KRviator

A de-rated O-340. Still puts out 165HP, but can run mogas no worries. I'll be the first to admit I am payload limited, I need to lose 10lbs to be able to fill the tanks solo, but 1/2 fuel still gives me the ability to take one of my kids for a 2 hour local junket and stay under 600KgMTOW. Still, it meets my requirements perfectly for now.

They're not LSA but the fastest RAAus registered aircraft, probably the RV's (not rv12) but the ones that can squeeze in under the limits. RV3, RV4?

This is just tragic Even well trained and highly qualified pilots can do it under pressure.Always, always, check your flight controls. There is no excuse. It takes a few seconds, and ultimately once you get into the air, they're the only thing you've got! You can possibly scrape by without everything else.

 

http://www.c-130.net/c-130-news-article291.html

The efi Im elluding to, allows individual tuning of injectors aimilar to gami.Can also be done in flight i think

The enterprising owners among us already have things like that! With datalogging enabled in SkyView and an HD dash-camera riveted to the roll bar, if I ever spear in and they can recover the data, they can see exactly what happened, in full HD.

Here's a still from short final on the first flight a few weeks ago as an example. Ignore the big hole in the left side, that's for the other Dynon screen when I can afford it...

That image is, yes. Strangely enough Ronny wanted their missile back, so that one is a replica. The actual story is legitimate.

Where is the requirement to carry photo ID found?

See part 61.420 then read 61.340.

I made a comment about belligerence previously, then there's also the word 'obstinate'. Being either of them certainly makes it a lot harder for anyone to have their ramp check conducted amicably. That's their choice, personally I've never experienced anything but politeness and civility from DoA, DCA, CAA and CASA variously, and that's during dozens of ramps over a twenty year commercial career. Others' mileage does vary ...You may be being a little 'particular' about the word 'log'. At the bottom of the manually-filled flight-plan form is an area which allows you to fill in the amount of fuel loaded, the taxi time, flight time, amount remaining for each leg of a flight, then the next set of boxes at the bottom of the same form has spaces for you to fill in for the amount of fuel loaded for the next leg, taxi time, fuel burnt etc etc and each has spaces for the required reserves which vary according to the type of flight you are conducting. This is known as the fuel 'log'. It's not expected that you make any entries en-route on a single leg of a flight, or on a flight that only consists of one single leg. Nonetheless you're still required to have at least the correct amount of fuel to conduct the flight safely and that takes weather into account.

 

If you're required to have the correct amount of fuel AND you're required to prove or demonstrate that fact to a CASA Inspector (the Investigator comes later after you've been shown to have stuffed up), how will you demonstrate that you've complied unless you can produce something you've written down about it previously? CASA aren't breathing down your neck and telling you how you must keep this 'log', they're allowing you to be responsible and do it however simply you wish, as long as you do it somehow, and can show that you do it. I don't think that's at all unreasonable, and I think it's the least we can expect otherwise what answer will we have for our critics (the general public on the ground who see us on the news too often) who wish to have our sport banned each time some twit runs out of fuel ...? There are two kinds of people of who run out of fuel of course, those who knew they were and those who had no idea - if you have a log at least you hopefully knew you were too low on fuel.

 

Similarly your Nav log can be as informal as you like, as long as you can demonstrate that you knew where you were, and when. By all means fly with one EFB and nothing else, since you're entitled to do that, and have fun finding yourself when it fails ... I still enjoy Nav so my primary nav is just as it was back when I was first taught. I draw a line on a chart and mark it off in 10Nm segments in pencil. I make a note of the time of departure and enroute I note the time that I pass distinctive features, or reach a 10NM marker, or enter/leave airspace. I cross-reference that with my GPS to reduce my workload but if the GPS fails it's no more than a minor inconvenience. When the rampie asks for my Nav log I show him the chart and notes, what could be simpler?

 

There's no requirement to carry a 'last page of logbook' (meaning evidence of BFR currency) but I do carry a photocopy of mine with my licence because it saves me from having to produce that evidence later, but that's up to you, no-one says you 'should' carry it but it doesn't hurt to have a copy in your flight bag and save yourself some hassle. If your BFR and membership renewal coincide then your BFR date shows on your pilot certificate (for RAA pilots).

 

You really do come across in a way that indicates you resent being ramped at all KR, and that's pointless because the CASA are required to police the air regulations just as the traffic police do on the roads, and that's not something that's going to stop just because some people don't like it. During a ramp check I've never been asked for anything I'm not required to carry, nor anything I haven't needed to have, to conduct the flight safely.

 

You've made these statements but not provided any references so I can't really comment. Perhaps they're referring to a photo ASIC? Where is this "naturally be aware" comment made? You say that's what they say, but you don't say where they say it ...

 

Which are the incorrect references and statements in the GA ramp check guide (which I've also pasted below)?

 

I’m a GA pilot and have been selected by a CASA inspector for a ramp check

 

What happens now?

 

The inspector will ask you for your CASA pilot licensing documents

 

• Flight crew licence (FCL) – You must carry your current licence and photographic ID. [Paper or electronic copy of licence acceptable]
   
   
  
• Aviation medical certificate – You must carry your current aviation medical certificate. You must be compliant with any restrictions or endorsements (e.g. the wearing of corrective lenses)[Paper or electronic copy of medical certificate acceptable]
   
   
  

 

 

The inspector will then check your preparation for your flight

 

Flight plan

 

• Have you maintained a navigation/fuel log?
   
   
  
• Have you made a careful study of forecast weather and applicable NOTAMs?
   
   
  
• Are you compliant with CASA flight time limitations (as applicable)?
   
   
  
• Are you carrying the appropriate, current charts and documents? Are they easily accessible by the crew?
   
   
  
• Are you using an EFB for your charts and documents? There are considerations for commercial versus private operations.
   
   
  
• Have you submitted a flight plan (if required by AIP)?
   
   
  

 

 

Finally, the inspector will check your aircraft

 

The inspector will check:

 

• Aircraft maintenance release
   
   
  
• Is the daily inspection signed off correctly?
   
   
  
• Are all required airworthiness directives completed and signed off?
   
   
  
• Are there any outstanding aircraft unserviceable items to be signed off?
   
   
  
• Flight manual (if required)– is it up-to-date?
   
   
  
• Checklists (normal and non-normal) — are they up-to-date and accessible to crew. [Paper or electronic copy of checklist acceptable]
   
   
  
• Evidence of pilot and passenger weights (standard weights should not be used in aircraft with fewer than 7 seats) Evidence of cargo weights (if carried) and appropriate securing equipment.
   
   
  
• Load sheets (if required)
   
   
  
• Required emergency equipment on board, serviceable and accessible.
   
   
  

 

 

Document references

 

Flight crew licence & aviation medical certificates

 

• Carriage of documents – CAR 139
   
   
  
• Flight review – CAR 5.108
   
   
  
• Recent experience – CAR 5.109
   
   
  

 

 

Operations

 

• Navigation logs – CAR 78
   
   
  
• Fuel requirements – CAR 234
   
   
  
• Weather and NOTAM – CAR 233 & AIP ENR 1-10 paragraph 1.
   
   
  
• Flight plan submission AIP ENR 1-10 paragraph 2.
   
   
  
• Flight time limitations – CAO 48.1 and CAAP 48.1
   
   
  
• Charts and documents – CAR 139 and AIP ENR 1.10 paragraph 5.
   
   
  
• EFBs – CAO 82.0, CAR 233 and CAAP 233-1(1)
   
   
  

 

 

Aircraft

 

• Carriage of maintenance release – CAR 139
   
   
  
• Carriage of flight manual – CAR 139
   
   
  
• Check lists – CAR 232
   
   
  
• Carriage of passengers – CAO 20.16.3 – CAAP 235
   
   
  
• Carriage of cargo – CAO 20.16.2.
   
   
  
• Load sheets and passengers lists – CAO 20.16.1
   
   
  
• Emergency equipment – CAR 252A – CAO 20.11
   
   
  

 

 

*Regulation details current as of December 2013

CAR 5.108 - Recent experience... A commercial (aeroplane) pilot must not fly an aeroplane as pilot in command if the pilot has not, within the period of 2 years immediately before the day of the proposed flight, satisfactorily completed an aeroplane flight review.

There's no mention of the requirements for GA pilots who hold only a PPL that is actually covered under CAR 5.81.

Same for Recent Experience. Covered under CAR5.109 that only applies to CPL holder's, not PPL's. Again, that is actually found under CAR5.82, but no mention of that in the references. Why not?

Where is the requirement to carry photo ID found? I've tried (very) hard to find it, but if you have a licence that does not have your photo on it, CAsA says you must carry ID....Without the supporting regulations to back it up. But try telling that to your "friendly" FOI and the answer will be "Sorry, Bucko, here's your $3,500 'administrative fine', merry Christmas".

Nav & Fuel logs. No requirement for them, and remember CAR234, you only have to have enough fuel to complete the flight "safely". Did you land with fuel in the tanks and clean undies? Then you had enough fuel. IT is not up to you to prove to the FOI that you did, it is up to him to prove you didn't.

CAsA seem to be trying to go over and above what the regulations actually say you must comply with, and while in many cases going above and beyond is a good thing, in this case, it isn't, as the FOI's on the ground will run with what they see in a glossy brochure, rather than what I have to comply with. They aren't always the same.

The CASA ramp check guide I've seen looks quite relevant and understandable - copy/pasted below -And there's a handy pdf you can print out as a check-list that you can access by clicking the link at the top of that page - or here, I'll also try and attach it below

 

...............................

 

I’m a Sport pilot and have been selected by a CASA inspector for a ramp check

 

What happens now?

 

I’m a Sport pilot and have been selected by a CASA inspector for a ramp check

 

The inspector will ask you for, or confirm, your pilot certificate and other relevant documentation

 

• You should carry your pilot certificate with you when you fly. However, some sport organisations may have different rules, so check your organisation’s operational manual or regulations. It is also suggested that you carry a copy of your log book page with last flight review.
   
   
  
• Current/valid RAAO membership
   
   
  
• Aeroplane operated in accordance with the privileges and limitations of your pilot’s certificate
   
   
  
• Correct endorsements for flight
   
   
  
• You must carry your current aviation medical certificate if applicable and you must be compliant with any restrictions or endorsements on your medical certificate or driver’s licence (e.g. the wearing of corrective lenses).
   
   
  

 

 

The inspector will then check your preparation for flight

 

Flight plan

 

• Have you maintained a navigation/fuel log?
   
   
  
• Have you made a careful study of forecast weather and applicable NOTAMs?
   
   
  
• ≥ 50nm from departure point ELT/PLB required for two-place aeroplane
   
   
  
• If carrying a passenger - passenger endorsement
   
   
  
• ≥ 25nm from departure point – cross country endorsement
   
   
  
• Are you carrying the appropriate, current charts and documents?
   
   
  
• Are they easily accessible?
   
   
  
• Are you carrying an EFB for your charts and documents? Back-ups considered?
   
   
  

 

 

Finally, the inspector will check your aircraft

 

The inspector will check:

 

• The aircraft’s registration is current
   
   
  
• Condition of the aircraft
   
   
  
• The daily inspection
   
   
  
• Pilot’s operating handbook (POH) or flight manual
   
   
  
• Emergency checklists
   
   
  
• Warning placard if applicable
   
   
  
• Copy of CofA if applicable
   
   
  
• Aircraft has a placarded maximum take-off weight in accordance with the flight manual
   
   
  
• Aircraft is operated within weight and balance limits
   
   
  
• Required emergency equipment on board is serviceable and accessible if applicable
   
   
  
• Personal locator beacon (PLB) has current registration with the Australian Maritime Safety Authority (AMSA)
   
   
  

 

 

Document references

 

• Operations manual
   
   
  
• CAO 95 series as applicable
   
   
  

 

 

Operations

 

• Responsibilities of the pilot in command before flight – CAR 233
   
   
  
• Planning of flight by the pilot in command – CAR 239
   
   
  
• Navigation logs – CAR 78
   
   
  
• Fuel requirements – CAR 234
   
   
  
• Weather and NOTAM – CAR 233 & AIP ENR 1-10 paragraph 1.
   
   
  
• EFBs – CAO 82.0, CAR 233 and CAAP 233-1(1)
   
   
  

 

 

Aircraft

 

• Checklists – CAR 232
   
   
  
• Emergency equipment – CAR 252A (two-place aeroplane only)
   
   
  

 

 

*Regulation details current as of December 2013

Have I maintained a fuel log? No. Nor am I required to do so. CAR234 only requires I have sufficient fuel for flight, nothing about keeping a log of it.

Do I have a backup for my EFB? No. Nor am I required to do so.

Can I see the last page of your logbook sir? The one that you're not required to carry - nor even actually produce for inspection for a week - but the one we say you "should" carry with you.

Being a GA pilot you would naturally be aware of the "CAsA requirement" to carry photo identification with you, whenever you are exercising the requirements of your flight crew licence? No? Well that's what they say - but so far as I can tell, there is no requirement, aviation or otherwise, that says an Australian citizen must carry photo ID.

It would seem their sport pilot one is a little better than their generic GA "ramp check guide" that is littered with incorrect references and "we say you should do this, but the CAR's say that" type statements, but they are still saying or suggesting you carry documents you are not legally required to do so, and for some FOI's, that's enough for them to say you're operating illegally, when in fact you're doing no such thing.

Now cross reference those requirements with the relevant legislation - you will be surprised just what you are required to do...And it isn't what CAsA sez you must do!

Don't get intimidated by a ramp check, download the ramp check guide from the CASA web site & show them nothing more than whats legally required.

Presumably that is $7,000 USD? So closer to $12,000 AUD with the exchange rate, GST and any applicable Customs duty?

Last weekend I did the first flight of my RV overhead Cessnock and was passed as traffic to a departing Citation, with the Centre call being along the lines of VFR overhead Cessnock, southbound, altitude 4100 unverified, intentions unknown.

I called Centre and told them who I was and what I was doing, but it made me think about the caveat "unverified" in relation to my altitude. Presumably, that is because I was not talking to Centre and so he couldn't be sure I was as high as my transponder was saying I was. So in cases like that, is it better to pipe up and let him know what I'm doing, or simply remain silent and monitor for potential conflicts?

Bah, that got nothing on Ronnie RAAF. Remember back in 2000 when that FA-18 was on approach to Darwin and punched off a missile that destroyed some cockies Cruiser?

I remember seeing an advertisement a couple of months later.. The only way to kill a Landcruiser....Hit it with a missile!

I saw a similar article a few days ago and thought "WTF?!?" Would anybody actually sign that to own an A5? I certainly wouldn't, and let's face it, nice an aircraft it may be, it still isn't an overly pretty arcraft - mind you, this is coming from a bloke who things the A10 (twice as good as an A5??) is one of the sexiest aircraft out there... For the price of a new A5, you can buy a SeaRey and a very nice RV for your cross-country needs - and not have to worry about all that legal bullshyte Icon seem willing to force on their customers.

"Thou shall not speak ill of Icon", "We shall maintain your airplane to whatever cost we determine" and a host of other warning sigs are massive red flags to me. This kind of contract may well become the norm in aviation in years to come, but right now, I forsee Icon going the way of Bede aircraft. At least this time, there won't be a host of partially completed BD5's on the market for years to come....

An ATC'er in the U.S. got pineappled for bringing his kid to work and letting him give clearances. The pilots thought it was great, management not so much, unfortunately.

Cessnock is smack in the middle of the Hunter Valley Wineries, but not quite "north" NSW. Plenty of accommodation from caravan parks to Crown Plaza type things. Hot Air balloons aplenty if you want someone else to do the flying (4 were up today when I was driving to the airport). The Hunter Valley Gardens are a hop, skip and a jump away from the airport, as are various desert/gourmet chocolate bar type things.

If you're coming down soon, Maitland has SteamFest on over the 9th/10th April, covering a bunch of different things from steam trains - including the great train race - to old steam traction engines, etc. From Maitland you can get a train into Newcastle for awalk along the foreshore and a fish & chip lunch watching the working harbour, or a dinner at Scratchleys Seafood restaurant (very good, not 'overly' expensive).

Don't forget folks, it is not 45 minutes at your cruise fuel flow. IT is 45 minutes at your holding fuel flow. Now, while I am yet to formalise that quantity for my RV as part of the flight test program, I'm expecting the holding flow to be in the vicinity of 15LPH (expected cruise FF 25LPH) based on a ~100KIAS holding speed so that's 11.25L in the tanks on touchdown, or less than 30 minutes of my expected cruise fuel flow. And this is at touchdown, not shutdown. Allow another 2-4L for the taxi in and shutdown and you can have as little as 7-8L in the tanks at shutdown. You'd be hard pressed to find an FOI that would be able to convince his bosses - and consequently the DPP - you landed with less than 11.25L.

I am strongly against making it a criminal offence to use any part of your reserve, or failing to declare an emergency if you are going to eat into your reserve, but it is not the end of the world, and you would be able to talk your way out of it unless you tried a fuel drain and didn't even fill up a tester...

I'm all for FF and will use it extensively when I finally get my 40 hours flown off.

But I have what is probably a silly question; say I'm enroute Cessnock to Brisbane, under the E LL of 8500. I have a plan in the system, and would like flight following. I understand the process to request it, but what frequency do I call on? I'm not in E, so is it the FlightWatch frequency, or the Area frequency for the overlying Class E?

On the south side of Brisbane is Heck Field, beside the JCW VOR, and to the west you have Archerfield (if you must...) Watts Bridge and Gatton Airpark, both about an hour away. To the Southwest, about an hour from the CBD as well, you have Boonah which was quite a nice little airfield when I flew out of there a few years ago.

Another good one for planning is SkyVector, that will give you the wind, radar and IR cloud overlays, rubber-banding of your flight plan, and also give you a printable NavLog and export your plan to Dynon SkyView equipment.

The information you have quoted is old. I can confirm that aero club is no longer running the strip on behalf of the council. The strip has recently undergone a $3.5 million upgrade and the general mood is of great enthusiasm for flying.Gerard

Hi KRviator - Please share the fees and charges?

I think you will find this has now been adjusted. I know there was a turbulent period where the Wyongshire council were making it hard for people. I fly in and out of there all the time, I believe the current landing fee is $16 for 1500kg, the hanger fees are around 4k a year.I would be quicker for you to get to Warnervale, what type of AC do you own or oprerate?

Why dont you fly out of Warnervale or Somersby,?

So the details listed under the free search for my car are Tare weight, last 4 digits of the VIN, rego expiry date and GVM. Nothing about owner, address, if it is registered to a business or who the actual operator of the vehicle is.