SSCBD

Yenn - Agree with training standards - lemmings over a cliff.

With some LSA aircraft existing and coming in the market, it is only in the Pilot in Command best interest and that of say the unsuspecting PAX to have a spin endorsement ,is only common sense in my opinion. The higher performance we get with LSA aircraft the higher performance of the pilot is needed. That means higher training level for these aircraft. My question is if you can afford and buy a Ferrari or Porsche type aircraft why would you not do an advanced driving course to upgrade your skills. We are getting a very wide range of performance from rag wing to carbon fibre types that we now cover under RAA and its only going to get bigger with weight increases. Also have you noticed some of the short arms to the tail and the small size of rudder and elevator on these top end aircraft. And some of these aircraft on the market now can cruise over 120 to 130 kts is becoming common. Higher speed means something has been traded for it! I have flown most of these and some run out of elevators authority on landing to my satisfaction in my opinion. Which can result in a medium to heavy landing. Simple rule of thumb I have, is the faster they fly and come on the market, you will need to have a higher attention to flying speed control and they may bite you. Its not like the old days where you could fly a drifter or thruster and just point it at the ground and land. You now have some clean aircraft and weight behind you - even if it is only 600k that can float way down the runway ( try a short grass strip and see the sweat develop on some pilots with these aircraft. I believe and have forgotten who at this point of time, that some manufactures are using a "type of fowler flap" to help and slow the stall speed and landing distance. So if you want to be a pilot with a PAX and have safety in mind with these high performance types why would you not get the training and spin recovery experience. To me its only common sense that when you increase performance of a LSA aircraft you fly YOU have to upgraded to fly it (in my humble opinion).

?? Please expand if possible - don't understand your post.

If you have an aircraft that is fairly easy to spin - you should for the sake of your own life do a GA spin endorsement. . OR don't bloody well fly the plane that is outside YOUR envelope to fly - its only common sense. Get real training. Fact - The piper tomahawk when it first arrived in AUS as a GA training aircraft killed a few students and instructors in USA as it can spin back then a drop of a hat. Later the tails started falling off or major cracks developed. CASA made a requirement that all students flying the aircraft solo even training - had to be spin endorsed. These days with some LSA aircraft I would personally recommend that pilots flying certain LSA types be GA endorsed in spins as its a hell of a rush your first time in a fully developed spin if your not. .

yeh - and I am driving these over rated, closed in coffee machines, that have bloody radios, gauges, gps displays and bloody retract stuff AND carbon fibre bits that run out of elevator authority, RAA dressed up as mini GA at the moment - not pure flying like you have in your machine, and also that is the best place to fly up north. (hate you again frank) but I will be up to stay - and then the air war can start again! (hope you have improved from last time) - I am coming for you frank - Smile.

Frank - I take the fifth - and besides I don't remember anything, it must of been all the drugs back then or was it alcohol or maybe both. It was pure fun way back when - I was told.

Frank, I am not anyone! - and I don't believe a word of it. (YOUR HONOUR). Are you sure you weren't doing night circuits????( or are you just practicing for the RAA night VFR endorsement?. Make sure you carry a BIC lighter to illuminate the ASI on finals as per the ops manual (it works) - Just in case your forget you flying glasses. Have a dam good night - mate.

I really like the side stick. Shame not more aircraft don't have them. Provides more room and noting between the legs to have stuff on knees which you always will have from time to time I find it more comfortable and with arm rest. Its easy get comfortably with it.

HI SSCBD, fair comment but my experience has been thats its awkward based on a set up of: container or ground or platform near height to wing tank rotary pump inserted into container and may not have a firm fit ie it just "sits" in the container filler hole. hose then is inerted into wing filler hole or into Mr Funnel and held some how ie with your hand, other hand then has to rotate pump handle have to lean over tank hole to watch for overfilling/ spillage. So yes a rotary hand pump is simple and electricity free, but requires coordination and fine movements!! Matt, after 30 years of filling high wing aircraft in the bush you get a bit smart on doing things. Not being rude but lifting 20 litre drum up on a high wing where you need a ladder or box etc. it not pleasant or feasible either on remote strips or away trips. I have watched people fall over, hurt their backs trying to lift 20 litres or dropping drums and spilling fuel or the drum slides down the back and off the wing spilling fuel everywhere 1. So I have a rotary pump that pushes a half litre of fuel per 360 degree rotation. It weight 2.5 ish to 3 kg, never put it in a scale but around that weight, by the non scientific method of using the 3 litre milk hand weight comparison. 2. I have cut to length the excess filler tube and put a "SMALL METAL S HOOK" through the end of the hose that is then inserted into the wing filler hole and hooks INTO internal lip, so the hose it wont fall out and its fit and forget while refueling. 3. I have cut the bottom end tube off and slipped a (petrol proof) rubber tube to fit 20 litre drum in length. This takes the excess metal tube bulk and weight out of the pump also. 4. I have two free hands now just to hold the pump in the drum and wind away. - so easy. 5. As I know how much fuel I need after dipping the tanks BEFORE fueling I know how much I need and can count the turns if needed - so no overflow or spillage. Mark - Don't take this a being rude, - but it works so well and is so simple why would I change the system. The little - S- hook on the filler end of the hose is the true answer to holding the tube filling over wing aircraft HANDS FREE and wont fall out.

Take the back of the hangar wall out please. Just in case! - smile.

Why aren't people using hand rotary fuel pumps for high wing aircraft? weight is about 2.5 kg keep it in back of aircraft.

For example jab RAA j230 two seats vs a VH Jab J430 basically same aircraft with 4 seats . OR any other same type RAA to VH The question is how much more are the costs of operation and maintenance on VH compared to RAA. and say 100 hourly. What I am after is a comparison of how much more expensive it is these days compared to RAA. to operate and maintain. Not the initial buy price. Or is it getting a point of no real difference?

Agreed - BUT don't forget - the pollies and lawyers taught them!

Just like the government and how well it runs.

I fell over backwards seeing these numbers from a RAA flying, for students learning to fly. Sling 2 – $310/hr Dual Instruction - And apparently no private hire for the aircraft. Eurofox 3K – $295/hr Dual However These Rates include:– Pre-flight and Post flight - REALLY! The Eurofox 3K – $205/hr private hire Its making GA sound inviting as I can hire a 4 seat Cessna 172 for $240 hour wet or a Cessna 150 for less than $200

Must have been an ex parachute drop pilot.

pilot not twin endorsed

NEV My comment from a GA point of view. SO ... Why do I need a RAA licence at all if I have a say GA PPL and why cant I just get say an endorsement on RAA aircraft then I would not have to PAY RAA fees and which is a lower qualification standard (not being rude). This is stupid when one has already done the hard yards in GA. ALSO - what do members really think of the performance of RAA as a whole. I see it seems the "one size fits all" with more costs which seem only going up. Yet the true base of ultralight flying eg (rag wing) is left as a poor cousin and not the base it started from. Note. I am not any member of any other organisation except RAA and GA. So I am not pushing any agenda, other than money coming "out of my wallet for return of value". To confuse the issue further - I believe in flying rag wing or carbon fibre sport aircraft and also GA twin stuff - but why is a simple two stroke drifter costing the same to fly a high end sport aircraft RAA cert fees as they are not demanding to fly as other high end sport aircraft. We should have different costs in RAA certs for a start for example rag wing drifter types and pay as you go to for the more performance type GA aircraft and training. We also have retract and CSU which are really GA stuff. Some of these can be either GA or RAA today with sign of a pen. My fear is that the grass roots flying is being buried and GA and RAA are blurred If we get 750 kg or 1500kg? or more then its even worse for us in RAA as then standards and maintenance costs with be more - (will they not?) And what about twins 750kg is about to let some clever guys produce twins that can fly in RAA and we have NOT MANY RAA CFI's who can train people or even fly to hand out CTA airspace endorsements and they will have to be trained to GA instructor standard. I expect that will cost a whole lot of money for them. However you can go to GA and get a twin endorsement I suppose and RAA with charge you a fee for it?. So I ask again, what is the opinion of what value for money that RAA provides?

Question with a GA PPL do you need and RAA cross country endorsement on a RAA cert in a RAA plane???

Do any have other commercial or conflict of interest in RAA - for example running flying schools or importer or agent or sell aircraft for example.

But not your insurance

To clarify as I got in trouble at Bankstown when training. I had been solo on the next day I did a preflight and then just fired up the aircraft and taxied to get fuel, thinking it was fine as I had been solo. Big mistake. You are operating an aircraft unlicensed with no approval to do so. hence no insurance and a few other fed rules broken. However if an instructor gives approval for that movement that day then that's fine. Also, some lame's can taxi an aircraft for example an aircraft, but they get approved and operate under an exemption. Another example is that you cannot by the letter of the law Taxi an aircraft when you don't have a current BFR. RAA falls under those rules.

Sorry yes an instructor may. Its under GA rules. Student must have a license or cert before he can taxi even his own aircraft. Somewhere in the GA rules but cant remember which one. But we are under those in RAA.

AFTER first solo and at the approval of the CFI ONLY.

Hi Frank - How come you did not land and get some close ups of the crocks - looks like plenty of room for the drifter to put down with your skill set as you know I know!!! Smile! Best