Happyflyer

Paint scheme looks a lot like this photo.

http://www.aviationwa.org.au/wp-content/uploads/2014/06/20140530_VH-SHS_Vans_RV-6A_David_Eyre-1.jpg

unless an airfield has a published freq. area is used.

I have an RAAus Pilot Certificate, and the time is approaching for me to do my BFR.However a few months ago I passed the PPL flight test and now have a PPL too, so am flying both RAAus and GA aircraft.

 

A GA pilot has told me not to bother with the RAAus BFR, as the PPL counts instead, in the same way if you pass an RAAus endorsement you are effectively reviewed and don't need to do the BFR.

 

Given GA and RAAus are quite separate I am not sure if that is true. I suppose I would need to tell RAAus that I have a PPL then. Do they even care?

 

Anyone experienced this?

Two hurt when light aircraft 'flips on landing' in SA

Reported to be a Vans RV7. Hopefully injuries not too severe.

Two men injured in light plane crash at Port Pirie, SA | Mirage News

I too was there and enjoyed myself thoroughly , a great event , great atmosphere , and great fellow aviators, however I must mention an incident that happened on arrival around Friday lunchtime. I was traveling with a friend ( I am saying this constructively and by no means making a complaint about any of the hard working and generous volunteers that gave their time up to make Naromine the success that it was) Anyway getting back to the incident.On aproach and about six or seven miles north of the field, with about seven or eight planes inbound at that time there was a call to Naromine requesting a straight in aproach for 29 , I had guesed that it was a fast plane from his distance out and his arrival time however I can't remember what the responder said in return as it was not all that clear , anyway we and the plane that had asked for the straight approach were all five minutes from the circuit.

 

On arrival at the circuit and just about to join cross wind the other plane called again asking if he was okay to come straight in and once again I did not understand the call from the field except that it was positive, the pilot then did an inbound call saying he was two miles out , not two mile final

 

Just after turning downwind we ie. my friend in front and me behind were requested to do a wide base, now I must tell you at this time that my friend who came to Australia quite some time ago from Europe who both speaks and understands english very well was struggling to decipher the unclear calls plus as you well know the amount of radio traffic from arrivals was incredible . Whilst looking downwind I could see the approaching twin on long final just as my friend with his eyes now on the freshold turned base , after some more radio chatter he was asked to go round by the chap on the ground which he did , incident over.

 

Now what are your thoughts on this , I belive the volunteers on the ground worked their guts out and were under tremendous pressure on the day however perhaps they might need to be much better briefed and trained before the event to be more authoritive with unwise requests.

 

Do you think as I do that perhaps there should be some rules put in place for these big high traffic events such as not allowing time consuming straight in approaches also we as pilots need to be aware that in these high traffic situations that we might think outside the box and think of the other seven or eight pilots in close proximity who will be as nervous as hell about approaching what could be their first circuit into a big event such as Naromine

"The Unicom operator will advise known traffic and runway in use. Additional information may be provided on request. Normal CTAF procedures will apply."

I would have thought the Unicom operator would have to be very careful to not become a defacto air traffic controller. A straight in approach with the circuit full may be a difficult thing to do.

What is the benefit of reporting accidents/incidents?KP

I appreciate that ELAAA cannot make any statements until CASA has approved their entry into the field.

Looking at ERSA suggest that there is several frequencies. Do you need a code? IF so, do I get it from BNE centre?I am going to plan around it (RA2), but it would be nice if I could get cleared through if active.

Yen, what was the concern of the ELAAA guy? If you were over 500 ft agl and under 200 kts you are totally legal I would have thought.

I was at Thangool fly in this weekend and it was just about the initial announcment of a new body to govern sport flying. You may have seen or heard of ELAAA, but we got the low down at Thangool. I don't know all the finer details but it appears that the new body will look after ultralight 3 axis and rotary wing aircraft. Registration will be VH-XXX. Fees will be less than RAAus. They will have flight training organisations, C of As will be two yearly, rather than our present annual inspections. Fees will be two yearly also. They propose to honour RAAus pilot certificates, but when I asked if ELAAA pilots would be able to fly RAAus reg. planes, they couldn't answer, it will I suppose be up to RAAus.ELAAA have a facebook page I believe, but have never used facebook. You can contact them [email protected].

The way I see it, there are a lot of people unhappy with RAAus, who may want to change over. This may force RAAus to perform better, or it may cause them to become antagonistic to the new body and not co operate in any way.

 

Two of the directors are regular posters on this forum. One is an ex RAAus board member who I have known for years and I have a very high opinion of him. the other two, I have talked to and they appear to only be looking after the best interests of. sport pilots.

 

I am seriously thinking of joining them for registering my Corby Starlet. I had previously thought of de registeing it and re registering GA. That could be the cheaper option in tjhe long run, but at 80 I don't think I have a long run left in me.

 

Have a look at their facebook page, or email them or even ask me for any thing I may be able to help with. Whatever happens change is in the air.

No data lost by me when updating to 10.0.2.

Kasper, I wonder why you did not submit your resolutions one day earlier and meet the deadline given when the AGM was advertised? Did you really want your resolutions to go before the board or did you submit them late, knowing the board had got the date wrong, hoping for rejection to give yourself more ammunition in your campaign? If you did the latter, well done, you got 'em.

For the benefit of members; the following is from our new constitution:Members’ resolutions and statements

 

27 Members’ resolutions and statements

 

 

27.1 Where the Company has called for resolutions, any current Member with voting rights may give:

 

(a) written notice to the Company of a resolution they propose to move at the general meeting (Members’

 

resolution), and/or

 

(b) a written request to the Company that the Company must make available to its Members a statement about a proposed resolution or any other matter that may properly be considered at a general meeting (Members’ statement).

 

27.2 A notice of a Members’ resolution must set out the wording of the proposed resolution and be signed by the Members proposing the resolution.

 

27.3 A request to distribute a Members’ statement must be given to the Company at least seven (7) days prior to a general meeting and set out the statement to be distributed and be signed by the Members making the request.

 

27.4 Separate copies of a document setting out the notice or request may be signed by Members if the wording is the same in each copy.

 

27.5 If the Company has been given notice of a Members’ resolution under Clause 27.1(a), the resolution must be considered at the general meeting for which the resolution was called.

 

27.6 This Clause does not limit the right that a Member has to propose a resolution at a general meeting under the Corporations Act.

 

28 Company must give notice of proposed resolution or distribute statement

 

28.1 If the Company has been given a notice or request under Clause 27:

 

(a) in time to give notice of a proposed Members’ resolution or a copy of the Members’ statement to Members with a notice of meeting, it must do so at the Company’s cost, or

 

(b) too late to give notice of a proposed Members’ resolution or a copy of the Members’ statement to Members with a notice of meeting, then the Members who proposed the resolution or made the request must pay the expenses reasonably incurred by the Company in giving Members notice of the proposed Members’ resolution or a copy of the Members’ statement. However, at a general meeting, the Members may pass a resolution that the Company will pay these expenses.

 

28.2 The Company does not need to give notice of a proposed Members’ resolution or a copy of the Members’ statement to Members if:

 

(a) it is more than 1,000 words long,

 

(b) the Directors consider it may be defamatory,

 

© Clause 28.1(b) applies, and the Members who proposed the resolution or made the request have not paid the Company enough money to cover the cost of giving notice of the proposed Members’ resolution or a copy of the Members’ statement to Members, or

 

(d) in the case of a proposed Members’ resolution, the resolution does not relate to a matter that may be properly considered at a general meeting or is otherwise not a valid resolution able to be put to the Members.

Has the company called for resolutions?

At least the the L2.3.4 people should have seen it because it concerns them.The other big question as you know a lot about it, how dose it fit with Part 149?

Part 149 is what we are about to come under. If it is not compliant with Part 149 it equates out to be a deficient document.

 

KP

Shhhhh! It's a secret. No idea why other than for 'strategic' reasons. Perhaps we will find out why soon.

This is now getting interesting! From this assessment RAAus is safe.

Political style election

As you may know, I'm currently restoring a T83/4 Thruster to flying condition and obviously am looking forward to flying it. Problem is, I have an lapsed tricycle u/c license and have had only 2 lessons in a tail dragger. How do I go about being legal to fly it without paying out big dollars (which I haven't got) to get proficient and legal if using my plane to train in?Also, will I be able to re-register it under it's original number, 10-1346

Whoever designed the undercarriage had a sense of humour... (that's humor to some)

The advantage of insurance is that in the event, unlikely or otherwise, that you cause a problem to someone else, despite the fact that you are bankrupt and have decamped to Brazil, the insurance company is still there and can pay out the poor bugger you messed with, intentionally or otherwise. Sometimes the innocent bystander, even exercising the greatest of caution, is the innocent victim of someone else's behaviour, or of someone else's dog

Isn't it clear of cloud only below 3000 agl? Nev

If that's what the argument is, then there's an equal argument that:You increase the empty weight to include batteries

You decrease the empty weight by the equivalent weight of Internal combustion engine and its accessories such as exhaust system, fuel injection system, starter motor, alternator, battery, fuel tank etc.

 

Maximum Zero Fuel Weight (before useable fuel) and Basic Empty Weights are dry arguments if you're going down that path; what the wing understands is MTOW, and electric flying will open up some new horizons.

All he is asking the FAA for is to replace the weight that is allowed for fuel tank and 5 galls of petrol with battery weight. No overall weight increase at all. Sounds like a fair request to me. Hopefully they will see it that way and it will advance the development of electric aircraft.

I've just had a look at FAR 103 and see what you mean. Your aircraft has to have an empty weight of 254 lbs but you can then add 5 galls of fuel plus pilot, but no mention of batteries or electric aircraft. If they classify the batteries as fuel you could have an empty weight of 284 lbs. If you are a member of the EAA, they may also have some answers.

See also the link below.

Does the weight of the battery count as "fuel" in a battery powered ultralight?

Hi. I have no idea, but I have found the FAA very easy to deal with so why not ask them?