NT5224

Just read the outcome of the RAA board elections. I voted and although my selected candidate placed as an 'also ran' I'd like to offer congrats to the blokes who made it in and wish them well in their roles. Must admit I voted against the proposed changes to our organisation last year but am giving the new board benefit of the doubt despite my initial reservations. What do you blokes make of the shiny new-look RAA so far? Any reflections on how we're traveling nearly 18 months in? Alan

Just out of interest, what types of aircraft have you had into your 450 metre strip? Anything GA?

Last weekend my wife and I flew over to Wildman River resort for lunch. There was a young Cessna driver just getting ready to leave back to Darwin and pick up some tourists when we pulled in. She came over to us to ask about the Rebel and kindly said she'd much rather be herding it than the 172. A tasty lunch and a quick flight over the Kakadu wetlands. That afternoon was back home plastering the kitchen.

Hi folks I'm just wondering whether anybody on here uses their aircraft for a daily commute to work, and if so whether there are any particular challenges or considerations I should be made aware of... My wife and I both work in Darwin which is a two hour drive from our home ( just too far to drive daily) while only about a 40 minute flight. We are wondering whether (if it becomes possible for RAA to navigate Controlled Airspace), we should fly in for two or three days a week. I've been thinking about fuel, landing fees, parking charges ( both aircraft and car) and of course the problems of getting caught out by bad weather and having to overnight in town or drive home. Here in the Top End, certain times of year make for very unpredictable flying conditions and so there would always need to be a plan B. But whatever way we look at it, the numbers seem to suggest it would make financial sense to fly in a few days rather than continue renting a property in town (which is what we currently do). Anyway, am I overlooking something obvious here? Anybody have practical experience of commuting to work in their aircraft? Comments? Cheers Alan

Hi folks In a recent circular Jill Bailey was named as acting CEO. In the past I have spoken with her couple of times and she was most helpful. Anybody know what's the status of the former bloke in the role? Is he on a break, unwell or no longer with the organisation? Just curious, because I thought he was doing a good job too. Cheers Alan

Errr, I think they weigh a little more than an extra kilo or two, more like 30kgs for both. But yes i guess its all to pretty close to the C of G. My aircraft has had the battery mounted down the back of the fuselage to offset the weight of the Rotec motor, and if I need a heavier tailwheel assembly that will help balance it out too. The extra weight will obviously subtract from my usable payload under RAA 600kg MTOW, but if the much discussed increase is approved by CASA, I might be able to re-register the Rebel at something closer to its design MTOW. I'm watching how things develop with interest.

Hi folks I fly a 19 registered aircraft (but am not the builder) and want to upgrade my rubber. This will obviously change the weight and balance of the aircraft, the aerodynamic performance as well as ground handling. Does anybody know how this will be handled by RAA in terms of getting the modifications registered and the aircraft certified and approved for flight? I want to keep everything legal. I would get my local GA maintenance facility to do the installation, would their weight and balance and engineering signoff be enough? Also what about test flying? Could I do that myself? Overseas my aircraft type is commonly equipped with the bush tyres I want, and can be supplied in kit form with them, so there is no doubt that they fly OK. If anybody's done this modification, I'd love to hear from you. Cheers Alan

Hi Tim Great little film... love the character who sells you the Red Devil. Stoned and hungover on arrival. Clearly needs to brush up on his 'Human Factors'! ;) I think your music was awesome. Did you use some kind of arranger keyboard to do the score? The strings sounded very authentic. Alan

I'm gonna wade back in here. I have two points to make. Another handling difference I found between the c172 and the lighter J 400 (or similar plastic fantastic) is sensitivity in cross winds or turbulence. You feel every breath of breeze and every zephyr in a Jab, while the metal 172 is much more comfortable and stable to fly. So if you're planning on flying a jab across the inland in summer, you're either going to have to time legs to cooler morning and afternoon, or stick to over 5000 ft, otherwise the buffeting gets really hard. I personally find this much less of a problem in a heavier 172. Likewise I have found the heavier aircraft much less sensitive to crosswinds on takeoff and landing. It makes a difference. My second point is this: I reckon Possum1 has an awesome profile pic. That's REAL flying! ;)

Litespeed. Thanks for that. I never realised the C172 is only rated to 30kg more payload than the Jab! I've flown both and it feels like the C172 would have better payload performance...But you make a good point about having to carry more of that load as fuel in the 172.. Never thought of that! Apologies for taking thread off topic Cheers Alan

OK, you got me interested here. Whats the range in a J 430 with four up? I've flown the J 230 and wondered how it would perform with four fat blokes and full tanks. Whats its MTOW when rego'd VH? And how does it fly at that MTOW? Very curious to know. cheers Alan

Hi aplund Congratulations on your PPL! I gotta say I really enjoyed reading your account of your progress to PPL and flight test. It made compelling reading. I recall your thread some months ago describing how your flight school went bust, and I remember thinking that you were left in a really difficult situation. Its really inspiring to know you came back from that setback and have completed you PPL. Transitioning between flight schools can be tough. If funds are a constraint then as somebody suggested above, flying with RAA might be a slightly cheaper alternative to continuing along the GA path, particularly if you're interested to actually own an aircraft. But that depends if you can get by with a single passenger and aren't fussed about flying in controlled airspace. Why not go for a trial flight in one? best of luck Alan

Does anybody on here take their dog flying? I don't own a dog but hope to soon get my first pup. I have no idea if this idea is dumb or illegal, so I'm gauging opinions. I ask because I've seen pilots land and their best mate come happily bouncing out once the hatch opens, and happily bounce back in when it's time to leave again. I'm not certain, but don't think those dogs were confined to cages within the cabin.... Another thing that makes me wonder about flying with dogs is I'm pretty sure I've seen special noise reduction ear muffs (headsets) designed for certain breeds of dogs. Anybody take their dog up? If so, what are the cockpit arrangements? If you don't want to reply on the forum pm me Cheers Alan

I started a thread on ASIC last year. I couldn't and still can't get it. My policy is to steer clear of airfields requiring ASIC. Up in the Top End it works for me. Cheers Alan

Congratulations Ian, This site has been my window onto the world of aviation, particularly when I'm away at work in foreign parts -and can't actually fly. In terms of practical information, guidance and aviation knowledge I'm not surprised you're scoring ahead of the RAA site. The integration of GA and Rec flyers and their knowledge is also really useful. Thanks so much for your efforts and persistence with the site. Another daily visitor here. Cheers Alan

That actually makes a lot of sense to me...Now assuming he was a REAL bush pilot and flying a taildragger, what would he do?

Ok guess I should cut the whinging now. After sending an email -with screen shot of my test result-to RAA I have finally received the notification email with incorrect questions listed. The long awaited little green tick. So all ends well. But perhaps some room for fine tuning of online training packages...? Cheers Alan

So four days in from my test, still no sign of a little green tick, no communication from RAA or feedback on whether I passed, or which 4 questions I erred on. Today I emailed RAA attaching a screen shot of my 46/50 score and their invitation to retake the test -asking them to decode what it all means. Reading this thread the system clearly works well for some and less well for others...... Intriguing. Cheers Alan

Actually, I'm not absolutely certain on the lockwire... After consulting the specified sources I put it at 6-8, but might have got that question wrong. No way of knowing with the feedback you receive...

OK now you blokes have got me worried... I didn't notice a green tick next to my score. Would it be so difficult to throw up a screen at the end saying that the examinee had achieved the pass-mark and an indication of what is happen next? I have done a few of these online training packages with my work and usually you get a definitive report of your outcome immediately. For example, something like a StJohns Ambo's course actually provides you with an automatic certificate. Not wanting to whinge, but given the expense RAA has gone to set up this training resource, would it have been so difficult to ensure a clearer outcome after the individual has invested an hour or two in going through it? Other than that grumble, I actually found the course quite informative and now know how many turns to put on an inch of lockwire Cheers Alan

So just spent some time this arvo doing the L1 online course and I'm left baffled. Apparently I scored 46/50. Does that mean I pass? I assume so, but if that is true why doesn't it tell me that and why am I invited to attempt the test again...? I honestly don't understand the outcome of this test. Bizarre.

Great thread, really useful Don't forget the Dundee Lodge in the Top End.

Partly due to reading this thread i went and hired 'motorkite dreaming' to watch over Christmas. Gotta admit i enjoyed the show and the fabulous aerial footage of outback Australia. I made a similar length solo flight earlier this year bringing my bird home to the Top End -and the antics of those lads has certainly inspired me (and my wife) to further exploratory flights. So in that sense the film was wonderful. But yes, the film featured some pretty reckless flying. The shots of the lads flying in convoy with the ground team were picturesque, but do trikes operate to the same 500ft minimum altitude regs as three axis? I was also nervous at the lads' first takeoff (in formation). The two trikes couldn't have been separated by more than a couple of metres, and who here hasn't experienced a little wobble on takeoff, especially when opening the throttle, or feeling a crosswind gust? And I reckon running out of fuel on a cross-country flight in the bush is inexcusable... Of course old mate's effort to take off two up through that thick scrub was bound to end in disaster! But I reckon the craziest antic was taxiing into Kintore along a public road at night... I struggle to understand how the cops let them pass.... But here's the thing. I enjoyed the show, and I gotta wonder if the footage was very cleverly shot and edited to given an impression of recklessness and adventure along the way? You notice it as much in the footage of the 'support crew', with nearly every depiction of the ladies barrowing along full pelt through mud and distinctly average conditions... They never would have completed the journey in one piece if they'd been driving like that the whole way... Endless checklists, preflight inspections and lengthy sessions on the E6B would not make for thrilling TV. One point in which the show scored high for me was the lads giving rides to some of the locals. In fact, I think the whole concept of tying up the journey with recognition of indigenous culture worked rather well, and revisited the 'songlines' from an interesting new angle. That won me over. Would I want to fly with one of them blokes? Nup. Did I enjoy enjoy the show? Yes I did. Should RAA throw the book at them? Given the clever editing of footage it might be quite difficult to demonstrate what did or didn't happen along the way....

Hi Alex See the positive in your situation. Sometimes a change in instructor is just what you need to move you onto the next level... That was certainly the case with my own flight training. I agree with earlier comments that a variety of instructors and aircraft broaden your aviation experience and should help you become a more confident and competent aviator. Is it possible for you to complete your X-country at another airfield/flight school? I don't see why that would be a problem, for you or your current instructor. It actually isn't as much as a set back as you might think... Just make sure your signed off on what you've done with the current bloke. Good luck Alan

I agree with rhtrudder above. I always went first to classified section of Sport Pilot first. My favourite articles in other aviation magazines are often flight test reviews of different aircraft, something that Sport Pilot very infrequently publishes. And yes, I appreciate reading trip reports by other recreational pilots. If reader contributed content is drying up, is that an indicator of malaise or something else? Back in the days before the slick 'Sport Pilot' format, magazine production values were low -but I seem to remember it was dominated by member contributions. Having said the above I do appreciate Sport Pilot, I think its now got great production values and have consistently subscribed to receive a hardcopy. Cheers Alan