SSCBD

Where is the comment from RAA on this. My short version is that you are a idiot if you don't have a reserve, no matter what. This is the old GA 45 min reserve rule it is based on stuffing up, winds being a lot stronger than forecast, or weather diversion with high GA fuel flows. Now In my humble opinion I recommend 30mins. If people are not doing this then they are asking for trouble. However we are flying ultralights and sport aircraft up to MTOW of 600kg or less. We are not flying GA aircraft and twins that have a huge fuel burn compared to us for this argument so say around 12 liters is the argument we and RAA are having which is fine as far as I am concerned. Most of us can put down in a paddock if really needed or blocked by weather anyway. Rag wing aircraft can put down just about anywhere. (no being rude to my rag wing guys) and most of these guys can fly well and use paddocks all day long. (plus they have usually the incentive of a two stroke engine that can stop anywhere. Smile guys! As for light wing types a good paddock is fine again, common sense. Its not like I am putting a twin down on a paddock and need huge length, weight and speed So for ultralights eg rag wing you don't need 45 mins. But again tell me if YOU really fly more than 30 mins where no strip is available also. I remember VERY few occasions. With the top of the line aircraft not suitable for paddocks 30 mins is a number you can usually get to another strip, usually anyway IF NOT ADD MORE. Again its all bloody common sense...

My simple question is with the Rotax numbers "ONE FAILURE in 36" - is the majority of these due to high engine revs compared to GA engines? What is the major failure of Rotax?

No Pilots License Required To Fly This Helicopter In USA** I don't fly these things only fixed wing, but at the price seems to be low and cruise's at 85kts. If Raa aircraft gets more costly it might be a way to go and put it in the backyard cures driving, hangars and runway fees . Any flying in Australia? Mosquito XEL – When your preference in a Part 103 ultralight requires more of a standard fuselage and cockpit then the XEL will meet your needs. The integrated fuselage standard to all XE models forms a most pleasing and aerodynamic shell with all the required instrumentation and comforts a recreational pilot might want. The included safety floats provide an exemption to the standard 103 lb weight limit to keep this beautiful ship within the ultralight category

What is the limit of chop it can handle and is the trim all the way back on takeoff say like a GA Lake Buccaneer. In other words dose a cruiser wake going by or a northerly wind turn it into a submarine? I do know that flying GA versions of sea and floats you will never need a chiropractor.

What engine? - casting failure, head not down square, not torqued on side? What dose the piston look like. New engine I assume with 5 hours, full warranty job.

Yes it is politics for the useless JSF, we are being done over by the U.S. because of politics, however the A10 as stated I like.

Really like the A-10. However why are we buying this substandard F35 JSF junk that will cost billions. I like the Russian units these days and they are tough and work if you look at the comparisons.

Real flying question, as the Foxbat has the throttle on the right side I have been flying a Foxbat from the right hand seat. This is due to that I learnt and prefer plus cannot fly with controls in right hand nearly as well. This makes it the correct sense of the control stick in left hand and throttle in right. I have no problem with accessing or using the instruments or switches etc. from the right seat, so please don't start on that point as its fine. So the question is - are other people doing this when the throttle is on the wrong side from their training then flying the Foxbat or any other aircraft like that?

What is the type or make of aircraft above a seaplane of some sort?

When the fan up front is stationary, the sink rate is horrendous, and the silence is fearful, https://en.wikipedia.org/wiki/Golf_course#/media/File:Golf_field.svg Cheers ... Amusing - "the Silence is Fearful" - Have you ever been in an aircraft with an engine out, Lots of noise is made and if you are in a "Rag Wing" not being rude, it sounds like it is breaking up in flight and can take your mind off the engine failure.

Well the simple fix for safety is for all of this is to have twin engine two seat LSA aircraft. That would be a hoot! Stick one on each wing. Love to watch the RAA instructors sweat and try to get THEIR twin endorsements, then teach on twins. Vmca training would be amusing with takeoff failures, see how many instructors would be left as they may get PTSD. Put Go Pros on the faces during training with new instructors and students that would be great on Utube. Also Casa would have a new ball to chase and whinge about. Of course costs would go up (a lot) but that's going on no matter what without real change of categories for different types of LSA with training standards, but we would have safe aircraft as we have a spare engine in case of one engine failure. No new students as it would be toooo expensive to gain a license. All twin rated GA guys stop smiling - "this is a joke above", don't get serious. although I would like a twin LSA myself anyway AND also night VMC if I have three wishes.

Lets get this right - Casa has total control of Aviation NOT the minster. He is but a figure head and only take advice from the head of Casa.

Bastards, should be shot!

Hi all what are the problems of a carbon fibre aircraft in hot humid conditions in nth Qld, and if you put a ding in the wing or leading edge how much of a problem is it to get repaired compared to metal wing. Any special maintenance things that one should be aware of. Any structural problems over time etc And the last question will UV cause any major problems with carbon fibre over time say 3 to 5 years. What are the do’s and don’ts compared with metal aircraft Thanks in advance

I wonder how many trees and how many reports were made to explain what happen. Did the tug driver have to have counselling and stress leave after the event and or sacked or retrained? Did the pilot who left the park break on, I assume? Did he get grounded and have to be retrained?

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Started twitching watching this - the good old days - no license - no takeoff checks - kick the tyres - light the fires - and into the either. Was amused with the compass on the yellow scout airborne. Did not know the Townsville boys got that high on top of the trees, we tried to go between them due to nosebleeds and pucker factor that high up down south.

In my humble opinion I put forth the following We must remember that most RAA pilots do not have a full-time occupation in flying and what are referred to as weekend warriors. The training is a bare minimum, again in my opinion which hopefully get you back in one piece on a good VFR day. It is like teaching your children to drive on L plates, they pass a driving test and are then launched into the world by themselves with many different conditions and situations that they never entered into whilst learning. And yes of course they have a few pressures from their own friends (they don’t have human factors, which needs to be rewritten in my opinion common sense ) and they do make mistakes but like all parents you worry until they return. It is purely a numbers game statistics show that and governments accept. This is the same in aircraft if we are sending adults mature or otherwise into the ether, once they have the cross-country endorsement that can now fly anywhere in Australia except in controlled airspace** and hope they come back in one piece. The first 200 to 300 hours flying I was brave bold and bullet-proof, but I had to learn and refine my skills, risk assessments, common sense in that time and survive. But here is the rub, what point and what costs in dollar terms do we deem they a RAA pilot is safe to do a cross-country with another life on-board with low hours (you define low hours). I totally agree with other people on the site that it is fine not to be my brother’s keeper and/or criticise every decision a person makes or to bring in some penalty from lack of experience, as we all know we have all made serious mistakes and have mentally prostrated ourselves and beat ourselves with the cat of nine tails that the gods of the air did not end us that day. I totally agree 4000% that any RAA pilot and for that matter any GA private pilot who has ANY problem or is unsure or has doubts of any kind with the operation of his aircraft due any reason including weather, failing light, whatever, should have no fear whatsoever of getting on the radio to ATC or other pilots in the area for help without any recrimination or penalty from Casa whatsoever. Casa is here to serve us at one level, yes they do a good job with commercial and that is a whole different can of worms dealing with commercial pilots pushing heavy Tin and hundreds of passengers. Today flying schools are having problems getting new students from what I read in the forums on this I assume is due to the state of the economy and disposable income people have in the most. So of course a student rolls up and says how much is this going to cost for licence for me to be able fly ANYWHERE in Australia. But what is safe for the person sitting next to them. To refresh some memories, back in the dim dark ages of which I was a part of, we had people buying Wheeler scouts, pterodactyls, etc with two axis controls, which included wing warping, underpowered, flat out speed to stall speed of 10kts difference was good back then, not allowed to fly over 300 feet, not allowed to cross a road. How did they learn to fly? They were given a bit of verbal advice, but in essence they were self-taught and hoped for the best, and the amount of deaths and crashes reflect that. The departments attitude at that time who I spoke to face-to-face said “they have every right to kill themselves we can’t stop that, but you also can’t have two seat trainers”. But now we have new toys, toys that can climb at a 1000 feet a minute or more, cruise at 120 or 130 kts, some in the pipeline going faster, still speeds are up, weight is up, and I thought I’d never have to say this, you actually have to learn to fly to slow these things down because now we have flaps and retractable landing gear and constant speed propellers. Yes I would like also to see in my personal opinion, night flying in the new toys that can, and controlled airspace which some of us can do now including myself with the GA background and second licence. But not all want and that is ok too. You can now fly for example Melbourne to Cairns in two days with some of these new toys, or across Australia which is a whole new kettle of fish. Having gone off topic slightly but to give you a wide range of what is available that we can fly now and considering we are needing new members to share in our addiction of flying and of this training level given. I state again the Casa including ATC be prepared to help any pilot who deems or is unsure or is in trouble and requires help or advice to be able to call without fear of prosecution or being belittled as a radio call could save their lives otherwise it will always be us against them. So besides the Casa fear of prosecution of stuffing up which is human nature which must be sorted out sooner or later by the RAA, do we need to rethink the categories of licence we hold in the training syllabus?. For example, in GA you are not taught on an aircraft with a retractable undercarriage constant and speed units and must progress up after your PPL for example. For example CAT 1. Rag Wing - not being rude to our fellow pilots of Rag wing aircraft CAT2. Example Light Wing type aircraft and others that cruise up to 100 kts Cat3. Aircraft over 100 kts with all the bells and whistles This may also cause friction with some flying schools that may not be able to offer a one-stop shop especially if controlled airspace and other things become available to us. I have run out of time and please forgive any typos or spelling as I did this by using Dragon dictation voice to text.

Same here. UNCLASSIFIED This is an automatically generated email. Do NOT reply to this email. Unfortunately, PAC is still experiencing delays in processing transition applications (Form 61-9TX) that have been submitted with a notification of a CASR Part 61 activity, such as a flight review, proficiency check or issue of an operational rating. We acknowledge that you are waiting to receive your first CASR Part 61 licence document. However, please be assured that your flying privileges are not affected by not having received the new licence. You can continue to use your CAR Part 5 licence document that has had the Part 61 activity written onto it – such as your most recent flight review, proficiency check or issue of an operational rating. We have engaged additional staff in PAC to assist with assessing the high volumes of applications. We appreciate your continued patience. You can now monitor the status of your application through the new CASA Self Service, regardless of whether you submitted your application online through CASA Self Service or via email, fax or post. Once the job is logged by CASA, the status will show In Progress until the job is completed. You can now submit a number of FCL applications/notifications through CASA Self Service and we encourage you to use this functionality for future applications/notifications where possible. In time, the number of applications available to be submitted through CASA Self Service will increase. You can also view your personal details and update your primary contact details through CASA Self Service including your residential address, primary contact number and email address. Please note, before registering for CASA Self Service, CASA must have your current email address. If you need to update your email address in order to take advantage of the online functionality, please email CLARC ([email protected]) with your new email address, stating your ARN, full name and date of birth and your details will be updated.

I my humble opinion. Think about this if you have the benefit of a long runway with gusting crosswinds. Take the pressure of yourself, don't try and land on the piano keys or in the first third of the runway, stabilise the aircraft over the runway center line, dose it really matter if you float down a long runway - if you have a runway length use it that's what its for - no points for landing in the first 10 feet and hand having an "arrival".

Practice, Practice and more Practice - Remember, When you Run Out of Rudder and or Elevator and or Aileron all your skill and experience is out the window

Please expand???

carbi heat very funny - did not have that option - lol

Flying down Sydney way with the old widow maker the Robin 440 two stroke on a sunny cold morning, many, many years ago, it suddenly stopped - landed ok - then squeezed the air filters, a lot of water came out of those sponge filters. Fired up straight away, no problems occurred again after waiting a couple of hours to get warmer and hope for the best back then. Brought that icing problem home fast in real life.

With the world still in decline and Australia still not any better, plus the U.S. dollar at 69 cents I don't see it improving for 2016. People cant afford it plan and simple. Buying of overseas aircraft or any bits is 30% more now. Not good at all.