ave8rr

NZ, US, UK and Canadian systems seem to work. All aircraft registrations under the National markings (VH-xxx) and registered as class 1/single seat class 2/2 seat, 3 axis or W/S) and let the various RAAO's train and issue the Pilot Certificates. No more of who can fly what based on the Registration.

Krviator, 370lbs (168kg) will not leave much for fuel if flown two up. I was informed by someone from RAAus some time back that to be able to be registered two seat the formula was: 2 x 80kg + minimum 90 mins fuel. An 0320 @ 30 ltrs an hour is 45 lt (32kg) therefore min payload needs to be 192kg (BEW in this case of 408kg) to be able to be registered. Can anyone confirm this? Mike

G'day Ian, RAAus Tech Mgr told me MTOW would be 600kg (1320lbs). I think most RV 4's I have enquired about are around 440kg (970lbs) empty so only leaves about 160kg payload. This makes them a single seater with full fuel. Mike

Is there any Forum Member out there able to put me in contact with any RV-4 owners who are operating their aircraft under RAAus Rego? They can PM me with/for contact details. Thanks Mike

I was the ARO (Aerodrome Reporting Officer) for 6 years at Argyle (YARG) in the Kimberley. We were also trained met observers and did the hourly met reports. We also gave the surface conditions for all in bound flights to Argyle so no problems with ground staff passing info if trained to do so. Our MK 1 eye ball info was often better than was being transmitted by the AWIS. Mike

New thread started. Mods pls delete.

Condolences to family and friends. I don't think fatalities in this section of recreational flying are very common.

Sorry to hear of your resignation Andy. Our meeting with the CEO and President went well yesterday. A lot learnt and some good announcements due to be released. Good luck for the future. Mike

Andy, what I was trying to say was that the member insurance coverage should have been looked as a way of saving some money. Let those who want insurance buy it through a RAAus scheme. Keep the magazine and its distribution as it currently is. The magazine is the best way of getting info to ALL members. The magazine could be printed on non glossy paper etc as it used to be some years back. I have spoken to CFI's this week from both NSW and QLD and while discussing things of a general nature both said that removing the magazine from print to digital was the start of a downward spiral for RAAus. I will be discussing all this with the CEO and President at the informal get together here in Bundaberg tomorrow.

Dazza, we all know why the insurance wasn't looked at to save costs. That would have affected those with a good broadband connection. Insurance should be available to those who want it and could be made available via an RAAus Group Scheme.

Yes Richard. Heard it reported on the way home. Condolences to the family. Mike

From the ABC News http://mobile.abc.net.au/news/2015-05-23/pilot-dies-in-hunter-valley-plane-crash/6492220

And that's why it won't be long before an annual inspection by an independent person/authority will be required.

Probably overseas experience is dictating this. Most countries have the 12 year inspection. More frequent if on manufacturers recommendation. Probably more of a concern with Variable pitch Propellers which would include those used on ultralights.

I find it hard to understand why the ATSB can publish accident findings and not get shot down by the Coroner but the rest of us can't. If ATSB have some sort of exemption by an act of parliament then why can't this same exemption be given to RAAus or any of the other RAAO's. I understand the ASRA advises it's members of accident findings.

And As I have said many times on these forums if ATSB were to do the investigation for all FATAL accidents then we would have an interim report within 30 days or so and a full report some time later. No waiting for a Coroners Report.

We know periodic maintenance is required but as I said in post 80 I have found when looking at log books this maintenance is not recorded so was it done? A GA "type" maintenance release for the aircraft would help in this regard. It would record hours flown, fuel and oil uplift etc along with landings and so on. This form would then be held in the log book once a new maint release is raised at a 100 hourly or annual. All work could still be carried out by the owner but is at least recorded. All RAAus have to do is raise the form as they do for condition reports etc. No cost just "required" paperwork.

Iv'e been looking at a few RAAus aircraft being advertised for sale and have found the log books to be a little short on detail. Annuals not recorded etc etc. I am all for an annual independent inspection of all RAAus aircraft. This can be done by any L2 or higher. The maintenance can still be done by the owner. This review of airworthiness could be sent in with the rego renewal.

With MARAP, will it be possible to raise the MTOW from the very restrictive 480kg for the GR912 series aeroplanes? I note that the Lightwing website says 600kg MTOW for the GR912 and Sport 2000. Could these aircraft be re-registered in the 24 category if it can't be achieved while 25/55 registered? There are some nice lightwings for sale but have very restrictive payloads (180kg) or so.

Yep.....

Andy. This is all very good for those with the internet and an email address. I even know of an L2 who is not on line nor intends to do so.

And once the magazine stops arriving at the gate from July then I'm betting a lot of what Professor Avius is writing will NOT be read. How will RAAus be getting important safety info out to it's members?? It will be like Flight Safety Magazine..........Read by a few I'm picking.

Yes two into the ocean but the one off Sydney some years back may have been fuel starvation. Also a grandmother and her grandson lost their lives in a similar aircraft on a cattle station in Qld a few years back. We have never seen reports on these accidents as far as I know. Condolences to this latest tragedy.

The Pilot flying that lesser amount of hoops aircraft (RAAus Registered) as you say has more training to do than the Pilot Certificate holder. I am not saying PPL should be able to fly the RAAus aircraft although in saying that, in NZ, a PPL or higher licence holder can fly a class 1/2 microlight once he/she has done the conversion. There is no requirement to be a member of one of the two associations that train and issue Pilot Certificates to fly those same aircraft.

Do we yet know if this tragic accident was due to CFIT, in flight break up or medical etc?