Super Cub

[email protected]Details at Help needed - Lets hold RAAus to account

I note that link is about the AOPA / RAAus Slogan issue.

I'm interested to find out more on this RAAus voting against RPL / PPL adopting Drivers Licence Medical (As RAAus has).

Anyone have a link in regard to David Jardine's position, or anyone else who disagrees with RAAus Vote against this.

Cheers.

Getting back to the subject in hand on RA Aus, There is a document going around for a call for a special general meeting. Ben Morgan can pass on the details of the person sponsoring it. (David Jardine). As the Board elections are on I suggest that those wanting to take some action pass on their proxy to David Jardine and Ben has his details. He is seeking a couple of resolutions and success with this would start a process that might bring about change.

I have recently recieved an email from OZRWYS.

The last topic of the email is below.

Are these the equivalent of the home made Rasperry Pi, or something different?

I'm guessing this will not pick up AvPlan aircraft, (without ADSB....or will it?).

ADS-B: Get the Complete Picture.

OzRunways Traffic is great, but it's not the complete picture. With many aircraft now ADS-B equipped, get the best traffic picture by adding a portable ADS-B IN receiver to your flight bag. See where the airliners are approaching uncontrolled airports. Be aware of who else is in the busy training area. Keep clear of crossing traffic.

OzRunways 7 has support for the new generation of WiFi-based GDL90 compatible receivers like Stratus 3, Dynon DRX and uAvionix Ping. We will be selling these at AirVenture Australia in Cessock and on our own online store soon after.

I flew to a nearby airfield recently. There was a large number of Asian students based there. They were training in LSA.

That must boost the number of new RAAus members, and the hours flown each year.

I assume they convert to GA aircraft later to gain their CPL. Perhaps they are PPL and RAAus, building training hours in LSA.

Good numbers for RAAus, but bad for GA.

The bureaucrat's main job is to make sure them and their boss won't be successfully sued. I see that our main problem is lawyers and magistrates who allow claimants to blame someone else in order to get a payout and absolve themselves of personal responsibility.

Exactly right. 

Australia copied the USA on this. Just look at other more pro active countries that have legislation to prevent these ridiculous multi million dollar lawsuits.

The way to survive in Australia now, is do nothing, change nothing or you may be sued. (Sound familiar).

Piper and Cessna closed production for over a decade partly due to this stupidity. 

If a pilot crashed into a hill in (illegal) IMC, or forgot to switch fuel tanks and crashed. The families sued them for large sums of money and won, because Piper or Cessna didn't manufacture their aircraft idiot proof. People don't take responsibility for their actions or mistakes now. Its always someone else fault.

The cost of this litigation is still reflected in all new Cessna and Piper sales, and I expect has forced the cost of LSA to increase at the same time.

A new Ford Territory cost $45,000, plenty of technology, nice interior, large engine, gearbox, diff, a 2000kg car etc, a new 500kg LSA cost $200,000.

Some are very basic design, much like the old Cessnas and Pipers. Shaped aluminium parts riveted together, yet still cost $200,000.

Even considering large scale production, it shouldn't be four times as much. 

My sons school Fete asked for volunteers to set up a 3m x 3m gazebo, and sell / display something. If you volunteered, you were required to buy $20 million public liability insurance for the day. Ridiculous. 

Maybe partly the reason Australia doesn't manufacture or assemble much now days?

Time politicians changed the legislation to prevent these large lawsuits, simply for people, and lawyers to make large sums of money.

Unfortunately I don't see it happening, so bureaucrats wont be changing their attitude, and reducing regulations towards GA and LSA flying in Australia.

Rant Over. And yes I feel better.

Thanks for the info on Jabiru testing. I hadn't seen that.

The wing stress tests were 2000kg for each wing. More than I thought it would be tested at.

Not sure what weight the gear drop tests were carried out at.

I Asked Mr Stiff about this on the ph about a year or more ago .

The enquiry from me was " If I was to build a j430 and wanted 760kg could I get a letter stating the aircraft is rated for that MTOW"

 

"This letter would be to show the inspector at experimental certification time  that the designer approves of the MTOW:."

 

His answer was "yes, no problem with that"

 

Remebering an experimental aircraft can have the MTOW set by the builder. The letter would be to set the inspectors mind at ease that the aircraft is safe at the MTOW.

 

Rod told me the aircraft was designed for 760kg with a 1.5x safety factor. He set 700kg for Australia to leave 10% safety margin for the overloading pilots ! [ If I remember correctly]

 

Once the aircraft is certified for a MTOW I reckon it would take a mountain of paperwork to Get CASA to increase it. Needs to be done at initial ceritfication I would think.

 

This conversation was had after I saw the MTOW of the South African Jabs and sent an email to them asking if there was any mods th get the 760kg. They then sent my enquiry to jabiru Australia, whom then Rang me.

 

Hope this helps any future builders.

Interesting, so obviously they don't overload the aircraft in South Africa so are allowed 760kg MTOW, but only 700kg in Aus. (Cant trust those Aussie pilots).

I wasn't sure at what weight the aircraft was initially tested at.

I'm not sure of the certification criteria, but if the designed MTOW is 760kg, and it a 1.5X safety factor, Id guess they structurally tested the aircraft at 1140kg (eg Wings, landing gear). or perhaps they do not go through such testing being LSA?

I suspect it is more complicated than simply writing it in the pilot manual. Jabiru 430s are rated in Australia at 700 kg. But in other places (South Africa I think) they are rated for 760 kg. Exact same aircraft. 

 

I had heard that Jabiru would increase the weight with a letter or something  if you asked them. So I did. 

 

No such luck. Apparently they have not got the ability to just write a note and do it. Have to jump through hoops which I interpreted includes more testing and re-present all the data to  someone here in Oz. CASA I would guess and of course it all costs money. 

 

Niw id guess there’s less cost to go down in weight rather than up  but I doubt it would be free. 

 

So I would guess Rans or anyone else is unlikely to spend $ on doing something that probably won’t see any economic return. 

You would expect if the aircraft is approved to 760KG in another country, they would have already carried out all the required testing for 760kg certification.

Jabiru must have structurally tested the J430 at 760kg (or higher)? I wonder why casa didn't certify the J430 to 760kg (under VH) here in Australia.

Looking at the photo, one blade of the prop looks intact.

Quote ....'We don't need two airports': Council should sell aerodrome.

So if they sell Toowoomba Airport, then all GA operations, including training, circuit training, private flying etc, will be transferred to Wellcamp, and at the same costs).

Most International Airports are trying, (or have already), got rid of GA operations.

Stupid comment by someone looking at their own self interests over what's best for the Community.

Unbelievable!

If the pilot rejected the takeoff at the 'eleventh hour', that may have been after 'V1'.

Maybe the media should demand a full inquiry.

They say it takes a while to get used to progressive.

I found them no problem and was used to them in a day.

I haven't used Bifocal, but would imagine you would have to tilt your head up or down more so you weren't looking through the lens joins.

Glad I went progressive rather than Bi-focal.

Great Video.

Enjoyed it.

I like his comment at the end. 'Every pilot should fly a Spitfire at least once'.

At 3.0 million per aircraft now, unfortunately I think Ill miss out.

Masterton is home to Peter Jacksons airplane collection.

May be worth a stop, especially on the weekend if weather is fine.

Sport and Vintage Aviation Society were based there too. Believe they still are.

Severe Thunder storms were in the area at the time so most likely was close to a Thunder Cell hence what ever he did caused Structual Failure whilst at speed and you don't have to be that close to one either convection winds spread for miles.

Havn't seen that mentioned anywhere else.

They are metal skinned. I think the shrink wrap was supposed to replace the paint.

If this shrink wrap is becoming a popular option instead of painting, there may be serious implications if it did in fact cause flutter of a control surface.

Thanks.

I am advised that the Accident RV7 had been covered in a shrink wrap type coating instead of being painted. I had not heard of this technique but is supposed to be popular??Appears this shrink wrap may have lifted and caused a control surface flutter leading to the inflight breakup?

Are all the control surfaces 'Shrink wrap' type covering?. I thought they would be aluminium skinned.

Cabooture Microlights have a B22 Bantam (3 axis Microlight).

I've never flown with them, but may be worth a look.

Cheers.

jetboy, good find.

I'm sure they will try to determine if the aircraft was doing Aeros at the time of the accident, looking at the playback, it appears not, apart from maybe a level steep turn a little before the tape stops.

Hope they determine the cause and publish promptly.

Cheers.

Yes. There were a few failures of the RV3.(and were early RV4 also susceptible?).

Will do a search for other RV6 - RV14 spar failures.

RV7 Fatal.

Witness said wing separated in flight.

Certainly havnt heard of that happening to RV aircraft before?.

Im sure many will be waiting for the investigation report, including myself.

Killed rescue helicopter pilot a 'fantastic, good guy'

YCAB Caboolture has the advantage of accommodation and food a close walk.

Another option may be a visit to Archer Falls airstrip. About 20nm inland from YCAB. Its owned and operated by a local pilot. Has a nice setup there, with undercover seating / kitchen, may even be an area to sleep if weather looks dodgy for camping.

I'm not affiliated with them, but have flown in a few times, (excellent coffee), very hospitable owner.

Contact the owner if your interested in a visit.

Archer Falls Airfield

Cheers.

He believes all light aircraft flying over his property are 'terrorists', what's surprising is he still has a gun licence. I would expect they will remove all his weapons now.

When I did my RAAus conversion, my Instructor pointed to a spot over Meldale / Donnybrook and cautioned me about flying over that area stating, an old guy fires a gun at aircraft in that area. Not sure if he was serious or not.

I would prefer to be able to edit or delete any post I make.

This feature is available with all other Forums I subscribe to.

Damn, its too late, now I cannot edit or delete this post!

I have to say, that's not only very disappointing, but a rather pointless decision IMHO.

Having come from a GA background, I believe I am FAR more likely to have a takeoff or landing incident in a LSA than a slightly heavier GA aircraft (or a 900KG LSA for arguments sake).

Many modern LSA are built to fit in this arbitrary 600KG LSA Rule. To achieve the standard 2 Seat (Adults), 100HP, 4.5 hours fuel criteria, they have to be built by very light construction.

The 750KG (or pick a number, 1000kg) enables stronger gear, slightly thicker skins, more metal plates / bracing at joints, stronger spar. IE a stronger built aircraft design.

It appears most of the modern LSA (especially Factory Built) are 600KG MTOW, with stall speeds around 27-35KTs. This requires approaches around 40-55Kts to achieve your landing speed (around the 30KT-ish mark).

Not surprising a 15-20Kt gust on the typical summers flying day will have a lot more affect on that LSA on approach at 45Kts or about to touch down at 30Kts, than say a heavier aircraft approaching at 70kts and reducing to 45-60Kts for touchdown.

So my personal experience is, you are more likely to be involved in a takeoff or landing accident / incident in a 600KG LSA than a more solidly built 750KG (or 1000Kg LSA).

And before everyone says, they should go fly a GA plane then. I think many that have lost their medical, or that are required to jump through ridiculous hoops to renew their Class 2 will tell you why. Remember, in a couple of years time, perhaps it will be you that loses your Class 2, or requires 6 monthly medicals with specialists tests to keep it.

I've just been reading about some having to do expensive sleep apnoea? tests because they are considered at risk?, or was it because they had a neck size larger than 42. ???

Someone trying to create a regular income administering these pointless tests to give someone a Class 2 to fly their 2 seat, 800 Kg RV-XX.

In regard to the argument, you are more likely to survive a crash in a LSA because they have a stall speed of 45KTS or less, firstly, I'm sure there are plenty of 750KG aircraft out there with a stall speed of 45Kts or less, and I would also question whether you may have a better chance of surviving a crash in a more solidly built 900KG aircraft (particularly Cockpit) with a stall speed of 50KTs, rather than a very lightly built aircraft with a stall speed of 45KTs. (I don't have proof, just surmising based on some LSA accidents fatalities I've read).

Strangely though, The same people that cannot fly a 2 seat aircraft over 600KG, or those that have failed a Class 2 medical, can all drive on the open road a couple of meters off oncoming traffic in their 3500KG V8 4WD, with more likely casualties should they become suddenly incapacitated.

Many amateur pilots would still drive their cars on the road when feeling unwell, but would mostly likely decide not to fly that day.

I don't agree with their decision, or arguments against it. Stifling bureaucracy gone mad, yet again.

How the hell did PPLs manage to survive flying small 1-2 seater SE GA aircraft in the 50s, 60s, 70s, 80s, 90s without all this bureaucratic rubbish.