Happyflyer

RAAus is his only hope. CASA are so bogged down in the quagmire of Part 61 it take months to get through to them, not to mention the rigmarole involved in getting an ASIC.

I had to check it wasn't April fool's day when I first heard this. Unbelievable! Has the quality of political leadership in Australia ever been at the level before?

Empty weight 289kg. MTOW 472gk = Useful load of 183kg. Why bother with two seats? The weight is given for the 80 hp 912 and the performance for the 100 hp 912S, why?

I don't think that is quite right. AIP does not have a 25nm limit for private flights, only charter. Also GA aircraft passengers do not have to wear a life jacket under 2000ft (see CAO20.11). RAAus aircraft do have the 25 nm limit and do have to wear the life jacket at any height when they can not glide back. CAO 95.55 puts the extra requirements on RAAus.

CAO 95.55 covers this for recreational aircraft. You will find that at the end of the ops manual. The link is http://www.comlaw.gov.au/Details/F2011L00617 The relevant paragraphs are below. 7.1© subject to paragraph 7.2, the aeroplane must not be flown over a body of water at a horizontal distance from a suitable landing area of more than: (i) the distance (not greater than 25 nautical miles) that the aeroplane can glide in case of engine failure; or (ii) 25 nautical miles — if each occupant is wearing a life jacket and the aircraft carries a serviceable radiocommunication system and the equipment referred to in subparagraph 3.2 (a) or (b); 3.2 (a) an approved ELT, or an approved portable ELT, as defined in regulation 252A of CAR 1988; or (b) a personal locator beacon that has been approved by CASA for use with such an aeroplane. 7.2 In spite of the limit of 25 nautical miles mentioned in subparagraph 7.1 ©, an aeroplane to which that limit would otherwise apply may be flown between Tasmania and mainland Australia, in either direction, by a longer route if taking advantage of safer weather conditions.

Yes, done, but not until after the horse had bolted!

A google search found this. http://www.gliding.com.au/sx/software%20and%20manuals/IS28.pdf

Cirrus! I have a quite a few hours in Cirrus aircraft and find them a very safe aircraft. However, the increased performance of the aircraft must be matched by increased performance of the pilot! So, it's no so much the make of aircraft that makes them unsafe, it's the pilot! There is no substitute for hours and currency and that costs big money in a Cirrus. The yanks have tried to automate things but nothing changes the fact you are doing 3 miles per minute. I have to agree with TP in that I would hesitate to get into a high performance aircraft with a pilot who only does a few hours a year, especially if I am not in the front!

Go for it, there are some great new toys out there. TSO'd instruments are only for GA factory aircraft and even then sometimes only for IFR.

Generally, RAAus aircraft do not need certified instruments. If you have a home built aircraft (19 reg) there should be no problems changing your instruments. If you have an LSA factory built aircraft you need to be very careful about replacing things. The Tech manager is there to answer you questions.

Geoff, I was under the impression the 912ULS came with an internal alternator that could handle 14 amps continuous. The extra extrnal alternator would be for those who want to go for all the electrical whizz bangs like heated pitot and auto plilot etc, etc. If you just have simple electrics this wouldn't the internal one do and save you extra weight and expense?

This site http://www.ultralightnews.com/rotaxinfo/rotax912-installationweight.html suggest installed weight of 912ULS is 63.8 kg.

Thanks very much 440032. I also did some digging and found it under CAR Schedule 5 part 2 (below). As you say though not many private owners do more than 100 hrs per year 2.3 A periodic inspection must be carried out on a private aircraft within the period of 1 year from: (a) the day on which the aircraft's current certificate of airworthiness was issued; or (b) the day on which the most recent general maintenance inspection on the aircraft was completed; whichever is the later. Note: no mention of the 100 hours in the above bit about private aircraft. "private aircraft" means an aircraft: (a) that is a class B aircraft; and (b) that has a maximum take off weight of 5700 kg or less; and © that is only used in private operations by: (i) the owner of the aircraft; or (ii) a person to whom the owner has provided the aircraft without receiving any remuneration from the person.

Hi 44032, I just had quick look at the CASA maint guide and found a paragraph that said private operators using CASA schedule 5 need to service their aircraft every 12 months or 100 whichever comes first (page 8). Can you point me to the spot where it says only an annual is required (except for AD/ENG 4). The less unnecessary maintenance I have to do the better.

http://www.comlaw.gov.au/Details/F2014C01095/Html/Volume_2#_Toc399230903 Open the above page and scroll down to the relevant parts. Cheers.

My god! You must have trouble sleeping with all these conspiracy theory. Better watch out, they will be monitoring your every key stroke. As I said before, a pacemaker is not an impediment for a class 1 medical let alone an RAAus issue. What is the alternative to being led up the garden path by the goodies - being led by the baddies? Hopefully if this poor guy follows your advice and comes unstuck you you will be there to help him out.

You are right, RPL plus aero endorsement it is. No movement at all and in the current CASA/RAAus climate there will be none.

I aggree you should be right to fly but do it by the book. RAAus won't second guess your doctor. Give them a call. It's not worth flying contrary to the Ops manual if only for the insurance. Cheers.

Before following advice from others read the ops manual! You too Nong. From the ops manual. Bolding is mine. Section 2.07 REQUIREMENTS FOR THE MAINTENANCE OF A PILOT CERTIFICATE Medical 5. A Pilot Certificate holder may only exercise the privileges of the certificate when meeting the requirements of the health standard as per Section 2.16 - Medical Requirements. From section 2.16 REQUIREMENTS FOR MAINTENANCE AND RENEWAL 1. Applicants for the issue of a Certificate are required to have a health standard equivalent to that required for the issue of a private motor vehicle driver licence in Australia; and 4. A Certificate holder may only exercise the privileges of the Certificate when they: (a) continue to meet the requirements of the health standard of Paragraph 1 of this Section; and (b) forward a signed RA-Aus medical declaration, or an RA-Aus approved equivalent, of meeting the health standard; and © if the medical status of a Certificate holder includes; (i) Epilepsy (ii) Diabetes (Type 1 or 2) (iii) A heart condition / disease or paralysis (iv) Mental illness (medicated or otherwise); or (v) Becoming 75 years of age or older; (d) then annually thereafter the person must not exercise the privileges of their certificate until such time as they have provided RA-Aus with a statement from their doctor (GP) of meeting the health standard; or (e) provide a copy of a valid motor vehicle or heavy vehicle General Medical Assessment Report from an Australian road and transport authority, whatever called; or (f) provide a copy of the CASA Driver Licence Medical (Aviation) or higher medical certificate; and (g) if at any time a Certificate holder has a medically significant condition that is a safety-relevant condition and lasts for more than seven days, that person must not exercise the privileges of their Certificate until such time as they have provided RA-Aus HQ with a statement from their doctor (GP) of meeting the health standard; and (h) continue to comply with the requirements of paragraph 3.

Thanks for that, I wondered where that formula came in. Looking at 95.55 that requirement to be able to carry a minimum load is only for type certified, factory built aircraft. It's not a requirement for self built or for LSA, strange, I wonder why.

I agree about the doctors (and for that matter dentists) but for our case I think less regulation=more students=more pilots= more work = more $ if you are more positive. It's not the CFI/Owners it's the OH&S brigade that bring in more regulation. We need more CFI's and Owners making decisions for RAAus, the vast majority are in it for the love of flying.

Why would a CFI or flying school owner want more regulation? The less regulation the easier it is to run your business.

http://www.rotecradialengines.com/customers/MarkColetti.htm Seems to have been around since 2006. Apparently awaiting rego in early 2007. Mentions aerobatics so must have been going for GA?

Full Coroner's report released. http://vocasupport.com/wp-content/uploads/2015/01/cif-uscinski-20141229.pdf

Watch out for the bush animals! Most problems approaching a short strip can be rectified by going around and trying again. No reason a Jab can't handle the majority of bush strips if you follow David's excellent advice.