ave8rr

This is similar to how NZ run things. All aircraft are on the National register (ZK-XXX) Aircraft are registered class one ultralight if single seat, class two if dual seat and also LSA all with MTOW of 600kg or as appropriate. There are two groups that train ultralight pilots to Pilot Certificate level (SAC and MAANZ). PPL holders and higher can fly ultralights if so endorsed. There is NO requirement to have to be a member of one or other group except during the training period to Certificate issue.

There is an annual "Airways" fee of around $110.00 for all aircraft on the NZ Register. Inspections are done annually and carried out by a suitably authorised person from one of the two groups for minimal or no cost. Clubs can buy a kit which can be assembled and then used for flight training etc. No requirement to have to be factory built.

RAA is a self administering organisation Bill; it is responsible for its own safety, and the big issue is why there wasn't an SMS in place for a start. In a lawsuit, the claimant's lawyers are going to ask what regime is in place to supervise the activities and ensure safe operations. Without an SMs you are left with your thumb in your mouth.

Posted back in AprilQuicksilver's new owner Air Tech

So far, I have seen no better alternative to RAA as it currently stands to serve my modest flying ambitions. I have an open mind to any realistic alternative, but it will have to be way more realistic and believable than the Bundy Hangar Clown's Co-Opertative.

There was talk a year or two back of a group forming a breakaway organisation.

There were two schools in Bundy. One (single CFI) operation which still exists and the other has not been operating for many months with equipment either on the market or sold.

Yep- love it. That is the sort of batshit crazy airshow I would love to see here.

Got mine yesterday. STILL waiting for the Aug issue. First time in years that a mag has never arrived. AUS POST theft???

Never been a tower at Bundy "Bundaberg" that I know of.....

I can't help but wonder WHY the ATSB are interested in this accident.

1. Is it that it is a Jab?

2. A medical event with the elderly pilot?

Both these (Jab engines and Class 2 Medicals) are of CASA interest at the moment.

The ATSB is investigating a fatal aircraft accident involving a Jabiru J170, registration 24-5215, at Yarram Airfield, Victoria at 15.44 EST Wednesday 7 September. It was reported that the aircraft collided with terrain after conducting circuits.The ATSB has deployed three investigators to the site. They are specialists in aircraft engineering, human factors and aviation analysis. The team is expected to arrive later today and will remain at the site for up to three days.

 

As part of the on-site investigation, the team will:

 

• examine the aircraft wreckage and site
   
   
  
• talk to any witnesses
   
   
  
• collect and review aircraft and pilot documentation
   
   
  
• examine weather conditions at the time of the accident.
   
   
  

 

 

( ATSB Investigation Number AO-216-112)

At least this way there will be a full report in time. The last one ATSB attended I believe was the Ferris Wheel accident.

After writing this, found an email with exam results and the incorrect questions listed, but no answers to them.Wayne

As far as I am aware, anyone who has an L1 on their licence already, does not need to do the online course. (If anyone knows differently, I'd be interested in your source of information.) You can do it voluntarily of course. New pilots have to do it to get an L1. I'm with Frank. Don't complicate a system that works without hard evidence.

See May 2016 Sport Pilot pg 35.

Back in 2013 or there abouts I pointed out to the Tech Mngr that it was no longer a requirement to display underwing rego markings on GA and why did RAAus still require it.

I got a reply saying that that requirement was being dropped with release of the new Tech Manual. It has been. Same reply also stated that RAAus would not require more regulation than GA! Why then stage inspections with owner builder?

NZ validation of foreign licence

VALIDATIONS AT PPL LEVEL

A Validation Permit is not a pilot licence but a short term document which, subject to applicable conditions, allows the holder to exercise the privileges of their current overseas flight crew licence in NZ registered aircraft for which they hold a type rating or equivalent in their home country.

It not possible for the holder of a NZ validation permit to gain additional type ratings or any other additional qualifications as these may only be issued to NZ licence holders.

NZ Validation Permits are available for overseas licensed pilots who wish to fly solo or carry passengers on private day operations in NZ registered aircraft in NZ airspace. These are valid for a maximum of six months, but if the applicants overseas BFR or medical certificate expire within the six month period, the validity period of the permit is reduced accordingly.

Full details of the validation process may be seen on our website www.caa.govt.nz

On the homepage, under “Aviation Info”, click on "Pilots /For pilots from other countries (and Australian PPL holders)- Getting your licence recognised in NZ " The appropriate information is on pages 2 and 3. under the heading “Short term validation of overseas flight crew licences”. You may download and print the permit application form via the link shown in para 2 on page 2.

It is important to note that applicants must hold a fully current overseas flight crew licence (at least an unrestricted PPL aeroplane or helicopter), meet the full NZ PPL flight experience requirements and complete a NZ Biennial Flight Review (BFR) at a NZ flight training organisation. Current means that the applicants overseas medical certificate must be unexpired and any competency requirement (BFR equivalent) laid down by their home state for currency of the licence itself must also be up to date.

Applicants must meet all the NZ PPL minimum flight experience requirements (including 5 hour dual instrument instruction and 10 hours cross-country training; 5 hrs dual and 5 hrs solo); these are promulgated in Advisory Circular AC61-3. This AC may be seen on the CAA website www.caa.govt.nz “Quick Links /Advisory Circulars / AC61-3”

Applicants seeking to exercise the privileges of an overseas PPL(A) must meet the applicable terrain and weather awareness (TAWA)requirements as laid out in AC61-3.

Where applicable, applicants should be able to provide logbook evidence to the instructor conducting the BFR that identify any past training that may be credited towards the TAWA requirements and also when they undertake the NZ BFR, the instructor is to include some low flying and terrain awareness with this exercise and note proficiency in the applicants log book.

Applicants seeking to exercise the privileges of an overseas PPL(H) must meet the mountainous terrain awareness training requirements as laid out in AC61-3.

Overseas pilots must produce all their current documentation (licence, medical certificate and pilot log book) to a NZ Category A or B flight instructor.

All applicants are required to meet the ICAO English Language Proficiency (ELP) requirements.

This may achieved in one of two ways, either they must have ELP endorsed to at least ICAO level 4 on their overseas licence; or if such an endorsement is not held, they are required to complete ELP in NZ.

No NZ air law exam is required, appropriate theory must be covered during the ground phase of each BFR.

Only those aircraft types for which an applicant holds an overseas type rating and a minimum of 5 hours pilot-in-command experience on type will be recognized and endorsed on a NZ validation permit . However, if they come from an ICAO state that does not issue individual type ratings they must have at least 5 hours pilot-in-command experience logged on each type they wish to operate in NZ.

Following the successful completion of the BFR process, application is made to made to CAA for issue of the permit using form CAA 24061/18.

A list of the items that must be sent to CAA with each application for a NZ validation permit is contained in the 24061/18 form.

When properly completed paperwork is received in the CAA licensing office, the issue process is generally completed in between 3 and 5 working days. This time depends on workload at the time; applications are processed in the order in which they are received.

Please note: Pilots who do not meet at least the NZ PPL minimum flight experience requirements, or who cannot produce a current overseas licence, current overseas medical certificate and pilot logbook and are not eligible to enter into this process. There will be no exceptions to these requirements.

To save time later, you may complete most of the paperwork in advance.

Forward the completed 24061/18 form, with all the items other than 4. (BFR) included as per the applicant’s checklist on page 2 of the form.

A permit would be issued as soon as we receive confirmation that the pilot concerned has completed a NZ biennial flight review; please E mail or fax details to this office at the appropriate time.

This is great Ian. Many thanks for your time and money in developing the resource.

A suggestion..

Can/will there be a proformer for a including such things as:

TTIS

Engine times

BEW & MTOW

Location

Registration

etc etc

These figs should be filled in before an advert can be posted.

Cheers

Skidmore won't. Someone's put the skids under him.

Sudden anouncement..

He just released his monthly news brief yesterday.

I wonder if there has been any ministerial pressure?

Great too see she coming along .. I bought a enother Lightwing 25 0424 gorge creeds old plane so now I have two

Two evenings in a row that the site has been unavailable for viewing.

Glad I am not paying for an advert at the moment.

I would love to know who initiated the move of the "Members Market"

Should be back under control of RAAus on our own seb site.

Site down again...

Hey AlfI see the cream and green scarefox has a radial in it

DWF, great idea..

1. Support or not for Weight increase.

2. Support for "Members Market" returning to RAAus control.

3. Position on Sport Pilot distribution.

Just a few to start with.

Mike

Hello Sue,On Finances, the biggest single outgoing was the IT/Website upgrade as a one off. It was a necessary expense. The ongoing costs are primarily wages, RAAus has reduced its administrative staff at the lower cost level as a result of IT efficiencies however it has employed more staff at a middle management level. We also have a notable budget allocation going forwards for marketing costs. The settlement of legal costs was significant however at this stage it is not an ongoing problem for RAAus. Magazine sales have been poor with members not taking up the forecast number of subscriptions and this has adversely effected our expected income. There are no 'bear traps' there for RAAus we are simply spending too much without sufficient income. On the income level we have a reduced membership base, I have no access to current numbers however from around 10,000 to a recent figure of an estimated 8,600. Unfortunately with reduced income we need to reduce expenditure. Yes we can run a balanced budget, it can be done.

 

Weight Increase, Yes, if we can gain an an increase in the maximum weight for our class of aircraft we will gain more members and our income will increase, a case of what is good of our members will be good for RAAus's bottom line. This matter is actively being actively pursued by RAAus.

 

Sport Pilot, I believe RAAus policy on making the hard cover version of Sport Pilot an op-in option, with a high fee to do so, was not a good policy. Many members have said they thought to move was sneaky, that they did not like the online version, that they would not read it online, and they would not pay the high fee for getting the printed version, something they received for "free" previously. My proposal is to be upfront with our members and include the distribution of the magazine (for members only) at cost. That is only charge for actual printing and postage costs, previously estimated to be around $45 per year. For those that have no wish to have the printed magazine they could 'opt-out' and save the $45 per year (approx). Even if the actual costs came to a higher $55 per year it would still be a good deal for everyone. I submit this would be a fairer way of distributing Sport Pilot magazine, more RAAus pilots would subscribe and those that would rather save the money could opt-out and continue to receive the electronic copy.

 

Insurance The insurance cover for pilots and maintainers it would not need to be compulsory, it could be an opt-in offer. Prices can be obtained for both options and presented to our members when the actual fee options are known. With our electronic communication the insurance options and the fees could easily be present to our members via an email survey - very little cost, with a very fast response - democracy in action!

 

Support to other Sport Aviation bodies, A mutually beneficial proposal, we have the professional skills in our office with a very capable and competent team including a CEO that performs at the highest level. We have the capability to provide administrative support and operational support to like minded bodies. We could offer our services at a cost that would be of value to other organisations yet profitable to RAAus, a classic win-win.

 

Cheers

 

Rod Birrell

Were the OLD board in agreement to have it farmed out to Aviation Advertiser?

With the new Website up and running, the Members Market could be making money for RAAus instead of lining another business's pocket.

I was at the 1015 AGM at Bundaberg (Saturday) and on the Monday following an email was sent to members advising the move of the Members Market. NOTHING was said about this at that meeting.

It would be worth looking at the requirements for Amateur Built Experimental in GA and removing anything not also required for GA. AB-E has been carefully designed so that ALL airworthiness issues lead back to the builder and no-one else (OK, and maybe the kit manufacturer, it's hard to get them off the hook.) Even the final inspection is about paperwork, no-one apart from the builder is putting their name to anything certifying airworthiness or build standards.

Hope not - 19 reg is 51% amateur built by the initial owner, 24 reg is for something coming out of a factory... getting a problem with regn acceptance should not mean it moved to amateur built ... it should at worst mean it gets a reduced MTOW or an E at the front of the regn