Happyflyer

Always worth a second opinion if you have any doubts. Talk to a DAME about your ataxia. Best of luck.

Apparently this one was also a Cessna 210, same as the Darwin crash. Pilot dead as light plane crashes in dense WA bushland

If this is correct, where could a second person sit?

One dead as light plane crashes in 'dense, inaccessible' WA bushland

The facts won't come out for a year or more. If it was an RAAus aircraft the facts may never come out. Discussion about an incident, even without the full facts can be useful. If you don't want to read about any speculation it would be best not to log on to the accident forum.

Try Heck Field at Jacobs Well. Gold Coast Sport Flying Club Inc - South East Queensland's Premier Light Aviation Location - Heck Field JCW Jacobs Well YJCW

Why is it that a fence like that would never be tolerated at Oskosh but the Australian public have to put up with this rubbish? Is the behaviour of our public so bad or is it nanny state keeping us "safe"?

44032 is right. You can not change anything in a LSA aircraft and remain LSA without written factory approval, and you won't get that easily. You possibly could go experimental LSA (ELSA) but that would lower the resale value in my opinion. The instruments may not be perfect but they are eminently useable.

RAAus exams are supplied by the Ops Department. If they are ahead of the game they should offer an amended exam soon for the Nav/met exam.

You should work for CASA because they themselves have had all sorts of trouble understanding Pt 61.

Yes you should ask that but that's not exclusive to home builds!

A good kit build will have more care and attention lavished on it than a factory build could ever have. If it's a good kit like a Vans RV, coupled with a good builder you will probably never have a better aircraft. Once you have made your choice spend whatever it takes to get someone who is familiar with the type and has the knowledge and ability to give it a good pre buy inspection and report. Components like engine, instruments and avionics should be by good reputable makers with support available. If it is the builder's second or subsequent build so much the better. Looking at the paperwork is very important. Who maintained it, what are the records like, does the paperwork match the aircraft and components, is it all legal. Again, it will pay to get someone competent to look at this side of things. Do the ground work and you will get a great aircraft, for a price you could not build it for. Worked a treat for me!

Sounds like you need a cross country endorsement. The regulations could be worded in a much better way but I've never had a problem with the intent. A pilot certificate without a cross country endorsement as useful as having a boat without leaving the harbour. Why don't you write to the ops manager with your concerns and your suggested solutions?

Not many RAaus aircraft have TSO'd equipment so for the vast majority positive visual fix every 30 mins is the go. AIP further states: "The pilot in command of a VFR flight wishing to navigate by means of radio navigation systems or any other means must indicate in the flight notification only those radio navigation aids with which the aircraft is equipped and the pilot is competent to use under CASR 61.385." 61.385 is a GA requirement to be competent as defined by the manual of standards. I would suggest this does not apply to RAAus pilots so the two hour fix by GPS would be for GA only.

Get a x country endorsement and you won't have to worry about bush lawyer interpretations.

So, because one individual flight review isn't as you remember and some one mentioned an increase in cross country hours on an Internet forum, you tee off at RAAus management when in reality, RAAus policy has not changed at all in relation to these two things in at least the last ten years. Bill, your arguments will have more weight if your points are factual.

The BFR hasn't changed in ten years at our local school, neither has the the cross country endorsement. Can you please elaborate on these changes?

I wear multi focal glasses that darken in the sun. They took quite a while to get used to but are great now. I can wear them at any time of night and day, inside and outside. I use Bose A20 headset and it works well with whatever frames I've had. Personally I would not risk surgery as the multi focals work brilliantly for me.

As RAAus pilots have a certificate and not a licence they don't need an ASIC unless wanting to access a security controlled airport.

I would have thought "written off" was an insurance term. If we are talking RAAus, the Tech manager could answer you question but I can't see why an appropriately qualified L1(if the owner) or L2 could repair and declare serviceable. As long as you have enough money almost anything can be made serviceable. I've seen Jabirus that have had far more than hail damaged repaired and flying again.

An alternate "must" be planned if the weather at your destination airport is below minimums, eg; cloud, visibility or crosswind. No legal requirement otherwise. A couple of us have told you that ASICS are not required for RAAUs pilots not wanting to land at security controlled airports. Suggest you call the ops manager at RAAus to put your mind at rest and not to rely on anon posts on the internet.

This is complete rubbish for RAAus. CASA require RPL, PPL and above to have an ASIC or AVID but this is generally only enforced when first obtaining a licence. RAAus has no such requirement unless you actually intend to land at a security controlled airport. If you have an emergency you can still land there without an ASIC. Just let them know after you have landed (if anyone is even around). Perhaps the confusion is about planning an alternate. If you plan the alternate because your destination has dubious weather and your alternate is a security controlled airport you should probably have an ASIC.

Boy, I had a bit of a chuckle there Keith. Have you ever been guilty of not giving a straight answer?

It's been discussed before. Check here Rotax hand start?

Active restricted airspace is not class G or C, it's restricted airspace and can not be entered without permission, that means it is controlled. Non active restricted airspace reverts to the underlying class which could be G or any other class.