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About KRviator

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  1. What did those Tecnam Twins end up going for? Anyone know?
  2. Where is the requirement to "apply" for CTA access referred to, @skippydiesel?
  3. Typically around 1,600km. With all the gear it isnt exactly lightweight - or aerodynamic. I record date, distance travelled, quantity added and indicated consumption (to crosscheck against actual) to track actual fuel economy and usually get 15.5-16.5 without a trailer. The long term average over 19,000km so far, with highway, towing, around town etc is 16.12L/100.
  4. So if the pilot IS qualified, can the aircraft be flown in CTA? If the answer is YES, the advertiser is merely highlighting another selling point about their aircraft. I don't see a problem with it whatsoever.
  5. Well don't keep it to yourself. What did you learn? That you need one? That you need one beyond X-nm? And here's one not a lot of people know....Your beacon must be registered with the AMSA!
  6. I've had Dynon in my RV broadcasting full ADS-B out for years using the GPS-2020 antenna, relying on the provisions of CASR 21.470. Essentially, the installation (modification) is approved by the FAA, so CASA automatically recognizes it, notwithstanding the provisions of CAO20.18.
  7. I disagree. Going coastal implies a climb to cruise, descent to low level mid-flight, and climbing back to cruise altitude. That should not be necessary to get through an empty parcel of Class C. P or R, yes, but not C - particularly in a relatively high performance GA single. Ol' mate was screwing up by the numbers, no argument, but I'd put the proximate cause of this accident at the feet of the ATCO. He denied a clearance "just because". There was no traffic, no weather, and no ASA procedure that required him to do so, he just "did". ASA is Australia's Air Navigation
  8. You're focusing on the wrong thing. Forget his currency, or lack thereof, it's an 'administrative' issue only. What difference did his currency make in the context of this accident? None at all. Were he actually current, he would "legally" have been there, instead of "illegally" being there. Highlighting the currency issue, while "technically" correct for an accident investigation/report, does not achieve anything in preventing a similar accident. I would wholeheartedly agree his decision making left an awful lot to be desired, but being refused a clearance though empty
  9. Replace those two victims with you and your missus then. Or me and the KRviatrix. Yes, he was uncurrent, and "legally" should not have been there. But it wasn't his technical skills as a pilot that brought him undone. This could have happened to any VFR pilot - and to be honest, I'm surprised it hasn't more often given the airspace layout & lack of clearances available from some agencies. 0717 & 45NM north CFS - Request clearance from Controller A. Refused, directed to contact Controller B. (Now I'd be thinking 'there goes Plan A') Request clearance from Controll
  10. I'm guessing the site's SSL certificate is expired and someone in the office hasn't renewed it. Might need to increase our fees to pay for someone to keep on top of that issue? 🤑
  11. RAAus BFR = WOFTAM. GA BFR with a decent instructor = good value & worthwhile. I have not done a RAAus BFR that was challenging or from which I took anything significant away. But a GA BFR where you are placed under the hood and have to maintain S&L, execute a level 180 or climbing 180 to a specific heading, go through CTA that you normally wouldn't or properly use the P charts to work out if you can get in or out of a particular strip is good value.
  12. Yes....And no...The Comanche I missed out on was priced very reasonably for what it was - probably why it went in less than a week which surprised even me. The other one I've looked at, is significantly overpriced for what it is. The seller paid $92,500 a year ago, installed a very basic GPS in it, and now wants $105-110K for it - and from what I can tell, it hasn't had the gear SB done on it, which if it fails, is mega $$ (the FAA actually made it an AD, CAsA didn't).
  13. I think @jackc is on point. I've tried to buy the same Comanche - twice - and each time the buyer has pulled it from sale after it being listed for a few days. I missed out on a beautiful Comanche -260C by a weekend last month after the KRviatrix dilly-dallied confirming the $$ would work out, so now to get an equivalent plane to that -C model will likely cost another $50K. Wimmen! 😛 I'm thinking about penning a letter to every Comanche owner on register asking if they want to sell. I CBF importing one from the US with all the extra hassle!
  14. IT always was, and remains, the best option. You might roll your plane up into a ball, but you'll likely survive if you choose what you hit. Once you depart controlled flight, where and what you'll hit - and how hard you hit it - is anyone's guess.
  15. I got hit with a near-$15 landing fee at Scone a couple weeks back, in a <1,000Kg RV-9 - after ironically flying up for an information session (all of 2 hours on the ground) to discuss the airport upgrades. They've also introduced a fee for each T&G now too, asshats. Yet Councillor Ron Campbell in their December meeting wants "the airport to be used much much more in the future" - but they are increasing their landing fees, and introducing additional ones, to deter GA operators from using their airport. Can't remember which document I read it in, but they added (or wanted to add) a
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