boingk

Basic really isn't it?

 

Up to date maps covering route flown.

 

ELT if more than 25nm from base.

 

Demarcated flight plan + instruments.

 

Pilot logbook and aircraft signout including oil, fuel etc

 

Water for people on board.

 

Pilot certificate.

 

Watch/clock.

 

Reminder for SARTIME.

 

Pilot operating handbook.

 

Procedures sheet.

 

Think that's got it covered?

 

 

Had to go around myself today because I was too high on an unfamiliar runway - 08 at YGLB is not often used due to prevailing winds favouring 22 / 26 or directly down 04.

 

If I'd tried to make it stick I would've done a lot more than bounce!

 

- boingk

 

 

I believe its a big red folder with my name on it, and I'd assume its up to date. Its their paperwork though, so I really have no idea. I know my GA training it up to date, but not sure on the procedures for my RAA conversion... I'm fairly sure all my exam results etc were filed?

 

- boingk

 

 

Good to hear, never seen a Mr Minute but I know the type.

 

My biggest frustration was once taking my Swiss pocketwatch (also a gift) to a trusted local jeweller for a replacement battery, as it tended to lose 5 seconds a day when it was on the way out. He returned it and said the battery was fine (he checks them) and a week later it died on me! Suppose I couldn't blame the fellow for doing his job, though, hey?

 

- boingk

 

 

Part of the reason I like flying tailwheel - not because you can get lax and bounce on by, but because you want to be as slow as possible so you can handle the beast on the ground! Sure your maingear is very strong, but just settling her in is a charm when done right.

 

Having said that, yes, I've had a bounce or two... and yes, generally with a more than a few watching and on perfect days! They all said it looked fine, though, but from the pilots seat I could certainly tell she wanted to go back up before coming down again.

 

Cheers - boingk

 

 

Could be, damakia. I know that John out at the field today asked what was happening and seemed a bit on edge - perhaps they haven't kept their records up to date?

 

I should reinforce that its not me that has been requested to provide details, its the Goulburn Flight Training Centre.

 

- boingk

 

 

You'd think so, but evidently not.

 

I only went through a Student licence, Pilot Certificate, Cross country and then Tailwheel endorsements... all within the space of around 8 weeks. They obviously don't have enough information.

 

- boingk

 

 

Yeah there's a certain something about special watches, I'd never buy one for myself though. I tend to want something that I don't mind doing an oil change with, that sort of thing. I love the high-end Seiko's and Breitling's. If you're wondering about the glass I'd take it to a watchmaker/jewellery store and see if you can have the glass reground. Cost a lot less and probably a common job.

 

Just had a read-up on the Casio F91W... apparently they're accurate to +/-30 seconds a month and a battery generally lasts for 7 years factoring in 20 seconds of alarm and 1 second of light-function use a day. That's not bad at all.

 

- boingk

 

 

Here you go mate, complete with hours, minutes, seconds, date and alarm:

 

 

http://www.ebay.com.au/itm/CASIO-F91W-DIGITAL-WATCH-RETRO-VINTAGE-BLACK-F91-W-1-CLASSIC-ORIGINAL-UNISEX-/321062848593?pt=AU_Watches&hash=item4ac0d64851

 

Free postage, too, and for $19 its hardly a bank breaker. Casio, too, so it'll be reliable. Who gives a stuff if it doesn't look fancy... people will be impressed by your expertise in flying, not by the watch you wear on your wrist.

 

Might buy one myself, actually...

 

Cheers - boingk

 

 

Hey there guys, just a random question... is it normal for RAA to request details of your training details after a ramp check?

 

I had a few items on the list (no demarcated flight plan on map, no MTOW placard) and overall though it was a positive experience. If theres something I need to do as far as airmanship I'd rather do it then sit there and think 'I'll be right'.

 

Only thing concerning me is that now RAA want details of my training... is that just to cover them in the case of my actually being improperly trained/endorsed/etc? A 'song and dance' so they can report back to CASA that they're doing the right thing? Or is it something more serious?

 

The ramp check fellows said no negative consequences were to come of the check and it was merely to keep tabs on RAA fliers and give us positive feedback on what we can do better. He also said the info would be passed on to RAA, so I guess that's what this is about then.

 

Anyone else got RAA asking after a ramp check at Temora?

 

Cheers - boingk

 

 

Welcome mate!

 

I like the little Pipers, they seem to get good reviews from everyone who has flown them. Very jealous of you having a private strip!

 

Hope you enjoy the time here, its a great site/community to be involved with.

 

Cheers - boingk

 

 

I'm all for cheaper (or free) landing fees for RAA craft, and some bills seem utterly ridiculous. I made a deal with John at YGLB for annual landing and use fees, he said $400 would cover it. I never ended up paying because I thought that AVData charges would end up being either the same or cheaper for the amount of flying I do. So far I've been correct, have just received a bill of $130 for the last 4~6 months.

 

If you are worried about the bills etc that are being levied at you then you can always chat to the owner. If they do not understand that you are a small-time, private operator who is not using the strip for profit (ie you do not have $2750 to give them!) then perhaps you should look at hangering/flying elsewhere. Probably not the most helpful of advice but there isn't really much else you can do but not pay. If you can come to an agreement with them then that would be the best way forward.

 

Cheers - boingk

 

 

Bingo.

 

I got an RAA student licence, then an RAA licence with HF/HP/LP/NW/PX/R, then another with X/TW... all within about 2 months or so, despite having obtained a GFPT.

 

Cheers - boingk

 

 

I was advised to log RAA as 'Specialty' as the majority of my hours to date have been GA and I needed to differentiate between them easily. Having a 'Specialty' column labelled as RAA makes it a lot easier to total the hours up.

 

- boingk

 

 

Raaus aircraft cannot be flown on a PPl only an Raaus pilot certificateMick

Sorry I meant to have said as much in my post, but I've worded it wrong. Thanks for the heads up so I can edit it.

 

- boingk

 

EDIT: I can't edit it... so I'll rewrite here:

 

"RAA aircraft are able to be flown with PPL & RAA Flight Certificate, or just an RAA Flight Certificate."

 

That's better. The reason RAA craft need their own Cert is that they generally have a much lighter wing loading and land and handle differently than traditionally more heavily loaded GA craft.

 

 

Most pilots I've encountered in a professional sense have had the one with the dark blue cover and gold lettering saying 'Pilots Logbook'. I'm fairly sure its the Aviation Theory Centre logbook.

 

Anyway, I find its well laid out and has plenty of space for endorsements and flight particulars like IFR, Dual and Specialty (which RAA goes under).

 

Cheers - boingk

 

 

Its similar to the BAK, yes, and covers basic elements of flight knowledge. Make sure you brush up on VFR conditions and flight requirements, navigation techniques (including 1/60's) and emergency flight procedures including giving way to and overtaking aircraft.

 

Cheers - boingk

 

 

What I'm looking for specifically is advise on;- Is there any disadvantage/advantage of completing my GFPT before going over to RA? (would prefer not to, see cost above!)

No advantage unless you want to pursue a GA licence at some point down the road. Even then, you could still just do your GFPT then. I have a GFPT and an ASIC card... they both sit in the bottom of my drawer unused.

 

- What level of training is involved to get RA certificate with my level of experience? (see above)

10 hours flying time in an RAA registered craft, minimum 1 hour solo time.

 

- Can I transfer back to GA at any time in the future? (no idea why but would like to know)

Yes, RAA is not a transfer so much as an additional certification. You keep all your GA hours in your logbook and they will still count in the future. Depending on the timeframe (we're talking years here) you may need to complete an instructor check and a new ASIC card or medical.

 

- Excuse my ignorance but is there any current implications with RAA certificate licensing or does this only relate to registration of RA aircraft?

No implications as far as I am aware... not really sure what you are meaning in this instance. RAA aircraft are able to be flown with either a PPL and above or an RAA Flight Certificate. It is the RAA equivalent of a PPL, and limits your flight to daytime VFR, 1 passenger, craft totalling (mostly) not above 600kg MTOW, flight not above 10,000ft and within Australia. In other words... a fairly good chunk of airspace!

 

As I mentioned before, I did my conversion to RAA from GA at GFPT level after deciding not to pursue a CPL career but still wanting to fly privately. RAA was the best option for me, and I think for most people. It is cost efficient and much better on the side of aircraft ownership, eg no $5k 100hr checks from a licenced aircraft mechanic, simply get your Level 2 cert and do it yourself.

 

Tyabb?

I would recommend the closer place with more aircraft... not that I am familiar with either but that sounds like a good recipe for flying regularly. Flying regularly is the key to getting things done efficiently, or you simply spend 50% of your flight time becoming reacquainted with the craft.

 

At 6'5" you may have some trouble in some RAA craft - I am 6'2" or 3" and find a Gazelle, for example, to be fine on headroom but very tight on legs; a 2hr flight is all I can manage in one and I'd rather 40~60 minutes. Ask the instructors what is available and if you can see what you fit comfortable in. Make sure controls are not an issue while you are doing so - ensure you get full range of movement without having to adjust your position greatly, or preferably at all.

 

Cheers - boingk

 

 

Exactly, well said!

 

I find it amusing that my old Gardan has to have a placard and apparently an emergency procedures page in the POH. Pretty sure that emergency procedures are a thing taught in training, right? Oh gee I'm stalling... Where's the POH? Yeah, right!

 

I think a more appropriate placard would read Usable Weight, not Maximum. As it is I just bought an embossing label maker and made the simple placard myself.

 

 

Ive read that MTOW includes the weight of the Pilot and fuelIf this is correct and MTOW is 614KG for a 2 seater under 95 .55

 

If I was to buy say a J160 with a MTOW of 540KGs I would have to weight less than 74KGs to get it registered under 95.55

 

Or have I got it completely wrong (I hope so)

Another example, this time using my aircraft, a Gardan Minicab 55 register craft.

 

Airframe weight: 314kg

 

Max Takeoff: 515kg

 

Useful load is 201kg, I call it an even 200kg for operational purposes. The category weight is 544kg but my airframe is limited to 515kg MTOW because of its design limits and cannot go higher than that.

 

Load up the 314kg aircraft with an 80kg pilot, 80kg passenger, 30kg fuel (about 40 litres) and 10kg luggage... and you're 1kg under your maximum takeoff of 515kg.

 

I like to think in terms of useful load - what load can a craft carry? Mine takes 200kg, other take more, others take less. I believe the good old Volksplanes are only designed with about 80~90kg useful load... wouldn't want to be a large person!

 

- boingk

 

 

Thinking of going but will most likely have to work.

 

- boingk

 

 

Private flyin? Local flyers? Invite only?

 

Sounds like a non-public event to me... ie invite only... ie no excess insurance.

 

Go for your life mate. At least... that's my opinion.

 

- boingk

 

 

I haven't heard of one, and I'd also be tempted to say its an almost definite 'No'.

 

These sort of craft generally generate a lot of interest, and I would be highly surprised that one of them, if it were registered and flying, had not garnered a spot in any of the standard aviation magazines - especially Sport Pilot.

 

- boingk

 

 

Depends where I'm off to really. If I'm on a well charted route with plenty of towns along the way then I won't take anything other than a jacket, ELT, water, my phone and my wallet. Done.

 

If I was going somewhere slightly more remote, where the chance of an outlanding being fatal was a real possibility, then my kit would be slightly more elaborate. I'd endeavour to make a small survival kit in a playing card or old tabacco tin, consisting of a few small things:

 

• Fishing hook & line
   
   
  
• Suture hook & scalpel blade
   
   
  
• Alcohol swabs x 3
   
   
  
• Gauze pad
   
   
  
• Clip ties & duct tape
   
   
  
• Small compass
   
   
  
• Small mirror
   
   
  
• Lighter
   
   
  
• Codeine tabs
   
   
  

 

 

That'd be a fairly comprehensive kit, and in addition to any other gear I was taking... usually a lightweight hiking hit consisting of a small backpack with Trangia cookstove, water, tent and sleeping bag for around 3kg weight. The survival 'pack' would simply go in a pocket of that bag, along with a pocket knife and any other items I was taking.

 

One thing I'm particularly fond of taking camping with me is a small glass-sided lantern and some tea candles. Good to read by and will heat a small hiking tent surprisingly well. If you *really* get into a bind the flame can also be used to help sterilise needles or scapel blades etc before use.

 

Here is a good YouTube video of a compact survival kit with some useful items:

 

 

- boingk

 

 

I see the common thread in HITC's incidents, electrical or mechanical stuff, maybe I could take up paragliding with only a bunch of fancy fabric and string to worry about. (could however end with undercarriage failure at some time)

I'd love to go paragliding, even more to get my own licence and rig. I'll hopefully be moving to Newcastle after training at the Police College here in Goulburn so would have a grand spot for it.

 

By the by... has anyone got any links to or pictures of electrically powered paragliders? That'd surely be a good starting point for electric aircraft.

 

Cheers - boingk