frank marriott

motzartmerv

I agree and have read those regs and as such I cannot see the authorisation to fly >5000ft witout meeting the particular conditions???????????

This does not mention any level of licence.

Frank

I also hold a current CPL and certified aircraft with calibrated instruments - Please point me to where the authorisation is to fly RA Aus registered aircraft above 5000ft and I will be happy.

I use CTA regularly (including today) but I am missing something in the regs that allow me to use above 5000ft legally in a RA Aus registered aircraft.

I am more than happy and would be grateful to have my lack of knowledge pointed out to me as I have done a lot of flyimg <5000ft only for legal reasons and at the time not being in a VH registred aircraft.

I am doing a 5hr flight on Wensday and would like to be at about 8 to 9 thousand ft which I would be if I was doing a charter but I am of the opinion that it is illegal in an RA Aus registered aircraft.

I accept that it sounds unreasonable to be able to fly in CTA but not above 5000ft

but that is the law as I read it.

Without trying to be unreasonalbe I would like someone to point out the regs that I am missing but as a sticker for law I would like the legislation permitting it as oposed to a personal opinion - I have them myself - and obviously contrary to others. - Please point me to where I am wrong and I will be grateful..

Frank

Breaches of CTA when it is clearly unlawful will not help us get the CTA approval that is being sort. Fly within the rules and help create a law abiding and resporsible reputation.

I recently heard a RAA registration flying at 9500ft for no lawful reason and regret not reporting the matter to RA Aus. Again I wish the above 5000ft rule was changed but until then obey the law.

Making lame excuses about suitable forced landing areas etc only adds to the cowboy image that unfortunately exists and is applied to all.

Unequal feed is normal - There is 4 J230s here, one kit built and three factory and all the same. The factory ones can't select individual tanks so you just get used to it. The guages (especially in rough weather) indicate a larger difference then is the actual case. I use a fuel log to be happy.

Frank

The lapse rate of 1.5deg and 3deg is correct. For private met it is acceptable to use 2deg / 1000ft as an average.

When I did my cpl met it was required to use 1.5 in dry air and 3deg in wet (ie inside cloud) from the forecast.

Perhaps that might help you understand the three different lapse rates

Frank

Sorry other way around Dry 3deg and Wet 1.5deg

30ft ft/mb yes

Try 120ft per degree from ISA not 200

Went over Hedlow last week and has large X on each runway indicating obviously UNSERVICEABLE or UNWELCOME

Frank

For comparison :

My J230 115hrs total time. On flights of 4.1 to 4.5 hrs uses about 100mls. I start the flight with the oil level about 1/8 inch over the bottom mark on the dip stick. Have done about 8 four hour plus tips without stopping and the result has always been the same. The 100mls is not all burnt as each time there ends up between 1 to 1 1/2inches of oil in the overflow bottle.

Frank

Microair - I have no complaints with these. I have two VHFs and transponder. The standard headsets that come with the installation. Only 100hrs up but no problems overall.

Had some transponder noise getting into Com 2 - shifted the location of the transponder lead from being wire tied to the VHF cables and this shifted the interference from Com 2 to Com 1.

Replaced the Transponder lead with new coax and located the coax as far as practicable for the transmitter leads and problem gone.

I opted for 2 VHF radios for (a) redundancy &

(b) I do a fair bit of controlled airspace flying and in rough weather the small knobs can be a bit fiddly

Finally it is up to you and there are many options - I have no complaints about Microair - well to date at least.

Frank

I'm paying $3.000 for $100,000 - sounds like a ball park figure.. ? any comments?

I get the same cruise figures as John with my J230. At 2850 around 24 ltrs/hr. In rough air it tends to drop back to around the 120kts (TAS) - Increasing pwr to 2900 brings it back to 124/5 kts (TAS) and increases the fuel burn to around 29/30 ltrs per hour.

Frank

My tip - be on top of the rudder action (like required in a tail wheel) and any swing can be stopped before it happens.

I see an increase in AUW only positive. An extra 100kg for gear or large pax and still enable full fuel.

I realise it would not assist with my J230 as it is certified to 600kg but new ones after a regutation change would no doubt be changed to comply.

I don't see the problem with CTA endorsement as I use primary control zones reqularly (complying by Transponder and CPL). But if I wish to continue without the $250.00 plus p.a. for a CASA medical then the option would be nice. Providing the standard of the endorsement is to PPL standard (which I have no doubt would be a requirement) what would be the problem?

Frank

Ross

I don't have the problem now. My case was obviously different, it was transponder interference which I fixed by replaceing the coax lead from the tranponder to the aerial.

John had similar problem - fixed by seperating transponder lead which was cable tied to radio aerial lead. Suspect poor shielding on the original coax.

I tried this on mine too but successfully transferred the noise from Com 1 to Com2. Problem fixed by fitting commercial grade coax.

Frank

Do you have a transponder and if so does it go away with transponder turned off.

Frank

Ross

Make that Jabs by 2. - Why not join us?

Frank

Does anyone know any details of the inflight fire in a Jab at Bundaberg last week?

Frank

A 12 volt radio (solid state) normally runs on a 10volt regulated supply rail (internal) so any voltage nominally between 10 and 13.8V supply voltage should not change the performance of the radio. Hope that helps.