KRviator

Worse still if you as a PPL/RPC holder take a photographer-friend flying and they take the photos!

The previous KRviatrix bought me the Red Bearon Beanie Bear as a present well over a decade ago. He has lived in each car I've owned since, standing guard on the forward part of the center console. His little tag has the quote: Bearon is here to celebrate; A special and historic date; To mark 100 years of flight; And to honor the brothers Wright!

I routinely monitor Center, but have never self-announced on an Area frequency.

Always happy to learn something new, but I've never heard of this requirement, so long as you stay in Class E. Is there a reference for this requirement? I'm planning on taking the RV to the flight levels on a semi-regular basis.

Well done Bruce! It wasn't until I was putting my -9 to bed after the first flight a few months ago that the enormity of what had just happened hit! It's a terrific feeling. Good luck with your Phase I.

But you need to read it in conjunction with 61.480, an applicant for an RPL, not the holder of an RPL...

You can only claim credit for either/or during the initial application process though, can't you??

I think - but am not sure - that if you already hold both RPL & RPC, you will need to do both endorsements. The RPL for the RPL (sorry....couldn't resist) only occurs if you already hold the RAAus X/C when you initially apply.

And you are....? 7 posts here and all to do with what transponder output. What gives?

Manually would only be required if there is a difference between your NAIPS Flight ID and your ADS-B output, wouldn't it? If you put R1234 as your NAIPS Flight ID, and that is your ADS-B output as well, it should automatically marry up, shouldn't it? At least you won't need to request a new hex code, IIRC it is assigned to the aircraft, irrespective of rego, it should be a simple matter to just update the flight ID.

Eastland used to fly one out of Toowoomba many moons ago, I did a school project on it! There was one that went into Botany Bay on a postal run a few years ago too, IIRC, the pilot forgot to turn on the inverters so he had no attitude information. The ATSB worked it out from the lack of a 400Hz signal on the radio transmissions!

Awesome, thanks for clarifying that Nathan. Not confused anymore!

I'm confused now (must be one of those Aldo is referring too...). I understand a flightplan as something I compile and then use inflight. A Flight Notification is what I submit using NAIPS, with departure point & time, routing, alternate, cruising level and Comm/SSR status etc, which, I've always understood is what I need to do to get flight following or better access to CTA without upsetting ATC by not having "a plan in the system" and then them needing to get the details via radio.If that is not the case, what is the difference between a 'plan' and a 'notification' so far as ATC are concerned?

Group format comes from the AIP, not RAAus. "RV Eighty-Five Nineteen" is my callsign for example.

I specifically quoted and queried the notice RAAus has put out regarding the Rxxxx, and he had never heard of such a request from AirServices, and IIRC, he said he was pretty close to the top of the tree for this kind of stuff.The only thing I can think of as to why he advised against it, was if you have a 19, 10 and 24 registered aircraft with 1234 as their rego, the system will get confused with two R1234's airborne at the same time - in the same vein as you must go to SBY on your transponder prior to changing the code lest you briefly return a code assigned to Air Canada climbing out of Warnervale!

I have bought a GoPro, Bose QC15's, and a few other doodads with my QF points, but for me, upgrades are much more enjoyable most of the time. For 200,000 points, that is a lot of upgrades! Besides, I just bought a new set of AKG AV100's!

When I was programming my new transponder late last year, I spoke to the Airservices ADS-B guru regarding the R8519 vs 198519 and his advice was to use the full registration - exactly as would appear on your flight notification. Thats what I have now and have not had an issue so far.

From the RAAus Ops Manual section 2.07:

To use your Holden analogy, I am not a mechanic. But if I buy a Commodore and it needs work, I then take it to a bloke who has been trained by Holden in their vehicles. IF he makes a mistake that disables the brakes under certain conditions and kills my missus & kids, why should he not be liable for it? IT isn't that old mate misused the seat, but even if he had to use it in anger, it would have been rendered useless, as shown in the following paragraph...MB knew there was a risk of the pilot's parachute failing to deploy if a particular nut & bolt combination were too tight, and they knew this 20 years ago, but apparently failed to warn the RAF, so not only did the seat malfunction (with the safety pin being described as "effectively useless" by the Coroner), but, having been inadvertently ejected, a survivable accident was rendered a fatal one by the failure of a piece of equipment that MB knew could be defective.

Just to clarify the above, the GPS position source must* be TSO'd to C145/146 standards. Most all TSO C129 GPS' such as the non-WAAS G430/G530, KLN89/90/94 series and others are not good enough for ADS-B out down here. So we need at least a G430W if you want a screen, or a FreeFlight1201 if you want a blind ADS-B position source. *'Some' C129 GPS' are apparently OK but I havent been able to find exactly which ones they are.

ASA have come out and say the Dynon transponder is fine for ADS-B/Mode-S so I wouldn't worry too much about that. I have one in my RV and don't have th slightest concern about some overzealous CAsA muppet making an issue of it during a ramp check.

Why go down this path? Because Dynon have a $700 solution to getting true 1090 ADS-B in a lot of aircraft, using a GPS that has been tested and proven (by the British CAA, IIRC) to provide better performance than an uber-expensive Garmin that is TSO'd. Because the U.S. FAA have decreed that so long as the GPS position source meets the performance standards of the relevant TSO, than it is acceptable to use it for ADS-B out in experimental aircraft. And this from the country that invented the bloody TSO's! Yet CAsA, as always, are 20 years behind. If they were really serious about us wanting ADS-B, they would permit the Dynon GPS-2020 and Garmin GPS-20A in experimental aircraft - under the VFR initially, for testing if necessary - but nooooo, they mandate we have to spend the better part of $5,000 for a FreeFlight 1201 or $10K+ if we want a TSO-145/6 position source with a screen on it! Look at the ADS-B vs the SSR coverage maps and then consider how much further you have the safety net of flight following, or directed safety alerts because you are transmitting your call sign and position to ATC. EDIT: HERE is a link to th UK official testing of Dynon/Garmin non-certified GPS's with the comment essentially being "they should be permitted and installation encourages forthwith".

I was up there Monday and someone did the same thing - with no one else in the circuit! By comparison, my calls were 10NM East inbound, Joining crosswind behind a Mooney on downwind, and turning base behind the Mooney. I don't get these "Every leg, every time" calls, or the teaching behind them...

I reckon it could be done in a -9. Seems to be a bit of room in mine, especually if you remove one of the seat backs.

I carry an escape hammer in my RV-9A for exactly this reason. You can't always rely on a friendly cow cocky passing by to get you out of the wreckage of your pride and joy. The loss of 1lb payload, I can bear!