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Jim McDowall

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Jim McDowall last won the day on June 29

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About Jim McDowall

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  1. The whole point of the home building experience is an educational one. This was the rationale for the movement in the US and I suspect most of the rest of the world. When I built my aircraft the hand skills I possessed were those I had accumulated building (and constantly rebuilding) balsa model aircraft or keeping equipment going on the farm. Hardly skills that prepared me for the aircraft build. Along the way I accumulated a lot of tools that made the job easier, several new (experienced builder) friends and a stack of new skills. Frankly, I find the presumption that those of us who are not (because we have chosen other career paths) possessed of trade qualifications are somehow inept with our hands to be the height of occupational snobbery that is unfortunately reflected in RAAus's L2 assessment.
  2. Obviously other regulators, with a larger base of evidence, have made the determination that these changes are safe.
  3. While we in OZ fiddle around, in March 2020 EASA's Part ML will come into force allowing owner/pilot maintenance upto 2760kg. In the UK NPPL holders (similar requirements to RPC/RPL) can fly up to 2000 kg on a medical declaration. Whilst touting compliance with ICAO requirements the CASA bureaucracy should remember that the rest of the world has moved on from trying to straightjacket the light end of GA and they are reading the same set of rules.
  4. The other half objects to me taking my computer into the bog. What am I to do if nothing is printed anymore?
  5. Proves my point that people got fixated on the weight increase without considering the downstream issues, which is typical of human behavior in other forums such as Parliament. Would love a dollar for every time a politician has excused poor legislation with the phrase "unintended consequence".
  6. Yes, Just did the survey. I am not sure what the point of the survey was unless it is to get rid of the printed magazine. The output from HQ is too reliant on people exploring the minute of the manuals. Clearer less wordy emails on the issues covered by the manuals reminding us of our obligations and alerting us to regulatory changes would be better. If distributors want to sell their next plastic fantastic let them pay the full cost of their advertising and don't make the membership subsidise their marketing costs. The printed magazine is a marketing item - send it to every doctors surgery and watch the participation rate grow. It would certainly be better that the 2013 English magazine that was on offer on my visit to the GP the other day! A longer print run makes the cost per issue drop. Maybe China printing and distribution is an option.
  7. Agreed, for example, RV6 seem to have a bad track record on nose wheel failure. My point is that it is easy to get fixated on a particular target (in this case 760kg) without examining ALL of the ramifications of achieving that goal. In particular, because of the "silo" nature of aviation administration, an open minded, rational examination of the illogical outcomes. Take the case of GFA, their max weight is 850kg (without an engine) and their pilot training cannot be compared to RAAus for thoroughness. An RPC can be converted to an RPL with only a flight review that can be conducted in a VH reg Jabiru and the new RPL can then go an fly a heavy tinny. If was was running CASA (fat chance of that) I would introduce 1500kg max, optional owner maintenance as per Canadian system, declaration medicals but limit to pilot+one passenger, VH reg for all aircraft and pay RAAus to administer training open to all comers (ie no requirement for membership). Maintenance administration would remain with CASA as for existing VH regime.
  8. And so does the structural compromises associated with lightweight design. Is there any evidence for reduced survivability in the 600-760kg class? How much does pilot skill affect engine out outcomes (eg does glider experience assist?)
  9. But there is nothing to stop submissions proposing for example that type certificated aircraft upto 760kg have a maximum stall speed as permitted by the standard (eg CAR 3 or FAR23 = 61kts) under which the type certificate was issued. My guess is that everyone focused on the MTOW until some bright spark in CASA did a little analysis of the potential aircraft that could be moved from VH to RAAus if the current CAO 95.55 was the applicable yardstick and guess what, the numbers are so small that there would be no measurable safety risk (which seems to be CASA's only determinant). After all, RPC holders are only a flight review away from flying these types anyway so what is the point of limiting stall speeds?
  10. Jim McDowall

    Jim McDowall

  11. It is incumbent ofn RAAus to produce their own online free course. The syllabus is in the regs and there is enough course material around that already meets CASA's requirements to assist in the development.
  12. Apparently in the US people are so damaged that they are permitted to take their "emotional support / psychiatric service animals" on US internal flights. From American Airlines site: Flying in the cabin Fully-trained service animals and emotional support / psychiatric service animals may fly in the cabin at no charge if they meet the requirements. Requirements 1 emotional support / psychiatric service animal per person Animal must be a cat or dog (trained miniature horse may be permitted as a service animal); 4 months or older Animal must be clean and well-behaved Animals must be able to fit at your feet, under your seat or in your lap (lap animals must be smaller than a 2-year old child) If the animal is in a kennel, it must fit under the seat in front of you with the animal in it Emotional support / psychiatric service animals cannot: Be seated in an exit row Protrude into or block aisles Occupy a seat Eat from tray tables If your animal doesn’t fit within the allowed spaces, you may need to: Rebook on a flight with more open seats Buy a ticket for the animal Transport the animal as a checked pet Animal behavior Emotional support / psychiatric service animals must be trained to behave properly in public and they won’t be permitted in the cabin if they display any form of disruptive behavior that can’t be successfully corrected or controlled, including but not limited to: Growling Biting or attempting to bite Jumping on or lunging at people Emotional support / psychiatric service animals must be in your control at all times by leash and / or harness. If this behavior is observed at any point during your journey and isn't corrected or controlled, the animal will be considered a pet and all requirements and applicable fees will apply. Animal restrictions Emotional support / psychiatric service animals Emotional support / psychiatric service animals assist individuals with emotional, psychiatric or cognitive disabilities. Specific training isn’t required for animals to meet this classification. Only cats and dogs are accepted as emotional support animals. Advanced notice and approval is required to bring an emotional support / psychiatric service animal with you in the cabin. Trained service animals Trained service animals have been specifically trained to perform life functions for individuals with disabilities, including but not limited to: Visual impairments Deafness Seizures Mobility impairments Dogs and cats are accepted as service animals; miniature horses will be evaluated on a case-by-case basis. We encourage advanced notice for service animals, but it isn’t required As the requirements for transporting each type of animal differ, our employees are trained to ask certain questions to determine the classification applicable to your animal.
  13. Have a look at the classified adverts at segelflug.de . You may find a whole radio is cheaper than finding a replacement part.
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