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rgmwa

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Posts posted by rgmwa

    Here we go!!

    in Thruster

    Posted

    Congratulations Pud. Hope it goes well. I was over at Northam for the Flying Day last Sunday, and wandered through the hangar. Didn't realise this was your plane. Nice job.

     

    rgmwa

     

     

    Compass recommendations?

    in AUS/NZ General Discussion

    Posted

    Just a question ,,,,So do you need to have a magnetic compass fitted ,,, If there was one say in an electronic efis dash ,,,would you need 2 ?

    Brett,

     

    A remote compass is not enough. Quote from "Instruments required for flight under Visual Flight Rules"

     

    CAO 20.18 Appendix I 1 © (i) a direct reading magnetic compass; or

     

    (ii) a remote indicating compass and a standby direct reading magnetic compass

     

    rgmwa

     

     

    Maintaining an LSA

    in Vans/RV

    Posted

    Thanks Yenn. I think you're referring to the Maintenance Procedures Course (MPC) which is run by SAAA, and which is required now by CASA in order for builders of VH registered Amateur Built Experimental AB(E) and older ABAA aircraft to fully maintain them. To do so, they must have also built at least 51% of the aircraft, and of course be prepared to take full legal responsibilty for maintaining them - not exactly a trivial consideration. Therefore some (maybe many) builders will choose to pay a LAME to do the work. Incidently, the builder can only legally maintain his/her own aircraft, not someone else's, even if it's identical.

     

    However, the Builder's Maintenance Authority doesn't apply to E-LSA aircraft, even if the E-LSA kit can be shown to comply with the 51% rule required for AB(E) and ABAA kits. That's CASA's current position from what they have told me. Consequently E-LSA and S-LSA have to be LAME maintained. This is different to the USA where, as I understand it, both the original builder and any subsequent purchaser can maintain an E-LSA provided they have passed a two day `repairman' course. CASA doesn't allow this, and I'm not saying that's a bad thing, just that the FAA apparently takes a different approach. I'm not sure what maintenance priveleges RAA builders can exercise, so maybe someone can explain that for me.

     

    However, maintenance aside, the big advantage of an LSA aircraft (E-LSA or S-LSA) is that you can fly one on a recreational pilot's licence. At the moment RAA-Aus is the only authority in Australia that issues these, although the SAAA has also taken some steps in that direction. Progress seems to be very slow though.

     

    rgmwa

     

     

    Any Comments perhaps?

    in Aircraft Building and Design Discussion

    Posted

    Thanks rgmwa,I will keep digging!

    You have built the RV12 you fly?

     

    The pricelist only allows for the 912s donk and not a Lycoming option so maybe it isn't an option.

     

    With a 100hp engine the RV12 appears from the performance tables to cruise at 100kts @ 75% power.

     

    The Sierra somehow betters that with the same power by 10+ kts (as yet unconfirmed). Possibly due to a better power:weight ratio or lower drag coefficient.

     

    This however translates into more fuel efficiency = lower operating costs.

     

    jon

    I'm currently building one, but still some time off flying. The RV-12 is designed around the Rotax 912ULS, although a Jabiru distributer in the US is currently trialing a Jab 2200 installation, which should be flying in the next few weeks. Real world performance reported by US builders for aircraft fitted with wheel fairings is for cruise speeds around 110-115kt.

     

    rgmwa

     

     

    Any Comments perhaps?

    in Aircraft Building and Design Discussion

    Posted

    Thanks for the responses from fly_tornado and denmit.Have now had a bit of a gander at both websites.

    The Tornado ss is maybe a trifle too light for long trips (say Vic to WA) from my point of view.

     

    The RV12 is from the USA obviously and the pricing is a bit hard to pin down so far. Costs to get it here are to be added of course.

     

    I am now wondering how it compares against the Sierra 100 in the value for money columns and the access to manufacturer and parts?

     

    This is getting harder as it goes along - but very interesting!

     

    Thanks again for your advices.

    Can't comment on the Sierra, but access to Vans and their builder support is excellent. The VAF website also provides great support from other builders, and Vans are very responsive and well organised. They have been in the business a long time and are used to dealing with overseas clients.

     

    http://www.vansairforce.com/community/forumdisplay.php?f=73

     

    You will find a pricelist for the RV12 on Vans website. Allow roughly 15% extra for GST and freight costs. With the high dollar, now is a good time to buy.

     

    rgmwa

     

     

    Maintaining an LSA

    in Vans/RV

    Posted

    A major advantage of a LSA aircraft is that it can be flown by a pilot with a recreational licence, however what about maintaining it?

     

    I've been engaged in some interesting correspondence with CASA, and the upshot seems to be that while an owner-builder can maintain an aircraft that is classified as amateur built experimental or kit-built experimental, an Experimental LSA has to be LAME maintained (as does a factory-built S-LSA).

     

    Basically CASA's reasoning is that because an E-LSA does not have to comply with the 51% rule, they cannot be sure that the owner-builder has sufficient knowledge of the aircraft's construction and systems to be able to maintain it to an acceptable safe standard. Consequently, an Experimental LSA is not mentioned in CASA 43/11, which is the instrument that grants the owner-builder authority to maintain an amateur built experimental or kit-built experimental aircraft, provided he/she has passed an approved Maintenance Procedures Course (MPC).

     

    This is a quote from CASA regarding their view of an owner-builder maintaining a kit-built LSA (presumably under 43/11): "CASA may eventually consider those LSA kits (if any) that require more than 51% input by the owner-builder, but it will not happen any time soon and strict guidelines would apply. For instance, painting it wouldn't count."

     

    My particular interest is in the RV-12, which the FAA in the US has assessed as complying with the 51% rule. CASA normally recognises FAA rulings, although frankly I'm not sure what their view of the RV-12 is. It seems to me from what CASA have said that the options are a) build AB-E so you can maintain it, or b) build E-LSA, but pay a LAME to keep it in the air. In either case, if VH registered you need a PPL to fly it, or an RAA-Aus Recreational licence if 19-reg (since CASA/SAAA don't yet have an equivalent).

     

    Maybe I haven't got the full story so far, but I'd be interested to hear what other RV-12 builders are doing. CASA seems to be lagging behind the FAA when it comes to the LSA rules and regulations.

     

    rgmwa

     

     

    How tail wheelers are different.

    in AUS/NZ General Discussion

    Posted

    Downwind landing

     

    Saw a good example of a Stearman getting into trouble at the local airfield last weekend. For some reason he decided to land with about a 10kt tailwind. All fine initially, rolling along nicely on two wheels down the bitumen, but then he slowed to a point where the rudder lost effectiveness due to the tailwind, but he was apparently still rolling too fast to brake effectively without tipping up. Not a good situation!

     

    The wind took over and the plane careered elegantly off the runway into the sandy scrub and looped around in a wide circle. Pretty mild ground loop fortunately, and no damage done due to the big wheels and massively strong undercarriage. The 20 or so pilots standing around watching found it very entertaining. If it had been a Cessna 180 or some other more lightly built aircraft, the outcome might have been different.

     

    Good lesson - check the windsock!

     

    rgmwa

     

     

    Import cost

    in Sonex

    Posted

    about $2500 all up, how long did it take to get here?

    Vans signed their paperwork on 22 Jan. I've just been told by AGS that it's going through customs now, so I should be picking it up next week. That will make it about 9 weeks from start to finish. I wasn't in a hurry, but you might also want to look into airfreight. I'm told it may not be that much more expensive, but I don't have any figures.

     

    rgmwa

     

     

    Import cost

    in Sonex

    Posted

    that's alright, who was that through? how large was the box?

    2.5m x 1.25m x 0.7m 170kg. Shipping arranged by Vans via Geo. Bush and AGS World Transport (in Aus). Also had to pay another $250 or so to Vans for taking the crate from their factory to the shipping terminal. That for a USD$10,500 order, not AUD.

     

    rgmwa

     

     

    Import cost

    in Sonex

    Posted

    I've just imported part of a Vans kit by sea to Fremantle. One large crate worth $10,500 AUD.

     

    Costs were:

     

    Admin fees (9 different charges) $185

     

    Customs clearance and agents fees $220

     

    Port charges $195

     

    International freight $370

     

    Destination customs GST $1225

     

    Extra GST $55

     

    rgmwa

     

     

    RV-12 Builders List

    in Vans/RV

    Posted

    RV-12 Projects (updated)

     

    Current status of RV-12 projects in Australia as far as I'm aware. If anyone has any information on other builders or progress updates, feel free to add to the list.

     

    First Flights Completed:

     

    Roger Barlee - Traralgon VIC (RAA reg)

     

    Rod Clark - Byron Bay NSW (RAA reg)

     

    Tony Earle - Port Maquarie NSW (RAA reg)

     

    Ashley Hiscock - Hazlewood North VIC (RAA reg)

     

    Brian Howard - Gold Coast QLD (RAA reg)

     

    Building:

     

    Karl Ahamer - Mittagong, NSW

     

    Erik Moen - Barossa Valley SA (kit ordered)

     

    Marcus Bootle - Riddells Creek VIC

     

    Andy Duncan - Ravensthorpe WA (kit ordered)

     

    Dave Hastwell - Adelaide SA (kit ordered)

     

    Robert Melis - Perth WA

     

    Dennis Mitchell - Queanbeyan NSW

     

    Roger Russell - Sydney NSW

     

    Alan Saunders - Gisborne VIC

     

    Jim Tatlock - Geelong VIC

     

    Stephen Vandervelden - Cranborne North VIC

     

    rgmwa

     

     

    Achieving more balanced turns?

    in Student Pilot & Further Learning

    Posted

    get a broom stick, sit down on a chair, put the broom on the ground, with your feet either side of the stick, hold the stick between your legs, in the hand you use to fly with, push stick left and right, and your feet will follow. its not much but it helps with initial co-ordination

    Good idea, although the neighbours might think their suspicions were finally confirmed.

     

    rgmwa

     

     

    10,000 Feet for RAA - Uses and Threats

    in AUS/NZ General Discussion

    Posted

    Coldest temperature I can recall was minus 54 degrees centigrade. You wonder how the alloys don't get brittle. I was up fairly high in a tiger and the instruments had frost of them and there was ice on by mustache from breathing. I believe Geoffrey De Havilland got a Gypsy moth up over 23,000 feet Not a bad effort...Nev

    A bit off topic, but I just read in the Flight Safety magazine that the highest recorded birdstrike was an airliner hitting a vulture off Africa at 37,000'. That vulture must have been wearing an overcoat and carrying an oxygen bottle.

     

    rgmwa

     

     

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