BlurE

Awesome result - and heres to many more happy years of flying ahead. Looks like a win for common sense.

$5k was actually all for the time of the 'CASA Desintated Person' to be satisfied that the aircraft was airworthy. (About 30 hours at $150+GST) This aircraft had 700 TTIS hours at the time. That's not counting my time. For example every AD in the CASA database had to be marked off actioned or NA. (there was about fourteen thousand of them) Sure 99.9% were NA and you can search and group etc. But each one still needed ruling. I think there might have been a small RAA fee as well. I think the olf joke was that an aircraft could only fly when the weight of the paperwork matched the weight of the machine. Your expierence might be a whole lot better that mine. I didn't have any real issues so to speak but did have to track down extra information that was not in my possesion and seek explainations for a few historical log book entries that were unclear. Is it 5291 that we're talking about?

It cost me about $5k to go from 24-XXXX to E24-XXXX on a 15 year old aircraft registered as with RAA as an LSA. Those last three letters are the problem. In L-S-A there is no mechanism for 'on condition' so you need to get a whole new certificate of airworththness as an experimental aircraft with a non-conforming engine. This is not a 19-reg RAA thing this is all in the CASA world. The airworthness certificate is issued by a 'CASA designated person' - The $5k was all paperwork. He reviewed photos but never actually inspected the aircraft personally. The scrutiny of the logbooks is very thorough. No doubt this expensive, but if the original engine hours are low then it's hard to justify $30k++ for a new Rotax. But also it's certainly something to factor in if you're buying a 12 or 13 year old LSA.

Japan does get some serious weather - but I wondered if it more as a result of America loosing interest in anywhere that wasn't one of the 52 current or targeted 'states'

I heard from someone visiting the display on-site ATC that a number of the US aircraft based at Okinawa couldn't get out due to weather and the display was really suffering for that.

Lots of discussion over on PPRUNE on this one also. Most significantly there is link posted there to an ADSB trace for the Jab in the circuit. Copy: https://globe.adsbexchange.com/?icao=7cbc28 You need to expand the 'history' and roll the date back to the 26th. Very sad.

Thank you for all the comments - and I think that has cemented it for me. I can make much better use of the panel space. Anyone want a cheap wireless to listen to the cricket?

Hi Guys, my new ride has a mix of avionics including a King KR87 ADF. I am looking to free up some space in the panel and just wondering if there is any practical use for ADF anymore? Do stations still exist in Australia? I can't seem them in the ERSA. To me it just seems to have been a very expensive flight timer.

I think from memory you need to get two hours of instrument time, so I think 5-6 is considered about right. But be prepared, the paperwork is the really, really painful part. And the sequence is a bit circular. Medical. ASIC. And proving that you can speak English before a CASA approved examiner. All told it’s probably $3k-$4k ironically you don’t need to maintain the medical and ASIC if you are happy to fly from non security airfields and only one PAX. But the RPL can’t be processed without them so you need both at the start. ($800 there) It’s six years since I did mine so I don’t recall all the hiccups, but find a school that has done a few so they can guide you through. It’s worthwhile, and I’m glad I did it.

Fortunately the new reader’s shoulder pads maintained separation.

Sadly Humans are fallible. Even the most experienced, even with checklists. But that control lock design is truely, truely awful. Contrast that with the traditional Cessna design where the lock has a flag that blocks you from putting in the key or turning on the master. Still not perfect but so much better. I know sticks are harder than yokes but some good design could have avoided this outcome.

When deliberately trying to stretch a tank as far as I could a few weeks back I accidently uported the pick-up and the noise stopped. Zero fuel pressure, and no engine noise. Because I knew I was pushing it, strongly suspected fuel starvation I just let the nose drop to around 80kn while I switched to my other tank which had 30 litres. Interestingly the prop kept spinning at 2800 in the glide and the engine restarted as soon as fuel pressure was restored. This is on a low hour 80hp with good compression, albeit a relatively fine pitched prop. Absolutely no doubt the engine was windmilling with around 900ft/min desent.

With a class2 medical I think you can take up to 5 PAX on an RPL, provided you are under 1500kg MTOW (good luck)

It looks like the pass was on the slow side, then pulling up prior to the roll further decayed the speed. Part way through the LH aileron roll the RH wing stalled resulting in an over the top (while upside down) RH spin entry. Some poor decision making here.

Simply beautiful flying weather today in Victoria. Classic Autumn - mild temps, clear skies, light winds. Or, so if looked from the ground. I did hear plenty of essential aircraft travel going over, maybe on thier way to Bunnings..