mnewbery

@fly_tornado, your point has merit. See below:

https://www.msn.com/en-us/news/world/the-new-iron-curtain-russian-missile-defense-challenges-us-air-power/ar-BBSDkjR

The russian S-400 missile system is deployed in and near Syria and according to the article above, NATO coalition missions appear to have been called off after the anti-aircraft system was detected as emitting. It is important to remember the lessons of the Wild Weasel combat missions. Airborne and anti-aircraft signal processing power has increased since then. This doesn't take into account the ability to sense a signal from one platform (EF-18) and send it for further processing (E-7 or on the ground). Its my opinion that every time the S-400 is turned on its another opportunity to gather information about its electronic signal and that of the upcoming S-500.

One might speculate that is exactly what one or more missions set out to achieve, rather than a kinetic attack. Its important to remember that the F-35 never, ever flies alone.

Initial reports suggest it wasn't an air to ground missile, implying it was launched from another country rather than an aircraft overhead

Do they still teach minimum ground roll take-off techniques?

The first operational sorties were flown on June 16 from RAF Akrotiri in Cyprus, targeting the last remnants of the Islamic State of Iraq and the Levant (Isil).

[/url]https://www.telegraph.co.uk/news/2019/06/24/britains-new-f35-stealth-jets-used-operations-first-time/

CAO 20.7.4

I believe the country airstrip guide can be purchased as part of a subscription to a well-known Electronic Flight Bag

Original thread:

[/url]http://www.recreationalflying.com/threads/ppl-traing-videos.66770/#post-476514

Link to book store:

https://aviationtheory.net.au/digital-store/

I was looking at some stuff on my bookshelf and decided my Aviation Law book from 2009 was probably dangerously out-of-date and needed to be chucked. While looking for replacements I discovered that Aviation Theory Centre has had e-book versions of most of its titles for at least a couple of years. I originally contacted the authors some years ago and asked for this feature.

I downloaded Visual Flight Guide 2019 and the 17th edition of flight Rules and Air Law into the e-book reader. At the same time my copy of the VFRG version 6 arrived in the mail. I am expecting all three books to contain more or less the same information but with slightly different emphasis.

I am using an iPad 3 as my reading device which probably isn't ideal because it's dead slow. I have much better platforms in the house but this is the one I am most likely to take on trips where I need the books to be available offline

The VFRG is available online but there is no electronic version other than that and no plan to have one. It's quite heavy too.

Pros:

I like ATC titles for their easy to read language and minimal re-quoting of the regulations, but they are referenced as required

I can leave the reader open on a page and pop the iPad on charge. If I leave a book out opened to a page and it's not a cookbook I usually get yelled at

I can sign up for addenda and have them send to my device

No postage, no waiting, no heavy books to carry

I can search, share, bookmark and add pencil notes in the application

I could also send images of the page with notes on it I guess

Content can also be viewed as HTML online anywhere

Cons:

The e-reader is proprietary which I don't mind too much but it quite slow on the iPad3. I might try a more modern tablet but it's not an issue for me because I read sloooow

Only one e-reader can be registered

The electronic versions aren't particularly cheap at 2/3 of the paper book price before postage

I'm happy with my purchase so far even if it took a few years for the format to be available

Worst of both worlds?

none of the military stuff is certified but there are plenty flying over built up areas. I think there is an official prejudice against auto conversions

This is the same path my grandfather JB Newbery took. In return, melanoma took him.

He never gave up his enthusiasm for aviation but after two knee replacements he much preferred to be under the flight path than on it.

Wear sunscreen!

Another way to look at the legislation would be to start with CASR21 which is where I got the link for the AC above. CASR33 starts on page 225 of the document and says basically what an engine for a very light aeroplane or otherwise, means to be "approved for aviation use".

Get used to that phrase.

Yes! I'm pretty sure that one of those gubbins is a certified aero engine, which UL Power don't make

Here is another slant on things

"Our urban in mobility solution will mean Geelong train station to Avalon airport car park in 30 minutes, by 2025" .... Oh. Wait a minute!

QANTAS Virgin Australia Emirates and Etihad combined did not get the curfew lifted at Kingsford Smith Airport and with the list of exempted aircraft actually being noisier than the current crop of international airliners such as the 787 and A350 AND the act has survived with no amendments since 2006. I don't think logic or rules being applied to anyone or anything in any way, let alone consistently, will be a part of future urban air mobility.

"A courageous decision, minister" said Sir Humphrey

I agree with Danny's comment about the Uber mindset

Background is in AC21.4(2):

[/url]https://www.casa.gov.au/file/151881/download?token=2uCN_Fie

In Attachent 3 of that document phase 1 (flight testing) refer to item 3.

If the EAB aircraft has all the gubbins needed for flight into controlled airspace and it has successfully passes its flight test... It appears to be happy days indeed

Oh yes! My mistake. I was thinking if I put in a big order with a retailer maybe they could slip a few in but at $3.30 each I doubt it would be for free. I still think it's worth asking about, if the forms don't have serial numbers

It appears a book of 50 for ~$20 seems the going rate plus postage

Category: CASA Publications ... Then scroll down to form 918 for example

Call Tamworth on the phone and ask? I believe they will have a chat if they aren't too busy or just tell you they are busy and when would be a good time to call back. Same with the Amberley guys

Well you now know of a RAA 19 fitted with Mode S + ADSB Out AND to respond to the other observation - no problem to fit...

Excuse the thread drift but this is an open and curious question. Was the airframe first registered as 19- and what percentage of the total aircraft value does the installed transponder represent?

An aircraft isn't safe until the certifying paperwork weighs more than it does

I am looking at two out of date paper maps:

Canberra/Albury VTC 10 November 2016

Brisbane/Sydney VNC 10 November 2016

They were $12 each when new and are both apparently unmarked.

Anyone who wants them for study or simulation please PM me an address and I'll pop them I the mail.

I probably have later versions of same that are out of date too

Hello all,

Ummm.....24 rego does not need certified engine or avionics...

Read this page for the following quote:

24-xxxx: Commercially built and type certified in country of manufacture. Aircraft in this category generally meet the RA-Aus registration requirement that only certified and properly approved factory-built aircraft should be used for flight training. The MTOW is 600/650kg landplane/floatplane

Yes you can have a type certified Moyes Dragonfly running a non-certified, non L4 maintained engine that is way past its TBO and only see an avionics shop to calibrate the altimeter plus air speed indicator every two years... and still be legal so long as these are the parts listed in the type certificate. See RA-Aus tech manual version 4 section 12.4. My point was that unless the bits needed have certificates current to get into controlled airspace, over a closely settled community AND THAT is WHERE the pilot wants to go, these details are irrelevant. In contrast, if someone owns a 10- or 19- registered aircraft, no amount of certified equipage will make flight over a town or into controlled airspace legal.

As far as de-conflicting airspace is concerned, all SSR (that is the ground radar that paints the Mode C and Mode S transponders) are more than capable of getting a primary paint off any ultralight and most flocks of birds. They will call it out to IFR traffic if they think its of interest because the enroute controllers see this stuff every day. Eventually they will know that some Mk3 bug smasher will be leaving Casino around lunch on Sunday and sloping off to a farm somewhere West of there. Most weekends D645 (low jets) will be inactive. When it is active, that will appear in a NOTAM for Amberely. If Mk3 bug smasher or similar pops up and the NOTAM says the "D" is active because its a weekday and that's kinda odd, be sure the jet drivers will know about the conflicting traffic even if the bug smasher driver doesn't.

Everyone wants to avoid mid air collisions!

Its ... umm, not well sign posted from the road. Beenleigh train station is a 20 minute drive away so not a huge cab fare. Once on the train network, the other town centres (Robina, Brisbane) are tolerably close. Nearest car hire would be Woodridge/Loganholme

why the limit to "VH or 25"

Certified or factory built aircraft such as VH registered, 24- and 55- registered RA Aus aircraft will have certified engines and certified avionics that allow them to legally fly to and through controlled airspace including class C and D. This DOES NOT SPEAK TO THE LICENCE REQUIREMENT OF THE PILOT and that is a different conversation, not for here.

I had another look at CAO 95.25. The original listing for 95.25 specifically forbids flight above five hundred ft AGL or flight into certified aerodromes or controlled airspace. 95.55 I believe supersedes 95.25 in that it does allow the airframe to be operated "there" if it is in certification for avionics and engine (read CAO 95.55 section 7 if this is of interest). CAO 95.10 section 6.1(d) suggests that even if its legal to fly an aircraft through controlled airspace into a certified aerodrome, it still might not be a good idea (as in you can, but its a hassle to arrange)

It's possible to equip anything with a transponder, even a transponder that is returning an inaccurate altitude. I think the certified transponders need to be re-tested every two years at the same time the pitot static system and altimeter are tested in order for certain activities to be legally completed. These activities include FTF commercial flight training and operating in controlled airspace. Outside of controlled airspace, if a sport pilot is flying along at 3500 ft MSL and the transponder is reading greater than 5000 ft MSL, questions might be asked if you are listening on the Flight Information Area frequency but there isn't a lot anyone can do apart from politely asking you to turn the altitude feature off (and they do ask).

So the answer is ... for most people if they don't need the transponder it usually gets chucked out or marked INOP the first time it fails. Further if one was never there and the aircraft isn't otherwise certified to fly into controlled airspace, it's a huge pain to get one fitted. To the best of my knowledge I've not heard of anything first registered as 10- or 19- that does have a transponder.

See my signature block, which Ian has recently changed. Thanks, @Admin