Nobody

Garfly, I am not sure what you are planning. New Aircraft or existing? What airspace you want to fly in now or in the future? My suggestion, and what I have done, would be to install a Mode S transponder, making sure that it is an extender squitter type. Installing a mode C transponder will not have a future upgrade path to ADS-B. A mode S transponder with "ES" can be upgraded to ABS-b by adding an approved WAAS position source. I suggest you wait for some clarity to come about the GPS source as the cheaper options may be come approved allowed over time. There are also some all in 1 transponders with GPS position sources coming out now, which are not much more expensive than a microair Mode C transponder. eg APPAREO STRATUS ESG 1090 ES DIGITAL TRANSPONDER from Aircraft Spruce Nobody

No. The TT21 is only a transponder with a built in encoder. To be used for ADS-B it needs an external GPS. Trig have one called the TN70 but it is approximately AUD $3000. Dynon have their SV-GPS-2020 which is about a third the price but has been "accepted" by the FAA in the USA rather than TSO'd. I am not sure if this is accepted in Australia. from: SV-GPS-2020

I suspect that Airservices issue isnt the Trig TT21 but the Dynon GPS that is sending the position to the transponder. As far as I know the Trig transponder is acceptable.

Nev, While you wouldn't recommend NVFR as a concept I certainly would. Some of the my most memorable flights have been at night when the air becomes smooth and the moonlight casts a wonderful glow over the landscape below. Some nights when the air is still you can feel every minor control input. I remember when I noticed that I had to adjust the trim every 5 minutes or so of the Cessna that I was flying, the C of G was changing as the fuel burnt off. You dont get to feel that when flying during the day. All flying has some risk and each of us have to decide if the level of enjoyment you get exceeds the level of risk you are willing to take. Some people will never leave the ground because they see the risk too high. Other are happy to do high energy aerobatics at low level. NVFR can be as dangerous or as safe as you, the pilot, make it. Weather conditions are very important and I certainly wouldn't try to fly under a layer of overcast in a remote area but to avoid it all together is to miss out on some of the best flying available. Knowing the phases of the moon and understanding when it will rise and set can also make a huge difference to the level of risk. Being current and having a backup plan to divert or abandon the flight are also important. Back to the original question, As has been mentioned by plansemaker NVFR inst available under RAAus. The Jabiru can be flown NVFR when appropriately equipped if registered VH. The equipment required is listed in Appendices 4 and 5 of CAO 20.18 and AIP GEN 1.5. I don't know of any that are for hire. Nobody

I have flown gliders quite a lot and low wing RV types a bit. On the ground with the canopy closed they are quite "toasty" but once moving and at latitude then it is quite comfortable. Often the secret to improved ventilation is allowing the air to escape at a low pressure location rather than forcing more in via bigger vents. If you can get it setup so that the air inflow into the cockpit is such that it is changed every few minutes you will be ok. If you have 35 degrees on the ground you usually* have about 15 to 20 degrees at a 6000 to 7000 foot cruising altitude, cold enough to be thinking of closing the vents and sealing up the leaks. *unless there is an inversion like Alf Jessup mentioned above.

A scaled down pc-12 with the 200hp version would be good too while we are putting in requests....

I think that this is the video someone mentioned earlier in the thread...

I think that this is the video someone mentioned earlier in the thread...

My couple of thoughts... It is good to have the discussion on how to improve things but if you feel really passionate about it get RAAus involved in making the case for the change to CASA/Airservices. Don't just start using the different system yourself. Otherwise someone else will make another "improvement" and another and another and things can get very confusing very quickly. An imperfect standard followed and understood by everyone is better than each individual's idea of perfection. The aircraft type is useful in identifying aircraft. Imagine you have a drifter without a radio and a Jabiru in the circuit. If the Jabiru calls as a jabiru and you have only seen the drifter you know to keep looking. If the Jabiru calls as an ultralight and you have only seen the drifter.... Their is probably the case for encouraging standardisation of the aircraft type. From 500 meters can you pick the difference between a jabiru 430 and and a jabiru 170? So just call them both a Jabiru.

This is covered in the AIP, specifically GEN 3.4 Publications | Airservices Note the bit I have bolded below.

If you don't have an ASIC and want to go to a security controlled airport you need an escort from someone with an ASIC. In theory the airport can provide this but if it is more than a one off (and even then) they might tell you to pi$$ off.

Lets not get too off track making up reasons not to have an event. The many regional flyins that occur across the country every year is testament to the fact that they can still be successfully run. The real issue is the lack of an organiser, is anyone going to step up to run the event?

I don't believe that there has been a formal announcement of the result of any investigation but not long after the recovery of the wreck of the aircraft in the Moruya crash RAAus published the bulletin at the link below. I have lost the notification email from the time but i think (i was a while ago and I could be wrong) it said something along the lines that the investigation was continuing but that this issues was considered important enough to warrant the issue of the bulletin before the conclusion of the investigation.... https://www.raa.asn.au/storage/bowden-cable-bulkhead-nuts-bulletin-21072014-1.pdf That accident has lead to some instructors being reluctant to train people in both VH-experimental and 19 registered aircraft. As the builder of an Aircraft I can understand that not everyone might want to fly in it. That is their choice.

You can use a density altitude calculator to work this out. QNH 1005 Temp 15 degrees C Dew point 5 degrees C (I guessed this one) 75 feet amsl Using this calculator Density Altitude Calculator - English/Metric gives a density altitude of 484' and an air density of 1.208kg/m3 If the temperature increased to 30 degrees C but everything else stayed the same then the Density altitude increases to 2204' and the air density drops to 1.148kg/m3. You need to reduce the fuel flow to 1.148/1.208 or about 95% of the "cold" tune to maintain the same air fuel ratio. Even if you retune the bike you will be down on power compared to the "cold" temprature as there are less oxygen molecules in each m3 of air.

Not sure where you are but that fluid it the standard one for almost all aircraft types. It will be stocked by many aircraft fuel and oil suppliers..... Car brake fluid is very different. It is designed for sealed systems. The vented systems in aircraft allow it to absorb moisture from the atmosphere rendering it useless in a short period of time.

An EAA membership perhaps? You have to pay extra for them to send the magazine internationally but it is still good value at $66 per year. Individual

The invite might read: The "Australian Association of Magnificent Men(and Women) and their Flying Machines"(AAMMWFM) invite members, prospective members and members of like minded organisations to gather at XXXX for their annual flyin to celebrate the miracle of flight... I haven't checked the regulations but it is also possible that the definition of an air display in the regulations is different to that in their manual. It wouldn't be the first time that CASA have tried to impose rules that don't exist.

Easter or Not? (I said this one might be contentious when I suggested Easter,and while I favor Easter personally, I can also see the negatives) For. I recognize that some people have family commitments but there are others who can't easily get time off work. Easter gives you 4 days which means that people can have 1 day of travel, a day at the event and a day of travel home with a day of float for bad weather. And while Easter dates do move they are well known in advance. This is one less decision for the organizers and means that people can lock it in well in advance. One of the reasons that the US airshows are so well attended is that people know the dates a year (or more) in advance. It then allows them to book accommodation for next year as they leave this years event. The Australian events seem to go on hiatus for a few months after each one as decisions are made about the next event. Do you know when the Airventure Narromine will be held next year? Ozkosh or one of the earlier events even changed dates a few moths out to avoid a clash. At least if it is consistently Easter people will know when it is. Against Some people will want to spend Easter with their families. If the event moves from location to location as a traveling event then there may be times when the weather at Easter is not the best at that location. Airshow or Not? I think that it is best not to have one for this event. For this new event to be successful it needs to compliment events that already exist rather than competing with them. If it competes with the the Narromine Airventure then it is likely that the market wont be large enough to sustain both, possibly leading to both failing. We would then be left with no events. There are also events like Wings over Illawarra and Hunter Valley Airshow just to name two events local to Sydney (there are other examples in other states) that cater to those that want to go to an airshow. By not holding an airshow the organisation and logistics are simplified. If it just a group of pilots flying in to a location for the weekend formal positions like safety directors are not required and there is no need for CASA approval. It also lowers the cost of running the event eliminating the need for entry tickets. Some people will still come to look at the aircraft and they might actually talk to a pilot and realize that a jabiru isn't really that expensive compared to many other pastimes. They might even imagine themselves flying one, whereas watching an airshow they are very unlikely to imagine themselves flying a souped up Pitts Special. Location My suggestion is that the event travels from place to place each time it is held. This would allow it to be used strategically to breath life into the aviation sector in an area. You could show to a community the benefit of having an airport rather than closing it down to build more houses. If the event became successful you might find that there are many locations keen to host it. It would if the location of the event was picked 14 month out from the event that way at end of one event you can say to people see you next year at ..... and get them thinking about coming...

Just checked ERSA and yes Moruya is security controlled......

Another couple of location suggestions: Moruya and Cootamundra. Both of these are part way between Melbourne and Sydney, attempting to be reasonable for many people. Have 2 runways so that there are no issues with crosswinds For Moruya there is camping just across the fence and access to the beach for the non-flyers. Cootamundra could have camping in the grassed area at the south east corner as you enter the airport by road. Morouya town is a little distance away but Cootamundra is a 15 minute walk. Neither require an ASIC (I think but need to check to be sure)

Great idea Bex!!! Some thoughts.... Don't try to compete with the existing Ozkosh/Airventure event in spirit or in timing. There is enough space for both events to coexist. Have your one as a more relaxed get together of pilots and for pilots and let the other event be different. Keep the infrastructure requirements simple. Perhaps say to people who want to exhibit that they are just getting a bare space and they need to provide whatever power/shade displays that they want. Also consider not having things like seminars and workshops. People enjoy them but they do take a lot of effort to organise. Allow camping on site. Consider having the event over Easter. That does allow some of us that work to make the trip without using too much leave. I understand that some people want to spend easter so this one may be contentious. Dont give it a stupid name. It should have its own identity and not be a play on words or a copy of another event. It sets the event up to be compared to the other event. Ozkosh was a disappointment to me because Oskosh was so good.... The type of event you describe could be held at a different location each year, a traveling annual get together, especially if it was kept simple.

Here is the link to the map for the event. Is the fence people are complaining about the line in white around all the displays? If so couldn't people still walk out the gate marked E2 and look at the aircraft that had flown in? https://www.airventureaustralia.com.au/storage/eventmap

What this event needs is a little consistency. This will allow the event to grow into a bigger and better event. In the past 3 years it has had 3 different names with effectively 3 different bodies running it. Ausfly >> SAAA running it. (I think) Ozkosh>> I am not exactly sure who ran it but I think it was shared between SAAA and RAAus Airventure>> Started out being run by both RAAus and SAAA but in end only RAAus were listed on the website... Hopefully the event continues and those running it learn from what went well and what didn't to make it even better.

I suspect there is more to the story.... I am not a current RAAus member (its lapsed) but I have hired GA aircraft both in Australia and the USA. When I have wanted to hire at a new location, I have always had to do a checkout with an instructor first. Often this was a trip out to the training area, a few stalls, and steep turns followed by a few circuits, usually a short field landing or a flapples one depending on the instructors mood and an engine failure in the circuit. Usually about an hours flight time. After that I was free to book and rent as I liked. A few times the type of aircraft they had was one that I hadn't flown before and the training was an perhaps an additional hour. Some operators were very busy training and wouldn't for instance let you take an aircraft away early in the morning stop for lunch and fly back late in the afternoon only having put an hour or two on the plane. They would have otherwise had about 5 or 6 hours of income from training. At other operators their aircraft were a lot less utilized, one I rented from let me take an aircraft away for 3 weeks!!!! I can't imagine an operator completely refusing to hire an aircraft to someone qualified, perhaps it was a number of days very flying hours type thing.

The international Air shows are better because they are bigger. They have better support from their pilot populations and better support from their local manufacturers/dealers. People have a good time and return each year so next year the event is better. In Australia every one seems to want to find something to complain about, blow it out of all proportion and discourage events from becoming bigger and better Roughly, it will cost 50 times more to put on an airshow for 100,000 people as it will for 2,000 and so the entry fees are about the same for each. eg compare Oshkosh vs Wings over illawarra. Purchased at the gate and allowing for currency conversion they are about the same per day... Would you rather have a free airshow this year and then no airshow next year?(or ever again)