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

"To load the coffin you have to remove the door of the C210. Quite an easy task, although a little bit fiddly. However, once you know what to do its easy. The coffin was quite heavy and took 4 or 5 of us to get it in there. To load the coffin we must remove all the seats (except the pilots) and fold the back seats down. We then put a milk crate on the floor where the front passenger seat usually is, and the coffin sits quite nicely down the length of the fuselage..."

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"?

I thought it can be modified, with a approval but would likely result in a rego change??? I have a mate who just ripped his entire dash out and replaced with glass - how does that happen?

 

I might have to ask him I think.

I have just returned from 5 weeks o/s and have noted that the BoM are soon removing Area Wind Forecasts and replacing them with Graphical Area Forecast (GAF) on 9th November 2017.Can I safely assume that for exam purposes after 9/11 that it will be acceptable to CFI's to use the GAF's?

Wow mark you draw some interesting conclusions. You can read into it that it’s all to hard, or you could read into it that CASA feel there is already a licence that covers CTA and a higher MTOW and probably don’t see a reasonable reason to change anything at the moment.As for your part 61 is it printed on cardboard or something? Mine is about 2 inches thick and quite easy to understand, don’t know how yours ended up 2ft thick.

Perhaps the question you should be asking, is not how it was built, or who built it - but how it has been flown?

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!

They are not they far apart and a bunch of us have planes, so we fly all over the place.

But you can use an approved GPS (ie TSO-C129 or better) to move the position fix times from 30 minutes to 2 hours for VFR operations, and a C129 GPS meets the requirements for a positive fix. I'm not sure where your advice that you need a NVFR or IR to use them comes from?

"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.

BFR 's used to be an opportunity for pilots to refresh (review) an aspect of flying they felt they could benefit from - not testing every aspect of handling and cct proceedure as was the case with my last one. (Seemed like a money making exercise to me) - cost $140 in my aircraft to boot. Flying was not a mandatory requirement previously.Not sure when cross country hours increased - was recently mentioned on here.

Airventure is about starting the conversation of the amalgamation of all recreational flying being under one banner. Why else would RAA need a weight increase and access to controlled airfields along with more stringent maintenance requirements, exams for Level 1 maintainers, BFR's that resemble a license fight test, increased hours to complete a cross country endosement and the list goes on. I don't like any of the two Mike's recent moves regarding RAA's future. We will end up with an organisation that none of us will want to be part of.RAA is not a members organisation any more they are a dictatorship enforcing a CASA wishlist. CASA are the last organisation that should be charged with the future of aviation.

They stuff everything the touch.

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.

Yes, maybe, but the aircraft I'm considering has been written off by hail damage(dented upper surface of wings). I was "simply" going to build new wings. Someone suggested I cannot re-register because it has been written off. I just want to check. Price, aircraft type and equipment levels are unbeatable.

I was told an alternate must be planed for every flight. The example given to me was if there is an incident at your destination, whether it is a private strip or not, and the runway is closed you need an alternate landing site. I was told it is one of the requirements that an ASIC must be carried with you in the plane on every flight. Once again I ask if there are any Instructors or CFIs that can confirm or deny that this is now the policy of RAAus.

I was told by a CFI while doing a BFR that an ASIC is required in case I have to divert to an alternative landing site even though I use a private strip most of the time. Are there any instructors or CFIs that can confirm that is or isn't the new directions from the top?

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.

F_T you must be a politian you have not answered the question.You gave a diatribe that is not an answer, has to be a name. e.g. Malcolm Turnbull or Sarah Hanson-Young.

 

The burden of the question is:- "Who" get that answered and you will be on the road to being a bit honourable.

 

KP

I was told the other week that you can't hand start a 912. The explanation given was that with the reduction gearbox..........Not had too much experience with them but I know how easily the O300 I used to sit behind used to pop into life with a well timed pull on the prop.

 

What's the verdict? Am I being fed a porky or does this person's idea hold merit?

 

ps, this came about while he was turning the prop over without checking ignition and/or master switches.

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.