Happyflyer

What operational and maintenance differences are there between a 19- and a factory made aircraft?

Have he tried the Aus/NZ dealer for ULP?

Corvus Aero Australia

61 Waterfalls Rd

Mount Macedon Victoria 3441

Australia

Contact

Name: Les Elliott

Offical dealer for Australia and New Zealand

Tel: +61 (0)419 444 546

E-mail: [email protected]

Website: corvusaero.com.au

I'm almost sure that the RAA insurance policy says it pay $250K max for any claim and max for any single incident or accident ! So if you don't have your own insurance you need to read the policy carefully.

I think I would be fantastic for RAAus to own an airfield, be headquartered there, have a big annual airshow.

One thing you could do is to not give the insurance company any reason not to pay out. Things such as being medically fit, properly licenced, aircraft registered and servicings and paperwork up to date and not breaking any other basic rules at the time of the accident. It is interesting to see in the ATSB reports how many times the pilot's medical or BFR has lapsed, maintenance not current etc. Remember also the courts have deem flying to be inherently dangerous and are reluctant to order payouts to any person who should reasonably know this. I personally don't know of anyone who has ever been sent bankrupt by a genuine accident in an aircraft.

You have to change. Tell him it's not working and you are taking a break and want to try another instructor or just leave and try elsewhere. It is just so much better when you learn from an instructor you gel with. Good luck.

Well I think they did end up on the runway so they didn't use all of it. Could be the manufacturer fibbed just a little bit? There are many things that can extend the take off roll. Density altitude? Leisurely acceleration? 138 m quoted for sealed surface? Flaps or not? Maybe not quite full throttle? Carb heat on? Cruise or climb prop? Runway up slope? Remember the Russian pilot resting his feet on the brake causing a jet to crash and kill an ice hockey team?

You are grasping at straws.

With 72 views, I'm surprised this did not get a Funny or a comment.

Yes. But the end coming up quickly increases the temptation to pull back on the stick too far and that will stall the aircraft and cause the accident.

So the aircraft was heavy, the wind was light from the SW and the choice of runways was a 530m grass runway to the west or a 1600m sealed runway to the south. The first was a very quick taxi the other a 1km back track. I wonder which choice we would have made... and which choice we would now make with what we have learnt from this? Hopefully I will take the longer runway.

Then with no deterrent he would keep on doing it, undercutting the legitimate operators (because it's all about money) until his luck ran out in my opinion. Airline travel is the safest form of travel and considering the millions of flights every year I think it works pretty well.

So reading between the lines Bruce, you are saying the system should have stopped this happening and the pilot should have been able to declare an emergency without penalty for getting himself into this situation?

Has anyone got any idea on what the RAA are doing for the membership in regards for actual flying.For example

How about RAA and small GA, light aircraft transit lanes through "ALL" our control airspace , without any clearance (not to land) at a set height. (500ft north ish or 1000ft south ish as example) Just broadcast intentions for other local traffic using the lane way. Or simple north bound lane and separate south bound lane. If you look at the maps I don't see from my point of view any real conflicts at 500ft but will stand corrected.

 

I was looking at this Mainly for the coastal areas and a few military zones.

 

You would not need to involve ATC and not impose any workload (costs) for this to operate.

 

Specific to cost, along the beach its not hard to maintain 500ft both ways for example north is over the beach and south is say 500 meters off the beach over the water. It gives just you enough to get to the beach at 500ft with engine failure (with most aircraft).

 

Any thoughts to simplify the Sport Avaition system WITH common sense.

"The next transition route is the Los Angeles Special Flight Rules Area. This route is flown on the SMO 132-degree radial and crosses LAX at 3,500 feet when proceeding southeast and 4,500 feet when flying northeast. An ATC clearance is not required to fly this route - but all airplanes flying this route must switch their transponders to 1201 when they are within the LAX Class Bravo airspace. Pilots must provide their own traffic avoidance by maintaining the correct altitude and by making position announcements on 128.55. A typical announcement might sound like this: "Los Angeles special flight rules area traffic, Cessna 1234, over LAX at 4,500 feet."

How simple is that!

We are all familiar with the concept of take off safety speed aren't we? Do you know what it so for your aircraft at various weights?

Your inflight reserve is there to be used or you would carry more to protect the reserves you can't use. Once you have used them though the situation you are in is more critical and you should act accordingly like perhaps divert. Plenty of flights are operated on the basis of as the flight progresses it requires less reserve as the flight continues as 10% of a lesser figure so you are still legal as long as you CAN divert IF you get behind plan, can't get to an economic cruise level due weather /traffic and can't cover the requirements.. Nev

I did mine with multiple flights per week and took the minimum hours.... I think having them back to back is a huge advantage. But I also did a lot of rehearsing things on the ground... mental imagery...you can learn a hell of a lot about the procedural stuff without ever taking off. Eg your positional radio calls, your responses, all your checks. You can also rehears landing issues, as long as you have a clear visual picture of the issues and solutions.

Its 25 hours logged flight time

If you look up CAO 95-55 you will see it is no longer in force.I will look for the relevant rules.

Where is that written? I have had a look for it and could never find it.I am lucky enough to have 2 comms, so I can have the best of both worlds.

CASA says that when flying above 5000ft you must have a radio and must be monitoring the area frequency. Below 5000ft it becomes a bit murkier, in more ways than one.

The Rotax recommendation is to change the engine oil every hundred hours if you use mogas. If you use avgas the recommendation is change it more often. The local flying school uses only mogas and 100 hr oil change and generally get to TBO. I have no idea why anyone would not follow the maker's recommendation.

Well BobGuess we won't be getting much feedback on any accident investigated by the coroner then.

Unless of course if he is an aviation nut like the rest of us and has a vested interest in the rest of us to learn from someone else's unfortunate passing

 

Alf

As an example this one is about the replica spitfire crash - http://www.courts.qld.gov.au/__data/assets/pdf_file/0005/337622/cif-uscinski-20141229.pdf

Hi all, the question is in the title, is it legal to do commercial work like aerial photography in a home build 19- rego aircraft with the pilot having a CASA Commercial License ?

 

Apology if the subject has already been covered.

 

Xavier

Care to elaborate?

It can't hurt to ask about an exemption. This from their last email.

"As always, RAAus will recognise appropriate prior learning and certification from any suitably recognised training course. For instance, members who have completed the SAAA Weight and Balance training will be automatically recognised."