Roscoe

Just re read my Policy and I have $2mill combined pax and property coverage, on my QBE Policy. Aircraft is RAA registered.

And also it depends on how many times you take a passenger!

95% of my flying is solo. How many of you guys add extra coverage for your pax?

Agree that $250K is not nearly enough.

This has got me thinking, how many RAAUS reg airplanes just fly around and rely on the RAA 3rd party coverage provided to members.

My LSA will be 7 yrs old when next Ins renewal is due, in the past I have insured the Hull and added a bit more 3rd party to the RAA coverage as well, but will really give it serious thought next renewal

After reading all the comments on this thread, I still maintain the good old C182 does  the job. 

Plenty still flying, parts available, good payload, good turn of speed, comfortable for pax, etc etc

On 06/10/2020 at 10:06 AM, KRviator said:

In my ongoing quest for a 4-seater that will at least keep up with my RV-9, I keep coming back to the Piper Comanche...

 

I've looked at the Cardinal and it has several, well, issues that concern me, being the funky Cessna gear, SIDS and the major one, the spar carry-through structure, which if it fails the NDI, basically writes off the aircraft as replacements are essentially, unavailable. If you have an old Cardinal in your barn and the carry through spar tests good, it is almost worth its' weight in gold...

 

I've thought long and hard about the Bonanza series, but again, they aren't perfect. There's a nice-ish N35 Bonanza for sale down Victoria way but I'm wary of the V-tails, not because of tail itself, but because of the balancing issue I've heard about. I got the W&B data sent up to see if it would work, but with 4 x 80Kg people & only a few KG of bags, you're outside the aft CG limit at ZFW - and as your CG moves aft as fuel is consumed, that's not ideal in any way. So that rules that out. I've emailed another broker - Ian Baillie Aircraft - about a long-advertised S35 and been ignored twice (great service if you're into selling things, ignoring a potential customer, but meh 😖)

 

I had heard many a good thing about the -250 and -260 Comanches, but they don't seem to pop up for sale very often. I did see a -260B advertised briefly a couple months ago, spoke to the broker at the time and the seller pulled it from sale. It's now re-advertised (and from memory $10K higher than originally) and after a few emails back and forth with the broker who didn't seem to twig I needed the weight and balance data, not just BEW & MTOW we got there in the end and it checks out good, with a claimed 1250Lb payload & 90 gallons of fuel, or 710lbs in the cabin with full tanks. The seller brought it for $92.5 a year ago and has it listed at $105K and all he has done in that time, from what I can see, is install a GTX-327 and GNC300XL, both of which would need to come out anyway as they aren't suitable for ADS-B, so I'm yet to be convinced the asking price is reasonable. It also desperately needs a new panel - though this is based on my flying behind an EFIS for the last several years and not wanting to downgrade to a horrendously-installed 6-pack...

 

After many an hour on Google, the following seem to be the cautionary issues about the Comanche singles:

• The landing gear Bungees especially, but also the bungee rollers. A very quick & cheap item to replace at each 100 hourly (bungees, not rollers) , but not always done
• The landing gear has an obscure 1000-hr AD requirement that is often overlooked.
• The landing gear 'conduits' have often never been replaced and are expensive when they need to be.
• The stabilator horn has a recurring AD unless replaced by an Australian-designed version
• The Laminar-flow wing needs very precise speed control on landing if you are to achieve anything resembling book figures.
• And it is a 60-year-old design with little parts support from Piper, though aftermarket suppliers have stepped up to bridge the gap.
• Visibility isn't as good as say a Bonanza, or particularly a 2 seat RV

 

From what I can find, both the -250's and -260's will haul 1100-1300lbs at 150-165KTAS burning around 15GPH to do so, dependant on altitude. Tip tanks are available as are a few other speed mods and they are reported to be quite a comfortable touring aircraft, though the aforementioned visibility is off-putting to some.

 

So, my questions to the knowledge bank here is: "What else is there to know about the Comanche?"  and "What don't you like about the Comanche singles?"

As you have mentioned, I would have concerns around parts availability. We are talking about a 50yr old aircraft and I would also worry about corrosion. Rare to find an ALWAYS HANGARED aircraft of this age and a really thorough pre purchase inspection by an independant Lame goes without saying, but i see from your comments that you are very experienced as a builder and know all this anyway.

I keep coming back to the 182 and while its not as fast as you want, you wouldnt be too much behind the Comanche over a 2 hour flight.

I havent seen a Comanche at Bankstown Airport in a long time, but they must be around somewhere. 

My concerns would be age, corrosion, parts, condition of Instruments and Avionics which may be original, and payload.

Keep us informed with your search, hope it all goes well.

Would a C182 do the job?

There must be lots around with SIDS done at a reasonable price.

A good genuine 4 seater and load carrier!

23 minutes ago, Kenlsa said:

T88, we have 2 tugs but all their maintenance is done at Parafield by LAMEs. But seems like every service they are in need of a heart lung transplant according to the shop!

This( potential) leading problem has only come about in the last few months and picked up at the 50/100 hr service. Zorst valve each time.

Easy to fix but time consuming, and I am glad I have had my Lead Inoculation, so I am quite safe!

The Committee decided last night to go full bore on the MOGAS for the Jabs and ROKO with the Tugs remaining on the AVGAS, though they have an STC for MOGAS and so has my Colt.  I think the tuggies are nervous of a 46 deg day towing a ballasted twin seater to 3000 ft.  They feel safer with Avgas. 

Ken 

Ken what are your thoughts about Jabirus recommendation for Avgas over Mogas due to QC and traceability issues?

Not sure, but this could be a DOCTORED video with model planes made to look like a real crash!

Some people are really clever at doing this.

The Jabiru J 170 Manual says that with average Pilot Technique, direct steady crosswinds of 14kts can be handled safely.

It also talks about variables such as gusts, terrain, and technique to use.

In some GA Flt Manuals, they talk about max demonstrated crosswind but these numbers are usually taken from test pilots under controlled conditions.

Well I have a story to tell about this. I have had it demonstrated to me it is possible.

 

Reading that article as a fresh student being challenged multiple times daily with engine fail drills in circuits, my feeling is that that article is very conservative and really represents flying 101 - practice your glide approaches regularly from all different situations.....

 

Now, as for "the impossible turn" :

 

While it has been drummed well and truly into me, do not turn back, since I have had more EFATO drills thrown at me than i can remember, I am aware that the math says the energy was available to do it with a bit of height. And so my instructor did an EFATO on me, and showed me that it is possible,

 

My instructor of 50 years flying experience at I think about 500 ft AGL (I think?) in still air nil wind, on the upwind climb, simulated engine failure, then put it into a steep banked (~45-60 deg) descending turn , and put it back down on the strip (downwind) ... It was an aggressive but smooth maneuver, Not once in the maneuver did the airspeed drop below about 70 kts (flaps up, Vstall=45 kts@MW).

Then he told me- while it is possible with much experience of flying and the plane, do not do this ! always choose a less hazardous option , for example if there are flat fields of Canola available....than this one.

Obviously there is a minimum amount of altitude required to execute this maneuver. That would be able to be calculated fairly easily for a particular plane and wind* .'

 

I don't think it would be possible at less than about 350 feet judging by the altitude loss, * or with much headwind (which turns into a tailwind half way round your turn back to the strip 'the wrong way')

 

Glen.

No doubt your Instructor is highly skilled and experienced, however i would have preferred that this manouvre be demonstrated at altitude as discussed in the Zimmerman article.

cheers Turbs. you said "Never try to visualise the result" . AMEN !. I AGREE STRENUOUSLY.

The results are surprising (needing that bag of concrete in the back of the J230) .

However J170C cannot have much bags at all - even with weight to spare- any bags with 2 x POB runs the CoG excessively aft....., which is why in the 170D they said they moved the engine forward (which results also in a bunch of changes at the tail)

With the J170D you actually can load the aircraft with the baggage and maintain aft CoG limit!

So, yeah J230- put a bag on concrete in the back,( AND WEIGH IT ALL TO CONFIRM -don't take my advice blindly) to confirm my suspicions .

J120 isnt so bad, because you cannot put much in it anyway before you go overweight- which you dont want to do much because at the specified MTOW 500kg the dirty stall is 45 kts- NO room to go overweight at all.

 

Turbs you wrote " Looks like you may have found a J170 advantage ofver a J230 for some applications without spending a cent. "- I think you meant the other way around, since a bag of concrete in the J170D will do you no advantage unless-- unless you want to carry concrete.

I operate a J170D and have my loading graphs downloaded onto Avplan and have had the parameters checked against my POH figures.

I check that the C of G is within the envelope at tkof, ZFW, and landing before tkof.

If the C of G remains within the envelope at all stages of flight, then i am safe and legal.

It doesnt matter to me if the Cof G moves close the the fore or aft limits, just that it stays wholly within the envelope.

You can do the same with a J230 without having to worry about bags of concrete.

Just load the aircraft within limits and if your calcs show too far fwd or aft, then adjust by reducing fuel, baggage, or both.

Very easy to do without complex mathematics, and the 2 EFB providers make it a breeze!

Section 11.3 of the tech manual explains what an L1 can do.....start at 11.1.....

https://www.raa.asn.au/storage/2-raaus-technical-manual-issue-4-single-pages.pdf

 

Owners can obtain this qualification and do their own servicing.

If you cannot obtain or do not feel competent, then I would suggest you employ an L2 for your own safety.

 

3.2 Competence to carry out work

3.2.1 An individual that has completed the mandatory RAAus L1 or higher

training process and has the appropriate qualifications and experience to

carry out maintenance on an aircraft or aeronautical product may carry

out the maintenance in accordance with the manufacturer’s schedule to

ensure the continuing airworthiness of the aircraft.

Thanks for that

That clarifies it very well.

Can an owner/Pilot do Scheduled Oil changes and Inspections on own Aircraft only used privately?

Or must this be done by an L1 or 2.

I know in GA Casa has a schedule of items that a Pilot can perform, quite extensive.

Can an owner/Pilot do Scheduled Oil changes and Inspections on own Aircraft only used privately?

Or must this be done by an L1 or 2.

Sometimes, where there's a will, there's a way....

 

I flew into Broome for a couple of days during my Kimberley tour in June. No RPL/PPL....cta endorsement.

I flew in and out before the tower opened at 8.00am local. (So effectively under CTAF regs)

I filled out the application on the Broome website, telephoned and spoke to the tower and airport safety officer.

They provided a great deal of friendly and helpful information to ensure I arrived and parked safely.

I was advised when to make my first inbound calls, what runway was likely to be active and the best point to join circuit as well as possible aircraft departing and arriving at my time of arrival, 7.30am...

On final, the airport officer radioed to confirm that I knew which taxi way to depart runway and offered to escort me.

 

It was the first time I'd done anything like this but it was a good learning experience.

Yes those Class D Airports become CTAF when the Tower closes so you can operate as if OCTA then.

Everybody seems know someone who flies into controlled airspace, but then the qualifications appear. PPL and medical, factory built, with exemption granted to flying school....

 

It seems to me that Amateur built and RAA certificates aren’t allowed in let alone allowed to land at a towered airport. I can’t find any loophole. To me it’s silly, especially if you have a PPL with an expired medical.

RAA Cert holder by itself is not allowed. Must have the other stuff i mentioned.

There is an exemption at some FTS to allow solo students to go in and out of Class D Airports provided the CFI authorises.

The Student must use the FTS Aircraft though and remain within a certain distance of the departure airport.

No departing Camden and landing Bankstown in this case.

Note to any CFIs reading this........have i got this right?

Factory built RAA aircraft enter controlled airspace legally all the time without any exemption.

And have a look at Bankstown and Camden.

Lots of RAA Aircraft going in and out daily.

Just call inbound at the designated reporting points and away you go.

No Plan required and never has been.

RAA require Aircraft fitted with Radio and Transponder, and Pilot qualified with CASA Licence and Medical.

Gyros are starting to look more attractive.

??

I am sure someone would promptly complain about "the structure". Even portable tent would be too big and unstable in strong winds. In my opinion the way forward is full canvas cover which sells around 2.5k for c172, or around 1k for canvas fabric if you are good with sewing. The only negative is amount of work required to put the cover on and off. However I'd love to see alternatives.

[quote="NT5224, post: 573083, member: 4473

Yes a Cover is a pain when by yourself in strong winds. Also how to store it when taking it off wet and icy.

Ive also noticed small scratches on the perspect when the straps slap it when taking off and putting on in the wind.

However the benefits of a good cover outweigh the inconvenience. Avionics are protected from heat and ultra violet damage over time.

If you dont have access to a Hangar, good quality well fitting covers is the next best option.

Just wondering what it costs to hangar an aircraft?

Location?

Come on buddy I just bought the last cable you recommended and it works really well!!! Cant go changing setup now!! I run a larger battery pack to that and it seems to have plenty of life if all else fails it can be plugged into 12v so technically it could run forever! I get about 4 hours recording out of a 128 GB card. I don't know about the size of your fuel tanks or bladder but 4 hours is about the limit for me!

What type of battery pack?

The system works well, the only issue is charging the camera.

In my opinion, not worth the drama when all goes wrong!

Insurance will be the main issue.

Better off getting your mate to hire from a flying school which will save you the angst of worrying how he is operating your aircraft and protects you against possible litigation in the event of an accident.

Hi,

can anyone tell me if I am allowed to hire out my aircraft to someone for private hire as in they can use my aircraft but pay me an hourly rate for its use? (VH rego)

In my opinion, not worth the drama when all goes wrong!

Insurance will be the main issue.

And if you stick to the Manufacturers recommendation, that is good enough for me!

Jabiru recommend Avgas and have published very comprehensive reasons as to why.

So its Avgas for me in the Jab.

Just to clarify, Jab also say MOGAS acceptable but recommend AVGAS in preference due to perceived quality control issues in mogas