Frankus1aust

In reality, GA aircraft are more expensive to maintain than the normal RAA fare. RAA would get a few on the register but the maintenance would need to be on the same lines as GA. So it is not a real saving or a cheap way to fly. It does however, give an option for many aircraft on Aviation Advertiser that are for sale for "Medical Issues" and keep older GA pilots in the air. Instituted sensibly it would be a benefit. However I wouldn't hold my breath waiting for it to arrive.

Will they read it?

There is an adapter kit you can buy that will insert the signal going to the Gopro into the Headset line. Here is an example but bear in mind that not every Gopro camera has the same inputs. The digital input models need an extra adapter but I think you will still need this bit Pilot PA80GP GoPro Hero Audio Adapter | PA80GP | Australia.

In the right conditions the "heavy" could look like the Death Star? Sorry..... Frivolous comment but after a hard day rescuing princesses..... ?

If you put the new Jab 6 cylinder engine in it you would get great performance. TBO if you do the maintenance is 1,000 hours. The local flying school has 3 x J160 and they LAME maintain them per schedule (2.2L engines) and replace the engines at 1,000 hrs. in 18,000 hours they have had one failure. On par with their Lycoming powered warriors.

Thanks for that

Just regarding the Diabetic coma and diagnosed diabetes, that doesn't quite make sense as from my understanding to have a "hypoglycemic moment", a person would have too much insulin and too low bloodsugar. That is normally a risk factor for type 1 diabetics injecting insulin. There is a wide spectrum of control with type 1. Some people have no trouble with maintaining reasonably stable blood sugars and some are unstable. I would suggest the truck driver was on insulin and unstable. There is a whole protocol flying with diabetes type 1 set by Avmed and though it is rather convoluted, it does allow type 1 diabetics to fly. All be it geared to the lowest common denominator.

I have written to AOPA, RAA and others on this and so far not had even a reply. Bearing in mind I am a secretary of an industry peak body (honorary) and know that governments only listen to peak representative bodies and then pressure the regulators to act in consultation. It will require a groundswell member movement. Power does not like to share.

Great work! Step 1 could be also be run through an industry council (if one existed) to show industry support and qualification. An industry council BS filter could be a body made up from reps from the existing associations. Such an industry council would be a body of compatible magnitude to CASA as far as representative weight would be concerned and have more impact than any single entity. However I suspect there is not much appetite for a collective body among the associations.

Yes that is true and I am referring to the "refer to refer to CASA Avmed board type issues" like type 1 diabetes and the more potentially problematic conditions. Vic Roads seem to have a way more sensible approach in that if a specialist in the condition says you're ok, then Vic Roads give you the license. No need to convene a Spanish Inquisition.

Welcome and Australia is a great place for a flying visit.

With you on the type 1. I also have a PPL all be it burdened with more Avmed conditions and procedure that would fit on a family sized dunny roll. The RAA license could allow for heavier and more sophisticated aircraft/flying environments but to keep things RAA simple, aircraft could fall into a broader version of the existing classifications, and the pilots could have suitable endorsements. We already have airspace limitations on experimental and some other classes so this would not be hard to develop a little further. So far, CASA Avmed has been RAA's friend and sent us lots of members who normally wouldn't have come over. Once here, they like it. Re CASA and Avmed, if you don't fight, you lose. I have a heavy vehicle license and type 1 diabetes. Vic Roads have been really good to deal with on the licence and I wish CASA would take a lesson from Vic Roads on how to balance risk and results. When a government organisation is being surpassed by Vic Roads in common sense, that tells me we are being massively over governed by an organisation needing reform.

Thanks and yes, the complex panel issued me a cert last year after at least 6 months of parking the application. No bulk billing and plenty of tests. I would rather spend it on flying but I have at least confirmed I am as healthy as I think I am. I just hope they read all the data and not be obsessed with the one crossed box. I think this time it will be quicker. I'm sure they are not trying to be unreasonable but the template they are following was probably drawn up last century. For a pilot that doesn't cross any boxes on the new computer application finds the issuing of a class 2 pretty quick from what I can see.

I don't have a helpful answer but can you tell me i it has the same wings as the later model J 160? What is the difference between the SP5 and the other 55 reg models? Cheers - Frank

My last medical took six months from application, and was a 12 months certificate with renewal based from the date of my application asking, for 12 months worth of data for reapplication. Bearing in mind they want you to submit the renewal 4 weeks early (for "special" cases), that gives me PIC privileges for 5 months before reapplication. Since my cert runs out start of Feb, that means I have to supply all the data at the time when all the medicos are on holidays. So I have to get in early. That means at best I have 5 months or less of data for them to evaluate when they really want 12 months. So with the short time frame data set I'm guessing they will extend my limitations for another 12 months and I will maybe get 8 months worth of viable C2 Med (with safety pilot limitations). Is this just a load of nonsensical BS or am I just being unreasonable?

Re trailering it home I know a guy selling an Aeropup and trailer for 30K and it is a great little 2 seat aircraft. Let me know if you want the number

I am a convert from GA and the Jabiru is worth a look. I know they have copped some not great press lately but you can pick up a Jabiru J160/170 or the earlier models for 30K or lower. (Maybe a little more for a J170). Assuming you get a good engine they are great value and really tough aircraft. There are some 6 cylinder 55 reg models around and they will do 120 knots. With appropriate covers they will standup ok if left outside. I know a few with 6000 hours of paddock flying school and still fly well. (Engine replacement at 1,000 hours and no problems).

Nice fabric job. All your own work?

Downloaded the document. 45 pages. Might as well make a start while we have some time

And yes..... Do the weight and balance. I know the performance is impressive but don't push your luck. Accident stats do none of us any favors.

Just another Aussie manufacturer story. The government pays "innovation nation" lip service but try getting any real help or support from them. With the exception of Aus-Trade who are great, the rest is a painful process (with a few exceptions). Took out a Jab today with a GA senior instructor relation as passenger. He was impressed with its performance and low fuel burn. Got him thinking.

Re programs, there is a great wealth of old aviation series on Youtube. Here's a starter from the 90's.

looks like the prop was spinning at the time of impact?

As far as practical application is concerned, you are correct. The practical reality is the human ear is a very poor determiner of changes of volume. Of course, if a person has a particular dislike for a sound (techno, exhaust brakes, trail bikes or aircraft), no matter the relative dB level to the mean environmental noise, they will complain.