ave8rr

There is the first problem FT. As I said in an ealier post, there needs to be a complete overhaul of the RAAus register system. There are too many categories. This of course has grown as RAAus has grown and rules have changed along the way. The sooner CASA Rule Part 103 Sport aviation is issued the better as I see it.

Thanks Mark, I realise that #24 are required for training / hiring. As I understand it not ALL factory built are sold LSA so some factory built A/C are coming in and being registered 24 (factory built Savannah for e.g.) I dont believe they (Sanannahs) are LSA. Perhaps there needs to be yet another RAAus category for LSA Certified aircraft. Cheers

John, From what I can see, LSA is a "special" beast. I have just been speaking with a friend of mine over in NZ and he has just had the FK9 registered with NZCAA in the LSA category. That aircraft has been flying as a class two microlight but after a fee ($2000.00) and alot of factory paperwork to NZCAA is now an LSA. Still being flown on a ultralight Certificate though. It appears that RAAus need to do alot more when registering LSA aircraft. It is not simple from what I can gather and if importers are wanting LSA registration then they should cover the costs. Perhaps LSA should be VH registered??? or just registered RAAus #24. What are the advantages of being registered LSA? We now have 600kgs MTOW anyway. I think there will be alot more discussion on this. Many thanks for keeping us informed on this forum. Cheers

You are correct. I had read opsassist at the top of the page and NO signature at the bottom so assumed it was the assistant Ops Mgr that was posting the notice/s. This has been changed on ALL the postings.

Andy, agree with you on all of the above. I have never been able to work out why there is not an internal audit system in an organisation of this size. I am surprised that CASA have not enforced this upon us. I am currently running a certified Aerodrome and CASA have required an SMS (Safety Management System) in place for the last two or three years. Cheers

SAJabflyer, I dont think any RAAus members on here wanted board members to come on this site and state what was going on. What they (the members) wanted was for the RAAus website to be continuously updated. It was 24 or 48 hours prior to the first notice on the RAAus website that roumors started to fly around that there was a problem with aircraft registrations. This should of come from the executive as soon as they new there was a problem. It all goes back to communication or lack of for a long time now. I get the feeling that alot of the board members do not really know what is going on most of the time. There are two or three in the RAAus office trying to do everything and it is not working.

Yenn, I think you mean 1500Kgs MTOW. Cheers

I think the Airmaster prop from NZ is constant speed. http://www.airmasterpropellers.com/

Google Murphy Renegade. There are a few of them on the RAAus register. There may be one for sale in the Brisbane area. Re the pix above. It is a Fisher Flying products FP404 and is currently for sale in NZ. Cheers

Yes ZK-JIY is on the NZ register. First registered in 1997. It is currently owned by a gentleman in Hawkes Bay. It is a fisher FP404 and is currently advertised for sale on Trademe. Cheers

Hi Nev, are three blade props able to be fitted to the Jab 3300 engine? I was of the understanding that Jab recommended all their engines should be used with wooden two blade units. I certainly have seen three blade units on some 19 registered aircraft with Jab engines. Cheers

John, I don't believe the sheer number and complexity of types we have here are any more than across the ditch or in USA / Canada etc. The problem here is is that there are so many catergories to which an aircaft can be registered in. No wonder the staff are having trouble ticking the right boxes. Tidy up (reduce) the number of categories and things will improve. This will require CASA to issue Rule Part 103 and do away with all the various ANO's we operate under. This has been talked about for a number of years but still seems some time away. I feel CASA has not made things easy for RAAus.

It appears to me that this whole Rego thing has come to a head due to the number and types of Rego used in RAAus. The issue of the Ibis grounding is and example and is probably some of the reasons for the current aircraft licencing issues. Weve got 10, 19, 24, 28, 32, 55 and there was talk by the previous Tech Mangaer to bring a (18) I think it was. Let CASA take over the Rego of all aircraft with one or two classes as follows: Follow other countries and have class 1 (single seat) Class 2 (two seat which includes LSA). Have RAAus administer all pilot Certificate training and issue and administratrion of the aircraft annual maintenance. If aircraft are transponder fitted, have annual inspection and pilots are CTA endorsed then let the aircraft operate in controlled airspace. Other countries allow this.

I am not sure any of those people that tried to renew registrations last week were told it was an EFTPOS fault from what I have read here. They were just told the renewal could not be "processed" and to call back. Happy to be corrected if I got it wrong

Well it's gone 5pm in Canberra. No update on the web site??

I just paid $1600.00 for an annual on a RV9A but that included the two yearly avionics checks. Only consumables was engine oil, filter and two spark plugs.This aircraft has only flown 240 hours and like new. I have been told that the SIDS (ageing aircraft) requirement on the 100 series aircraft will involve about 80 hours of labour alone. This requirement is to be completed before 2015 as I understand it.

and probably spend another 20K on SIDS.

Seems nothing has been published since 2005 which was under the AUF. There have been many accidents both serious and fatal since then that IF info was published we could all learn from. It can't be too hard to get the Coroner / Police reports where RAAus has helped in the enquiry. I note the ATSB publish their portion of the enquiry when they have been asked to help. Usually GPS data retrieval or instrument checks etc. Cheers

NZCAA has just authorised NZ Class 2 (two seat) microlights to operate up to 600Kgs MTOW where certified by the manufacturer / builder. Previously this has been 544kgs. http://www.caa.govt.nz/advisory_circulars/ac103-1.pdf

I would still like to see ALL accidents investigated by the ATSB so we at least get some sort of report. I can't think when we last had anything from RAAus on this subject. Quite a few years back RAAus (Ultralight Flying) was going to publish an accident report in every magazine. This lasted about two months from memory.

I think you are right Dazza, I was thinking Trinidad and wrote Tobago. Old Timers setting (Set) in I think. Cheers

According to a Police report I just found it was a Tobago TB20 which would follow along the lines you have suggested. Cheers

Yes Condolences to your friends family also David. Do you know what make of aircraft was involved? I had heard it was a Piper but not sure Gold Coast aviation had any of them.

I think alot of the new European ultralight aircraft on our register suffer when it comes to spinning. Most are not tested in this respect for LSA Certification. One of the few around that has been tested fully is the Vans RV12. It appears the Piper Sport fatality near Bundy ealier this year was the result of a flat spin.

Agree HH. NZ for example has all aircraft on the NZCAA register. Aircraft are then grouped. Single seat are class one microlights. Two seat are class two microlights etc. All class 2 microlights can be used for training as I understand it (No 19 versus 24 versus 55 versus LSA etc etc) . All aircraft have an annual inspection carried out by an authorised person (RAAus level 2 or higher) which I think is probably a good thing and cost is free or minimal. I am sure some of our NZ forum followers can clarify this. I still think CASA would not of been setting up a sports aviation section IF they were not intending to take sport aviation under their umbrella. Cheers