ave8rr

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.

 

 

PeopleI resigned from the RAAus board today. The organisation is today in a better place than what it was in 2013 when the EGM was called however the amount of brokenness is still substantial, yet there is a will to fix it and many of the steps required to put it right have started, but the pace of change is slow.....

 

My personal life however is equally broken at present, I was made redundant from the organisation I worked for last year in February. I live in a part of the world where unemployment is pretty high and high tech jobs are relatively rare and hard to come by. I have up until recently determined that I did not want to live away from home or commute for work however that desire is rapidly being overcome by the reality of having an empty bank account and an increasingly anxious wife and a mortgage still to pay .....

 

The reality of Para 2 above was impacting quite heavily in my life, much more so that when I made the decision to stand for the board 12 months previously, and my ability to accept that working in a board is about compromise and finding the right middle ground was being impacted, to the point that I wasn't adding to the overall RAAus board, rather I was probably taking away from it. I found myself in conflict with People on the board who in general I consider to be"good folk" and who only want the best for the organisation.

 

I need to take stock of my life and focus on work for myself at present...the ability to continue flying becomes rather moot if the need to buy avgas is overridden by the need to eat!

 

Andy

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

 

 

Lets assume for the moment I'm really slow and don't understand why insurance has any impact on internet speed.......using more than just 2 short sentences, can you try and again and make clear what your point(s) are.....seriously I don't understand eitherAndy

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.

 

 

Yup at a over inflated cost and GA guys dont have liability insurance forced on them. It is up to the individual to pay for it or not.

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.

 

 

Are you home already? This is terrible news.Richard.

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

 

 

I'm amazed that the owner of an aircraft doesn't do the most basic enquiry regarding it maintenance.I've just typed in "brolga propeller" to Google and got this hit: http://www.competitionaircraft.com/Brolga.htm from which I got this:

 

Maintenance

 

The propeller has no definite life. An expectation of 2,000+ hours is not unrealistic, provided the proper inspection and maintenance schedule as follows is adhered to:

 

 

 

1. Every 20 hours, retorque blade bolts to 124-150 inch lb. And prop mounting bolts to appropriate value in table 2.

 

 

 

2. Every 200 hours, dismantle prop and inspect all parts for cracks and/or wear. Visually check the bolts and bolt holes and the "spline" area where the blades and pitch blocks are joined. No wear or elongation is allowed. Patches of surface corrosion on the blade bolts dictates replacement. Replace any defective parts. Inspect the blades for water ingestion or delamination.

 

 

 

3. Any prop strike is cause for a complete disassembly and inspection as described in #2 above. The presence of any stress fracture emanating from the bolt holes in the blades dictates blade replacement.

 

 

 

4. Every 1000 hours, replace all hardware.

 

No wonder CASA has to issue stringent ADs to get owners to look after the safety of their airplanes.

 

OME

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

 

 

and the safety case is?

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.

 

 

Richard, I agree on that and I`ve been saying that, since you and I started flying..... Not so long ago ( can`t recall exactly when ) I stated on here, that I would expect, Ross Millard, (Maj), as our elected FN QLD Rep. to make the findings of the cause of all accidents, available to us, the members of RA-Aus.Apparently it`s not that simple, especially in the case of fatal accidents. Ross pointed out that there are certain laws that prohibit it and there are also liability issues to deal with.

 

Frank.

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.

 

 

That's crap..periodic maintenance has been a required the whole time I've been a member. Have read of your tech manual.

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.

 

 

??? Certainly 100hrly/annual inspection is done on all aircraft that I have any close knowledge about. (Some lack of compliance in the 12/24 month instrument certification I "suspect" in a few cases - but is a requirement in the Tech Manual)

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.

 

 

Am I reading it correctly that we have to pay for the magazine now $90 per annum?

Yep.....

 

 

Re 2) and 3), bit unfair Tubs, Let me reproduce an email that was sent out to members over the weekend, and included video/audio of the recent Cessnock GM, which was streamed live at the time of the meeting and is also available after the fact for anyone that wants to review it....If talking about the magazine then review because its discussed in some detail by the current board and one of the previous older board members who was around at the time when.........nothing got doneIF any member is not getting these emails then please sign up online by loging into the member portal and on the first page that opens after login there is a subscribe option....

 

Andy

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.

 

 

If you don't like the subscription now, then take a look at where your money is being spent. $300,000 for Professor Avius to talk to you might be a start.

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.

 

 

It was a Howard Hughes - Lightwing SPEED model, unfortunately the second to crash into the ocean.

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 so called "anomoly" of identical planes being under both is not exactly correct. The one accepted for VH has a few more hoops to jump through, in manufacture specs and servicing. Nev

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?

 

 

Jetjr...said....

 

(Annual L2 inspections is another way to keep track of unregulated Mods but most want (or Jetjr do you mean DON'T) want to go down this track. Maybe it might be good for safety to have owner maintained aircraft looked at once a year?)

 

This happens in NZ for ALL microlight (ultralight) aircraft. The equivalent of our L2 type people do the annual and in most cases for little or no fee.

 

Inspector checks logbooks and a general look at the aircraft and issues an authority to fly for a further 12 months. A bit like our annual registration but the aircraft is actually looked at and not just some fee paid to RAAus for what? Our aircraft (19 category anyway) usually only get an independent look at during and ACR upon sale.