DonRamsay

This is a case of short term pain but long term real gain. Jabiru will be forced to improve the reliability of all Jab engines. I just hope they have the financial reserves to do that and stay in business. It would be a disaster for aviation in Australia iJab were to go under. I wonder if it will force a jab to take up the Camit improvements to get a quick result to meet CASA requirements. How will Jabiru sell a single aircraft while this hangs over their head? They must have known it was coming. Perhaps finally we'll be able to buy a Jab with Rotax engine as a factory build?

Perhaps we just did?

I think they do have a choice as to whether they grant permission for you to land. If they put "PPR" in ERSA you are trespassing if you enter their property without permission. A precondition of entry is rego and email, agreement to pay the landing fee, etc. Why would they need to do that? Surely it is only a minority of RA-Aus members who cheat on landing fees? Not difficult I presume. However, there would need to be a reason to do it. Perhaps a negotiation could get the light weight of RA-Aus aircraft recognised and the fee to RA set a lot lower than GA (50% off?). A bad decision by CASA does not warrant the same bad decision being made by RA-Aus. Trouble is the Government often does not have to obey the laws it sets for everybody else and nobody can challenge them because the Government has the deepest of deep pockets and money to burn to prove a point. Yes, along the lines of my negotiation suggestion above. You don't just give away something for nothing. If you are looking after your members best interest you get something for something. Eliminate not just the inequity for the airport operator but the inequity for the RA-Aus aircraft operator as well. Andy Saywell, please note the above if anyone suggests RA-Aus pass rego info to Airport Operators or their agents.

True. But it is up to the Biller to know who they are doing business with not a third party. That just might be harsh and unconscionable conduct on the part of the Board. Not sure they can act in that way and maintain their duty as a Director. They should get legal advice before attempting to step into somebody else's contract. An airport operator could have an employee join RA-Aus. As a member you are at liberty to view any record maintained by RA-Aus (according to the Constitution). There could always be privacy issues that the Constitution does not overrule. Not a simple matter and one in which RA-Aus is between a rock and a hard place. Needs to tread very carefully to avoid breaching the law.

And then with Mode S and ADSB they won't need cameras.

To be fair to CASA, they have been looking for this revision from RA-Aus for several years and RA-Aus has been the major delay. It is a great compliment to Ops Manager Jill (and her equally new team) in her short time in the job that she has brought this project to fruition quickly. The new system for review and update should also be applauded.

Of course we know you meant Sling (TAF) not Sting (TL Ultralight). A Sling was flown at 1100 kg takeoff weight from Africa to South America non-stop (23 hours!). While I might not want to buy that particular one 2nd hand it does give an indication that it is a pretty strong aircraft. Yes, it can be registered at 700 kg in the right category. The J230 as a J430 is registered VH at 750 kg. This is the opposite to some European lightweights that were designed for their 450/472.5 kg MTOW rule. These aircraft are then stretched to reach 54o kg or something approaching the 600 kg MTOW maximum for RA.

The issue of invoicing the wrong aircraft can come about by unscrupulous pilots using a call sign not their own when landing. Some attempt to dodge the issue by not using their radio at all. Both unwise as well as not lawful or ethical. But, RA-Aus is not responsible for such behaviour by individuals who may be members. Again, if the airport operator is concerned about the practice, it is up to them to improve the effectiveness of their commercial systems and not RA-Aus.

Not possible without the agreement of every single member. Not just a majority Board decision. RA-Aus would be stepping in between two other parties contract. Bad idea without permission, however "nice to do" it might seem to be.

I agree 100% for the reasons others have detailed above. Certainly not something I would ever advocate being done. I also strongly agree with RA-Aus thinking on why they have stopped forwarding bills to members. If anything, Andy has probably understated the cost to RA-Aus of doing forwarding invoices. I would put the cost as more than $20 to receive the invoice, register its receipt, look up the members details, re-address and forward on the invoice. There is no way I can think of that RA-Aus can be sued for the actions or inactions of its members in the same way that members cannot be sued for actions or inactions of RA-Aus - these are different legal identities and RA-Aus in this case is a third party to a debt between a member in their own right and an airport operator. I do advocate paying landing fees. It would be nice if all aircraft operators recognised the low impact of a 600kg aircraft compared with much heavier GA aircraft but airport operators are free to set their fees. We can accept their fee structure and land at their airport or reject and go somewhere else. No different to any other normal business situation. If you land at an airport you have formed a contract. The airport operator offers their runway facility for a price (consideration) and you accept their offer. The moment the rubber hits the tarmac you have a debt. But, it is a commercial matter between the parties to that contract and RA-Aus has no business being involved in any way. It is up to airport operators to develop cost-efficient billing and collection systems as is the case for every business in the world. The airport operator can't blame RA-Aus because the airport operator has ineffective commercial systems. As an example, Wyong Shire Council decided that it wanted to manage, inter alia, collection of airport fees at YWVA. They had one of their employees attend the airport and note the registration details of each aircraft as it landed. Hardly an efficient system but that is up to the WSC and other airport operators as to how they manage their commercial relationships and not RA-Aus. There are a great number of good reasons, many listed above, why privacy must be respected.

My expectation is that GA are not required to have underwing ID and RA should not be regulated MORE than GA. So, logically at least, underwing numbers are now a thing of the past. I would be extremely surprised if they were required by the new revision of the Tech Manual.

Better not to discuss in front of a Board Member :-) especially as I'm hoping to find one in my Christmas stocking. Put it this way, it might be wise to specify the EFI Rotax and an inflight variable pitch prop so you don't need much fuel on board. Trouble with those options is that they add another 15 kg. WHat this aircraft really shows up is the stupidity of limiting Recreational Aviation and LSA to a weight. The restriction only needs to be one pax and a modest stall speed in the landing config. Targeting MTOW means aircraft safety is built down to a weight. The Sling is built like a Sherman Tank compared to most LSA. There is a weight penalty but one I'd be prepared to work with for the benefit of a proper aircraft. This is an aircraft built to GA standards. They are going to be around for a very long time because they are built so well. In my 'umble opinion . . .

The Sierra is ideal as an early ab initio trainer. Visibility forwards and down in the circuit especially in turns is excellent. Gentle handling characteristics give the new student confidence and the float in ground effect ensures even a novice can have smooth touchdowns. Once they get the hang of it promote to a J160 an aircraft that has to be flown all the time. The high wing hides the runway on turn onto final and you need to work hard in the event of any cross wind. And of course being a Jab you are likely to get a realistic experience of an EFATO

I think there is also something going on about whether RA-Aus should assist airports levy landing fees on RA-Aus registered aircraft. A current register with names of registered owners could be interesting to airport operators.

I may have had reservations about the way it was put together - no NPRM - but the way the new manual has been released is a credit to Jill and the Board. When I was on the Board the prevailing thought was that the new manual be printed and posted to all 10,000 of us. The cost of that would have been in the hundreds of thousands and I argued strongly against doing that. Well done this Board for their overt common sense approach to distribution.

Thanks Nev. I didn't know that. It stands to reason that it couldn't have got through without McCormick's express approval but not obvious it was his idea. But it does fit with his early action to stop all advances in RA. It seems we were very close to get a MTOW increase just before he became Director and also transit through CTA.

The South Africans who flew a Rotax engined Sling around the world did Cape Town to Rio de Janeiro in one hop! Carried a little extra fuel to cover the 23 hour non-stop flight. Goodness knows how they got the approval to do it. Or perhaps they just asked for forgiveness. Could you imagine the look on the face of the CASA-type person ramp checking them on arrival at Rio?

I hope it is not a coincidence but the start of a large culture shift a shift of paradigm proportions. My main concern is the new Director has very little experience in the world of business. Can't question his aviation credentials. Aviation (incl medical) standards for combat are an awful lot higher than old farts need to maintain in single engined light aircraft pottering around in Class G. I hope he can distinguish those different levels of risk. The last Director had commercial experience but that didn't do us any good. I wonder how being an airliner Captain with one employee fits you out to be the Chief Executive of a bureaucracy the size of CASA? At least the new Director has experience of managing and motivating men and, from what you say Dazza, was good at it. I don't envy Skidmore of the massive challenge he faces and do wish him all the luck in the world (except for that of the Irish).

Lost all faith in Av Med when they perverted the concept of Drivers Licence Medical and made it more difficult than a Class 2. A Claytons DL Medical. Quoting myself "Choke riddance" - got to love iPhone editor! Should have been "Good riddance" of course. Not really interested in choking anyone, not even an AvMed official.

This resignation could not have been one day too soon. Choke riddance. Hopefully this is the beginning of a clean out of the deadwood from CASA. McCormick was. Good start and this one is very welcome. He completely defeated the concept of a Drivers Licence medical and made it more expensive and onerous than a Class 2. Long may be rot in obscurity. Anyone like to know how deep down I really feel about Av Med?

Age is only a guide. Capability is the test at any age. My great wish is that I am wise enough to recognise when it is time to give it away. Like others, I know a 79 yo who should not be flying and an 81 yo who is building another aircraft and flies well. I stopped riding motorcycles when I was about 25 as I wanted to make 30. I started again at 47 and kept going until a couple of years ago mainly because I was spending all my spare time on aviation and the bike was going to waste. I will not go back to riding (even a push bike) as it is a risk I do not need to take any more. Flying is for me much safer and more rewarding.

Wash my mouth out! I was listening so hard for the engine I didn't hear Queen just interference.

Would have been nice to hear the engine in that video rather than the crap music :-).

There is a Viking engined aircraft just about ready for its first flight from Cessnock. I'll post more when I hear how that goes. Only comment I'd make at this stage is that the cowling doesn't look to slippery (aerodynamics of a rounded off brick). I don't know if this is because of the shape of the engine or the way it has been installed.

A couple of weeks back I shouted myself a flight with an instructor out of Caboolture. An hour or so over Bribie Is in the Sling made for a magic afternoon. If it looks good, and it is, it flies great! It feels solid as a rock in the air. Handles brilliantly whether you want slow and steady (as I do) or fast and exciting. Instructor John was brilliant. Funny bloke with a great teaching manner and some great insights. It was a real pleasure and a fun learning experience. Do yourself a favour and give it a go. They have another one at Caloundra if that's closer to you.