the same rights as GA it would be called GA not RAA

which is my original point..........RECREATIONAL flying.

(Edited - Moderator)

Perhaps you could articulate your knowledge of the requirements on a plane going into the various classes of controlled airspace and the requirements of a plot going into that airspace. You might surprise yourself. There is no basis to the claim that the cost to RAA to issue a CTA Endo will be any higher than the cost of putting a CTA onto the members card at renewal time.

I don't intend getting into a personal slanging match by discussing personal qualities as you suggest.

I simply state that there are existing regulations that need to be complied with to enter CTA for both the pilot and their aircraft.

Simply stamping a license with a CTA endorsement at renewal falls far short of those requirements.

Your Technam is quite capable of flying Class D now.

Do you think we should have a special dispensation rule for Technam's in Class D written into our regulations or just go with the current rules governing classes of equipment, licensing and skills?

I find it very convenient to be able to fly into controlled airspace at Moorabbin, Essendon and Albury to visit friends, go shopping, look at old aeroplanes or whatever. I've been to Alice Springs several times and Parafield once. And I have shared the circuit with heavy metal at all of them. Yes, I'm VH and PPL but I don't see much difference between the AUSTER and many RA machines including our club Tecnam.I also shared a CTAF circuit with an A330 at Ayres Rock which was no different to sharing the circuit back home with a Warrior except the A330 circuit was huge. We talked to one another and he was most appreciative of my offer to allow him to land first. I did a couple of orbits on the dead side in deference to his higher fuel burn.

 

No blood, sweat or tears at all.

 

We have the extraordinary benefit of having a couple of Controllers here in this internet space and they don't eat recreational pilots trying to do the right thing. Being able to enter their airspace should just be another privilege that every pilot can train for.

 

Kaz

Unfortunately by your own admission above you cannot differentiate between the equipment requirements of an RAA or a GA aircraft to fly in CTA.

Your underpinning knowledge and understanding of the requirements is not up to speed.

You have a very fortunate privilege that should not be confused with a right given in law.

I think you are all forgetting this is RECREATIONAL aviation.

Done for RECREATION.

Controlled airspace is not for RECREATIONAL flying.

Its for commercial operators who can meet the cost, skills and equipment standards required.

No doubt many of you meet the skills requirement.

Few RAA aircraft would meet the equipment standard

I don't know of anyone willing to meet the financial requirements.

That's why we fly RAA..... for RECREATION

If you have a purpose to enter a different class of airspace than currently permitted, do the right thing and upgrade your knowledge, skills and class of equipment and fly in a different class of aircraft and with a different license.

Meanwhile we will be RECREATING while you are sweating blood just in front of the BA146 and just behind the A330 with the B747 holding and the F28 on a 3 mle final

Too large to upload. Check you messages

"FlyingVizsla said: ↑

From their facebook page:

ELAAA is a Pty Ltd company - a private company with less than 50 shareholders (owners). The people who join will be "clients" not "members" as we currently think of ourselves with RAA. The few owners. Might suit people like my darling who wishes "they would just get on with it so I can fly" and does not want to be involved with voting. politics, commenting on policy, documents, finances etc."

Flying Dog says

Is this simply a grab by people for money? They set up a Pty Ltd and they are NOT linked to the financial happenings. (Ltd kinda gives it away.)

They get members, site new (different?) rules and things "go south". WHO is liable?

You are already being administered in RAA by a Limited Liability Company Company.

Decisions and voting is already restricted to office holders.

You can only vote them in or out of office just like the Australian Parliamentary System.

You cannot not be involved with voting on policy. politics, documents, finances etc.

They will only report to you not involve you in operational matters or strategic planning that affects every member.

EXTRACT :-

Entity name: RECREATIONAL AVIATION AUSTRALIA LIMITED

ABN status: Active from 15 Dec 1999

Entity type: Other Incorporated Entity

Goods & Services Tax (GST): Registered from 01 Jul 2000

Main business location:

ACT 2609

Your aeroplane pitches about the Lateral Axis not the center of gravity. See if you can work it out from there.

You can,t get anything Idiot proof. Idiots are too clever

Got up this morning and found a couple of my flying buddies dropped in for a drink!

Make sure your insurance is valid by complying with the law.

1) Never risk turning prop before checking the electrics are off. Don't ask someone, check yourself, its your arm that's gonna get chopped off.

2)Use your radio to communicate when manouvering. Always state your intentions prior to commencing a taxi. (check out compulsory radio calls) Listen out for others doing the same so you can avoid them. Common courtesy would see one pilot "HOLD POSITION " for the other to make clearance on taxiways. (size matters)

That way not two aircraft should ever be on the same trajectory. On the ground or in the air.

That's not *picking flys**t out of pepper". It's just having an understanding of what you're talking about.