NT5224

Yeah, I'm just renewing now, and fees are up. So much for being shareholders of the new company, it seems to me like we're the customers to be fleeced :(

Guys It wasn't my intention to hijack this thread about Sport Pilot magazine and steer it over the contentious terrain of electronic navigation. It was just an observation of how people have moved from paper paps to GPS and tablets (I read in sport pilot somewhere that upward of 80% of rec pilots now use them -I certainly do), and yet we are on the whole reluctant to swap our paper magazines for e-readers. But on the issue of electronic navigation aids, I always carry paper maps as back up, rather than additional electronic devices. So cross country I fly with Tablet (OzRunways), my cockpit mounted GPS and paper maps. Flight planning I plot my routes onto the maps prior to departure -and I'm pretty good at reading the terrain or flying to a bearing if I had failure of systems one and two. So I reckon map and whirly wheel training still relevant and essential, but agree with SDQDI that perhaps some elements of electronic navigation could be introduced into the syllabus ( if they aren't already there). Alan

Interesting discussion. Like many members here, I very much prefer a paper magazine, just for the feel of the feel of the thing and to get me away from a screen when we seem to spend all day looking at them. So I paid my subscription and took the hit, although I might defect to a rival publication that i consider of superior quality before signing up again. But here's an observation. Many of us on here wail about the transition from paper magazine to online, but how many of us have happily transited from paper maps to OzRunways and Avplan or the equivalent as a primary navigation aid? (Of course with paper backups). So we've made the choice to squint at iPad screens anyway....

I always wanted to fly. My Dad is a lifelong aviation enthusiast and he is my inspiration. Dad would tell me about a relo of ours who was one of the early pioneers of flight in UK and well known for founding an aviation company and some classic aircraft. As a radio/ avionics engineer Dad himself flew into Berlin during the airlift, and would tell me of his youthful adventures in Lancasters and Mosquitos. I read WE Johns avidly as a lad, but learning to fly remained an unacheived dream: Life went in a very different direction. Then one day about 13 years ago we were visiting down south on Melbourne cup day. My wife and I were sat in a park and a little plane was sky writing overhead. My wife saw me looking up and said, "just do it. Learn to fly, don't wait, do it now". The next day made a few phone calls and discovered the AUF, and that flying doesn't have to break the bank. So a big thanks to the AUF for making a dream come true.

Ok So 807 of registered members vote in support of the resolution and 8000+ do not. So we adopt the resolution. Makes sense to me

Hi folks, I reckon this vote was very important for the organisation and although currently overseas I cast mine by proxy, as I expect most members would have needed to. I wasn't straightforward. I had to download the form print it out, sign it and scan it and send it back... No wonder participation was low! Maybe if the board had considered that most members don't live in Canberra, and made voting simpler there might have been greater participation and a better sense of what the membership want from their organisation Alan

Hiya folks I started this thread about a month ago and was pleased at the responses and discussion it stimulated. Anyway I am now back home, having flown across Australia without an ASIC card and wanted to feed back on my experiences in case anybody else finds themselves in a similar situation. Ok, just to start this I want to say I have no gripe with ASIC in principal, If I could just hand over the dollars and get one I would. But I have some very legitimate reasons why I can't get one -nothing illegal I hasten to add! I'm just a guy who falls through the cracks. So obviously I made the flight Ok. I never hid the fact that I didn't have an ASIC, and nobody I intacted with had a problem with that. Obviously ASIC is something that people on working airfields around the country have imposed upon them from above, and there is no real passion to enforce it. I was told that a lot of private outback flyers don't have an ASIC, but as a stranger travelling cross country it would have been more comfortable to have had one. So folks if you can get one, please do, but for all those who helped me along the way, a big thanks. Actually a bigger challenge I faced was some airfields being locked for the weekend. Quite by chance I was flying over a weekend and so learned this. Nobody mentions this in flight training, ( although I did my training before the whole ASIC thing, when the fences went up). It was bloody hot in Central Australia when I flew into one airfield to refuel and found that there was no drinking water airside. Why don't all airfields in hot climates have drinking water for pilots airside? I was that thirsty I had to fly to another airfield simply to get a drink of water and fill my water bottles. It was a pretty miserable experience. So my conclusion it's obviously better to travel with ASIC, but if you don't it's better to go during the week, when there are people around and airfields are unlocked during working hours. Cheers Alan

About a month ago there was a thead in another international forum about what aviation activity was on peoples' bucket lists. I immediately responded 'fly the Morning Glory'. Most of the other forum members (in the states) didn't know what I was writing about. I posted some links to pictures and it aroused some stateside/Canadian interest. I lived down south in that Gulf country for a couple of years and saw several Morning Glories. It is really spectatcular. The wave fronts can extend hundreds of kilometres. I vowed to go back one day and examine from the air. So that's the big trip. Down to the Gulf, up Cape York and hopping through the Torres Strait, taking in the Morning Glory along the way if we can. Alan

Bexrbetter is right. Many of the current RA fleet come up against the MTOW when fully loaded and fuelled. Some types on the RA register are manufacturer rated well above 600 MTOW. The Jab 430 is rated to about 700kg I believe, so the 230 could potentially be similar. My own Murphy Rebel is rated to 750 kg MTOW, although my RA registration limits me to take off at less than 600kg. So if RAA MTOW was revised upwards to 750 kg it would make flying my plane much easier and much safer. Capping operations at 600 kg means that people may need to reduce the amount of fuel they carry on a cross country flight to comply with regs.

My own experience is that the wet season weather is often less unpredictable than it seems. A common pattern is for a clear morning and then build up leading to an afternoon storm. Heavy cloud formations and low pressure fronts are usually observable in the met data, so it's imperative to check weather conditions, but local flights are possible- you can see some amazing things even on short flight in the Top End. Some of our best flying can be had at this time of year. As facthunter says, fewer thermals and often quite still conditions. Dry season tends to be windier. Another early Dry season hazard (which is much less of an issue down south) is smoke. I have abandoned several flights because I couldn't see the ground! Having said all the above, not sure what to make of the 'wet' this year. It's not really happened yet, only one brief monsoon before Christmas. Cheers Alan

A fascinating thread with many insightful observations and suggestions. As many here have already said, rising costs in housing, energy and change in the postwar (baby boom) culture of financed retirement may have big implications for future aircraft ownership and participation in recreational flying. Also the growing regulation of recreational flying and aircraft maintenance. Some commentators here have alluded to a possible decline in flying clubs, -but what about the prospect of clubs being strengthened? One thing I notice about younger folks today is they have an positive attitude to 'sharing', be it sharing music files, movies, information, couch surfing, car pooling and the like. I guess a few years back 'ownership' was seen as a yardstick of success ( eg home ownership, or that first car), but I wonder if those values are still as entrenched? I hear it is increasingly common for urban folks to rent cars when they need them, rather than own them and carry all annual costs. Sadly some of these changes are driven because it is getting costlier and more competitive to get homes, jobs etc... So assuming that people still want to fly, I would imagine that syndicates and clubs would become important avenues for access to aircraft and flying. Many flying clubs already use Goboko online bookings, how long until somebody dreams up a flight/ aircraft sharing system similar to Uber or Rideshare? So ladies and gents, we should enjoy the privilege of owning our personal Jabirus, Thrusters, Drifters, Tecnams etc... I wonder if this may become harder for future generations, but on the plus side this change may strengthen some of the social and institutional aspects of recreational flying. Just some thoughts Cheers Alan

Interested to see the hornets nest this thread has stirred.... But pleased many respondents seem to think the flight might be possible. I'll definitely ring ahead to check security situation and availability of fuel and other necessaries. Don't want to get on the wrong side of the authorities! cheers Alan

Kevin Sent you a message

Hi Robbo: Thanks for your response. Good to know the trip should be possible with adequate planning: To cover periods of overseas work/residence ASIC applicants need to provide police reports from those countries: Unfortunately in some cases that is simply not possible.

Hi folks! I'm a low hours flyer excitedly contemplating a cross-country flight to bring my first, newly purchased (RAA registered) aircraft home. However, I don't have an ASIC card and unfortunately struggle to meet the criteria for getting one owing to my employment/residential history over the last decade. I'd like to ask more experienced aviators how realistic would it be to plan and execute a flight hopping between minor or private airstrips -given the need for fuel, and the occasional meal along the way... I would be happy to roll a swag out under the wing at night :) Would be flying from South East Queensland up to the Top End. All advice, suggestions welcome Alan

Thanks guys, I've heard some positive feedback from sources so am moving onto a pre-purchase inspection and hope to view the aircraft myself next week! Cheers Alan

Hi folks. Me again. What do people think of the Murphy Rebel? Its not a type that I had previously heard of, but it seems to tick all the boxes... metal construction, rugged bush design, STOL, good lift capacity. Also, would I face any particular problems getting somebody to maintain a Rotec radial? They aren't that common and so I'm wondering about parts availability and service costs as compared other engines such as the trusty Rotax.. What is the Rotec reputation like as an aviation engine? For some reason I think radials may be a little more tempremental than more regular engine designs... Cheers Alan

G'day SDQDI Thanks for the pointers. Would be very interested to view a hornet as it is one of the types of STOL bush aircraft we are considering -Just, Hornet and Cub. My boss prefers side by side while I favour tandem but am open to be convinced. It's just so hard to view these types up north -not many around. Any idea how I might arrange to get a look at the plane? Are you the owner? Would there be a convenient time soon? We are down south visiting relatives for two weeks until 23 rd Cheers Alan

Hi folks Currently down in Hobart on a visit from the Top End. We are interested to have a look over any cub style aircraft hangered in Tassie while we are here -since there are none back home. We are thinking of ordering one but wish to check out the cockpit and general layout first. So any tandem Cubs around? Savage cub cruiser or similar would be ideal Many thanks Alan

G'Day folks! Hoping somebody can help me with this. Tail draggers handle rather differently to tricycle gear aircraft on the ground , and one thing I've noticed is the response to steering inputs. Never ground-looped myself, but I've seen plenty of clips of it happening. So can anybody tell me whether those big bush tyres would likely improve or degrade directional stability on the run up and roll out on a tail dragger? Thanks Alan

Hiya Marty 230's a nice bird to fly -very forgiving and excellent touring performance. But possibly not the thing for 'bush flying' if you want to get across the NT back country. Flies fast, but lands fast too. And the shopping trolley undercarriage is not ideal for the rough. Somebody above mentioned Savannah or Fox...I'm going the Cub route. I live out out between Adelaide River and Daly River and do my check flights at MKT. Its a great club. Welcome to the forum. Good to see other Top Enders here

Hi folks I'm curious to know whether many aviators' partners are inspired to also get their wings? Wives, husbands or significant others? Can anybody offer an insight into this? I myself haven't met too many couples where both partners fly and I'm wondering whether this is impression is true of the wider community? Of course we all chuckle at references to AIDS (Aviation Induced Divorce Syndrome), but what's the reality..? So are there many on here part of a couple who both fly? Cheers Alan

"Alan The main question, is most of your flying short close trip? Depending on the distance of your trips do you need a slow one or fast one? You mentioned you live on a property if that is the case you do your stock water runs by air. If it is short trips around the bush, the trusty Lightwing tail dragger would be worth considering, they are safe and solid, and they are a joy to fly. Regards Keith Page" Keith have given lots of thought to speed vrs shortfield ability. Of course we'd love to tour with our aircraft -making a low performance rag and tuber impractical- but at the end of the day being able to fly from home will be a deal breaker. I love the Jab 230 performance , but that plastic fantastic lands too fast. We are fortunate to live in some very beautiful country so there's lots of nice spots to access locally if we can put down on rough strips, paddocks and beaches. I have a strong preference for tail dragging (generally sturdier undercarriage) but when I flew Lightwings some years ago I wasn't particularly inspired. It was a great aircraft, easy to fly and tough, but I'm not sure it had that 'wow' factor I'd want if I'm gonna part with a big chunk of money. Also I think I'd prefer something a little faster with flaps, and as I mentioned above I have a (maybe illogical) preference for tandem seating arrangements. We don't run cattle so the aircraft won't do stockwork, but might do some firespotting. Cheers Alan

Thanks to all for the useful comments..... Good point on the state of the market for used recreational aircraft, and advantages of buying a good used one. I've been scrutinising the classifieds of the RAA magazine for years now... Yes the 'sensible' thing would be to go for a good pre-loved aircraft. Trouble is -and its maybe a heart over head thing - I've always liked those tandem Cub-based designs. I was thinking about an Eastern European Zlin (Savage) Cub, which, with hardened undercarriage, tundra tyres and dual controls prices about the same as a Jab 230, but will fly from my home and put down on beaches and paddocks. The Jabiru is awesome, more bang for your buck and higher performance all round , but won't fly off our home strip. Ironically -going back to my original post, the Cub is itself slow and rag and tube, but that's not all bad for the Top End . If I could find something like that in the used markets I would grab it quick. If I was to buy new, unlikely that I would ever sell (at least until I get too old to fly) so for me depreciation is less of a concern. Wish I liked the way the Savannah STOL looked, but unfortunately I don't. What I gather from your posts, if we bought a old used Drifter or Thruster cheaply as an interim we would struggle to sell it on, so I'm sensing that its better to pay more for a more suitable aircraft that we're gonna keep... (whatever that may be) . Correct? Cheers Alan