ave8rr

Think that was built down the road from me. The Eagle company moved and then went out of business years ago.

I think the manufacturing rights were sold to Malaysian interests.

Cheers

 

 

Talk with Solo Wings (Colin Alexander) in Tauranga as they have approval to load /unload containers and do all shipping paperwork and include quarintine inspections etc. They will also have some idea of a container cost between NZ/ Brisbane.

 

Cheers

 

 

I think if you look at the weights on these aircraft that you can't carry a pilot and passenger and take on full fuel.

 

RAus would loose a further 50kg. Not sure about stall speed etc though.

 

 

Tell that to two of my Friends who have had to replace bores before 100 hrs.As for the canopy the one on the Gold Coast i believe was a bird strike (A few birds took down a 737 on the Hudson) at low altitude. And i do not believe that the final outcome of the second one has even been released yet.

 

Ianrat

Has there ever been an accident report or cause on the second CH601 accident. I think it was in Qld somewhere??

Cheers

 

 

It would be great if i could get in touch with that bloke if you know how.Cheers.

Might have his contact details on the home computor. I am out at a mine site till 06 Nov.

You could call RAAus and have them give the owner a call with your contact details. I think he is Western NSW somewhere.

 

Cheers

 

 

Soon RA-Aus will only allow single seat planes to reduce the risk to them and their insurers.

You may very well be right eightyknots. Am I right in that in NZ you can't sue because there is a system of Accident Compensation for ALL.

 

Cheers

 

 

I see there is one of these on the RAA registration list and was wanting to know if the conversion is easerly done?

Hi dman8, yes there is one CH200 on the RAAus Register that I know of It used to be VH-URR from memory.

The owner had to do a fair bit of weight reduction from what I can gather. CH200's are around 420kgs empty and 650kgs MTOW. I think the stall speed was about 46kts.

 

Converting over to RAAus paperwork wise is not a problem. Make sure the aircraft has a valid GA maintenance release though before you do the change. Makes life easier.

 

Cheers

 

 

What a great days flying.Took off from home with the paraglider in the right seat of Cab Sav and headed for a local paragliding site. I did a bit of ground handling on the beach followed with a short but very sweet paraglider flight.

 

Loaded everything back in the Savannah and flew home again.

 

It doesn't get any better than that!!!!!

 

Note the savannah matches the paraglider (The CB 900 is burnt orange too)

 

[ /quote]

 

Ian, can you say what the location is??

 

Cheers

TurboAt the very least it seeems to me that we may well have been poorly advised in recent years (broker???) or our board ignored the advice if it was given.

In either case we are in a place that we should not be if at all possible to vacate...

 

Andy

Andy, is it time that we all look at taking out PL insurance as individuals on RAAus Registered aircraft? My aircraft (GA Experimental RV9A) is insured for both PL and Hull but through a group scheme.

Thoughts?

 

Cheers

 

 

This is the Coroner's Report on the accident:http://www.recreationalflying.com/Smith and Guthrie Finding.doc

Ian, If remember correctly there was a thread or two running on this when the Coroners report was made public.

There were a number of recommendations made by the Coroner which were discussed at the time however, I don't believe any of these have ever been implemented. In particular Nr 3 in his list at the end of the Report.

 

 

What might this mean for RAAus IF the case goes the applicant's way??

 

Would members have to cough up or would RAAus have to declare bankrupcy?

 

Is there a way of having passenger/s sign something to say that there will be no proceedings in case of injury or death as a result of their ride in your aircraft prior to taking a flight???

 

 

Looks a bit soft but as you say it was in the wet season up north.

 

Where is the strip?

 

Cheers

 

 

Does anyone out know much about these little V-tail machines? Has anyone owned one or flown one?I have seen there is one for sale in w.a. and thought I might check it out if they are a good thing.

Scotty, can't be registered RAAus as stall speed is well over 50kts. The DA-2A does not have flaps. Empty weight of these aircraft is around 350kgs and design MTOW is 1200lbs / 544kgs. With a fuel capacity of 90 ltrs then can't carry two 80kgs people and full fuel.

Cheers

 

 

G'Day All,Im new to this and havn't started learning how to fly yet. My question relates to limitations placed on licenses and the aircraft that one can fly with them. Firstly, can one fly 3 passengers around on a RA licnence? if so, is their a relatively inexpensive aircraft that can do it? Preferably home build

 

Thanks guys :)

Hi Toby, No only one passenger so all RAA aircraft have only one or two seats with a max TOW of up to 600kgs.

I would suggest you look at doing a PPL then maybe check out the SAAA if you want to build. You can build some nice 4 seat aircraft from kits, the Vans RV10 is one such example.

 

Cheers

 

 

Sad to hear that Bilby.VA is not understood well by a lot of pilots. (nothing to do with this accident, just an observation). VA increases with weight. The heavier you are, the faster you can fly it.. If this doesn't make sense, then grab a book..:) Not a huge difference in our form of flying, but still a principle that should be understood.

I think something else that is not fully understood is that ALOT of the current European ultralights flying here have a very low rough air or max structural cruise speed.

We have some very rough air out there especially in summer months and we need to get back below the yellow or caution area on the ASI or could end up with a structural failure very quickly. I think when looking for an ultralight that offers good cruise speeds then the max rough air speeds should also be looked at closely.

 

Cheers

 

 

Some more clips of the Mosquito at Ardmore.

 

http://nzcivair.blogspot.com.au/2012/10/five-merlins-and-goblin.html

 

http://nzcivair.blogspot.com.au/2012/10/mossie-and-vampire.html

 

http://nzcivair.blogspot.com.au/2012/10/more-mosquito-from-ardmore-last-weekend.html

 

http://nzcivair.blogspot.com.au/2012/10/more-video-form-ardmore.html

 

Cheers

 

 

I use pre takeoff checks as follows:

 

TMPFFIHC

 

T - Trim set.

 

M - Micture Rich.

 

P - Pitch fine.

 

F - Flaps set as required.

 

F - Fuel. Contents, correct tank, Pressure, Primer locked Pump on, Pressure ok.

 

I - Instrument scan (adjust DI), Temps n Pressures ok.

 

H - Hatches and Harness secure.

 

C - Controls full, free and in correct sense.

 

I use pre landing checks as follows:

 

BUMPFH

 

B - Brakes check for pressure and off.

 

U - Undercarriage down and correct indications for locked

 

M - Mixture rich, Ignition on both.

 

P - Pitch fine

 

F - Fuel Qty, Correct tank, pump on pressure ok.

 

H - Hatches and Harnesses.

 

Short final check

 

PUF

 

P - Pitch

 

U - Undercarriage

 

F - Flaps

 

Cheers

 

 

My one true love!

 

Prefer it wthout those new fangled wingtips though, round is good!

 

I have about sixty hours in this old girl!

 

Yes the Apache. Did my initial twin endorsement way back in they mid eighties in the Apache then on to the Aztec.

Cheers

 

 

For me its not so much triking alone that is the decider, its what other forms of aviation you may want to try. For pursuits that include 3 axis RAA is the way to go if you only want a single membership fee per year. If you want to include hang gliding or pwered parachutes then HGFA, pressuming it doesnt self implode shortly.Andy

One Association for all sport aviation then have one Pilot Certificate with endorsements for the type you fly e.g. 3 axis, flexwing, hanglider and powered parachutes etc. It is then easy to convert from one to the other with out the cost of joining another association.

Cheers

 

 

Can anyone please tell me where I can fly Microlights as an raa member close to Melbourne? I did my course as an HGFA member and them moved to RAA. Now I realise that I cannot get my check flight or even do passenger rating the these clubs because I am not an HGFA member.Please help, the red tape is effecting my recreation passion :-)

Another good reason to have all sport aviation under one umbrella IMHO.

Cheers

 

 

The Ibis is operating in NZ on their Microlight (non LSA) regs as far as I know.

 

I wonder how the NZCAA are looking at this IF at all?

 

 

Really thinking outside the box here, but what's the chances it went out to sea? Reports were estimating he was in cloud for 2 hours or so... so at 100kts cruise (?) that's a fair distance.I'm sure they would have thought about that, but it's really starting to get frustrating to hear no trace has been found yet!

Thats a possibility Tomo however, if an aircraft goes into that heavily wooded area with very tall trees then the canopy would close over and unless you were right on top of the area would never be seen. There are a number of aircraft both here and across the tasman that have never been located. I am still wondering WHY the PLB (if that is what it was) was not on for longer. Maybe it was tuned on while still flying then stopped on any impact with the ground or water?? Does anyone know what type of beacon (fixed or portable) was fitted to this aircraft?

Cheers

 

 

406 transmits who immeadiately then every 50 seconds. If GPS then who and where after GPS has a fix (few minutes). If no GPS then 406 fix to a few km after a few satellite passes (hours). A weak 121.5 signal is transmitted for homing with all the problems of homing in a hilly forested area. If single transmission then not much to go on.

Thanks JC. I was aware of GPS / Non GPS. I was just trying to establish if anyone has heard WHAT type of beacon and/or ATC transponder was heard and as you stated may have been a small squirt on 121.5. I know what it is like chasing 121.5 over land. I was a Nav on P3 Orions (5500hrs) and we were often tasked with trying to locate this type of beacon. Over water was much easier.

Cheers

 

 

MM I think, going by reports, he was well and truly in the whiteroom for a while... lost in non VMC.... and they had a short duration EPIRB activation they are obviously focusing on that being best estimation on last location.

Has it been stated by authorities that it was in fact an EPIRB received momentarily. Why no fix on this beacon by the Satelite? I am thinking that ATC MAY have received a transponder squawk 7700 (ICAO emergency code) as it was about this time that the pilot was trying to establish comms with BNE Centre and was lost on a frequency change.

Cheers

 

 

Can I ask a question? If these aircraft are factory built then can they be re-registered as a normal factory built aircraft with a 24 rego (required for training) and a MTOW of 544/600kg? Is this different to Piper sport, Texan etc or the old Gazelle or are they now also LSA registered? I thought that LSA was a new certification that allowed a MTOW of up to 600kg when RAAus was still only allowed 544kgs. This has since been increased to 600kg and now allows aircraft like the J230 etc to operate to this new weight and IF factory built (24 rego) are they "LSA"?