K-man

What was running around the back of my mind was to have a bbq fly-in day, maybe with some agents, maybe with some instructors (paid) maybe some level 2s or lame or whatever. Piper actually had a partners programme giving non flying partners the opportunity to land the plane if the pilot was incapacitated. Just a range of activities that add to pilot knowledge and have a good day out. A reasonable charge would pay for those who needed to be paid. Maybe there would be a sponsor.

Just putting it out there.

Rather than tag onto an existing thread I'll throw this one into a separate ring. Following on from the discussion on 29 deaths in 29 months, I saw this on the RAA website and had a quick look.

https://www.raa.asn.au/wp-content/uploads/2014/06/Policy-on-RA-Aus-Safety-Policy-effective-1-April-20151.pdf

When we are discussing incidents and accidents it is always someone else's fault. We are all such great flyers that when something does go wrong it must be the fault of our instructor or maybe even the scope of the instruction was inadequate. Probably, deep down, it has to be RA's fault because they give out the certificates.

So here is the RAA view on safety ...

4.4 Our commitment is to:

a. develop and imbed a safety culture in all our recreational flying activities that recognises the importance and value of effective aviation safety management and acknowledges at all times that safety is paramount;

 

b. etc, etc.

RAA has to be seen to be doing something to make recreational flying safer but short of legislating us all out of the sky it is just not possible for an organisation to do that. We have to take responsibility for our own safety and our own training.

Recently we had a Piper Proficiency Program run at Lilydale and it made me wonder why we couldn't have a similar sort of programme provided by RAA. It would be self funding so no additional charge to members and may even be eligible for government subsidy if promoted correctly.

Does anyone know if it has been tried?

Following on from bull's post #166.It is on the way to being destroyed now.

Regards

 

KP.

Haven't been to Bedourie either. If you stop at Birdsville you can get Mogas at the nearby servo far cheaper than AvGas (assuming Rotax in the Nynja). From there if you choose that way, we flew along the French Line to Mt Dare, across to Finke and up the old rail line to Alice. Either way, have a ball! I'm quite envious already.

So I can't fly in first and then escort a pilot from another plane?I guess that makes sense although for the likes of Narrabri it does seem like a little overkill.

First flight of RV12?

But FWIW, there was a nice RV7 flying out of Tooradin.

Bull, you have one good point. The guys flying aircraft like yours paved the way for what we have now. You see no need to change to bigger and better aircraft and that is fine. There are others here who fly a range of aircraft and others again have moved from rag and tube to plastic fantastic. The beauty of RA is it covers a huge slice of recreational flyers.

I probably wouldn't even be flying if it wasn't for RA. The affordability of RA and the aircraft available was why I elected not to go GA. For me there was no need. If it wasn't for the affordability I wouldn't have flown all over Australia. RA has given me a most enjoyable retirement.

Now you said that in your membership you are paying for people like me to fly into places like Tullamarine. Well, perhaps that's an exaggeration. I think the landing fee would preclude most of us from landing there. But CTA endorsement is very useful if you want to fly down the East coast. Sure you can avoid CTA but that entails flying over some pretty hairy terrain, especially in marginal weather. So now I am getting my endorsement to fly in CTA. By the time I finish it will have cost me about two Grand I'd reckon, with medical, ASIC and having to learn to fly a GA aircraft so I can fly it into controlled airspace to get the endorsement. Your contribution to my coffers as an RAA member ... big ZERO.

But the real question is ... why? Why couldn't RAA have given me a CTA endorsement? The answer is simple. We would have had it years back. It was about to happen when John McCormack turned up and pulled the pin. I have my understanding of why and it pretty much relates to the unprofessional behaviour of a small number of our members. Privileges don't necessarily cost a lot of money to introduce and maintain, but lack of privileges or loss of privileges can be expensive.

I hope you continue to enjoy flying your aircraft as much as I will continue to enjoy flying mine.

A fifteen minute flight to Tooradin for lunch hardly seems notable but a day with cloudless sky is hard to pass up.

Ok.....zulu for all "controlled" areas, no problems there ( locals and internationals meeting )........but 97.8% of us, only putt putt out of that zone, so why zulu. ( 10hr + - ) know all that......can't see the need tho.Camerons corner.........i'm not driven to lap around there, to engage in 2 or more time zones.......there's only 1, Qld time.

You do NOT have to have an ASIC, a lower cost option is an AVID, but your MUST have one or the other for a CASA issued license.

Maybe not quite correct. If you cease to be an RAAus member but still fly GA you still have an operational need and can keep the ASIC.

To all 95.10 flyers who have had enough of this ****,I propose we keep our aircraft fully airworthy and in top condition and also do our taxi runs down our strips on our own properties and Keep our fully licenced and rego,d trailers up to scratch as well ,and NOT PAY RAA anything recind our membership of this QUASI organisation and DARE some of you FAKE GA people running RAA do do anything about it. Try doing that to car collecters that keep cars in very good condition and drive them on private property without having to belong to ANY organisation also the no LEGAL requirements to do so ,and see how much that will cost RAA to have an INSPECTOR on every 10 square miles of private property in AUSTRALIA to ensure that during one of our fast taxi runs our WHEELS accidentily leave the ground, and the costs of PERCECUTING said 95.10 COLLECTERS for breaching their monopoly[as in the ONLY way} RULES................................

I passed my GFPT back in 1998 and I also have an RAA pilot cert with X country TW, HP blah blah. I have not as yet applied for an RPL purely because of this need to apply for an ASIC.

Unless you are an RAAus member you cannot get an ASIC if you don't have an ARN and a current medical regardless of your license type.

I needed an ASIC for my RPL. RA had the application form and the charge, $160 on the RAA website. Thought that was fair seeing that CASA were asking $200 for theirs. A week later I get my application back asking for another $40 dollars. Then I had to wait for the ASIC to arrive before I could apply for the RPL. If I had gone to CASA in the first place I needn't have waited because the application itself is enough to start the processing and the cost was the same anyway. Not happy Jan!

Here's the RAA form, still asking for $160.

http://www.raa.asn.au/wp-content/uploads/2012/02/Application-for-RA-Aus-issued-ASIC-180412.pdf

Do you have a reference for this other reason for burping? If the oil is just at the bottom of the flat on the dip stick I don't bother burping because the level is only going to go up. I have never done any damage but I would be interested to know if I need to change my routine.

http://aviation.stackexchange.com/questions/8662/why-rotax-912-burps-the-tank

This one is more what I was getting at. I'd forgotten the term 'hydraulic lock'. Apparently not common but if there is oil or even fuel in the cylinder you will feel the resistance as you wind.

http://forums.matronics.com/viewtopic.php?p=321023

If the oil level is on the flat to start I won't wind 'til it burps but I will still wind a few turns to feel everything is right.

Rotax service manual recommends that the oil level be maintained at half to 3/4 on the oil dipstick.

The oil level in the oil tank should be between the two marks (max./min.) on the oil dipstick, but must never fall below the min. mark. See Service Bulletin SB-912-040, "Introduction of a new oil dipstick", latest issue.

http://www.flyrotax.com/portaldata/5/dokus/d01996.pdf

During standard engine operation, the oil level should be mid-way between the max. and min. marks, as at higher oil level (over servicing), oil will escape via the venting passage see also SI-27-1997, “oil level check“, latest issue. Difference between “max.“ and “min“. - mark = 0,45 l (0.95 liq.pt)

OKTA OCTA Whats the difference? There is one, you know.

I'm curious about why there can't be a standard format while still using plain English. That's what the translation programs do. Why can't a presentation like that be used , and the die-hards can translate it back into the jargon .My understanding of the coding is that it was needed 50 years ago with telegrams, and has been continued too long.

 

I appreciated Nathan Cornwell's well-argued defence of the code stuff but the choice does not have to be between code and chaos. In the meantime, I reckon that there is enough to do in a flight plan without adding a decode job, and I really appreciate the translator program on this site.

So, not a mech eng at all but.....can you buy or make on a mill real quick, a small metal cube with threads cut 90degrees apart to take the now broken in two rod (after you cut the bent portion away) ....I doubt the weight gain would be heaps and add a locking nut, or loctite probably end up with something that achieves the same outcome but wont crack....that said if its at the very end of the aircraft each gram added has a multiplier effect to offset up the frontAndy

Hi K-Man, thanks for your post - can you tell me who gave you this advice? Was it Rotax/LAME?

It was my understanding the 'burping' was just to pump any remaining oil from the engine to the reservoir to accurately check the oil level. I didn't think there was any need to burp except when checking oil levels. Is there another reason to burp?

I just got an email from AvMap offering to trade the EKP IV for the EPK V for 150 Euros. My question is, has anyone changed from the IV to the V? Does it fit the same cutout (the unit is smaller but there is a cradle available), is the remote aerial connection the same, can we transfer existing data and how similar is the operation?

Hi everyone. I have around 65 hours in PA28s and C172s from early to mid 1990s. Got RPPL then half way through PPL before running out of $. Then life got in the way, and I haven't been flying in way too long. I'm interested in keeping up with aviation and RA-Aus seems to be the best spot for me to aim. I'm inner north-west Melbourne based. While I want to start training and flying again, that's not going to happen for a while (renovation, kids, etc). But I'd love to go for a flight with someone if that's possible?!

I'm not sure whether the old RPPL is still recognised but if possible I wouldn't waste your previous training. I would go straight for the RPL and then apply for the RA certificate. That gives you more options down the track.

I run AvPlan and my wife runs OzRunways. Both do a great job as far as I can see.