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damiens

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About damiens

  • Rank
    Active Member
  • Birthday 09/13/1970

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  • Gender
    male
  • Location
    Nowra
  • Country
    Australia

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  1. Hi there, I found the list of L4's on the RA Aus site, but I don't know any of them. Can someone recommend a good L4 in the Sydney, NSW South Coast area (even west of the divide could work). Thanks Damien
  2. Are you saying that I need an formal excemption to fly an experimental LSA in CTA? I have a transponder, a PPL etc, is there some special limitation of what aircraft rego type I can fly in CTA. I always thought it was all about the pilot plus a transponder and radio. Do I have this wrong?
  3. Thanks all for the replies. I’m not sure that it has any real practical limitations. Always skirting the edges of built up areas anyway and it certainly wouldn’t stop me landing on an oval if needed due to engine failure. I know in Canberra they always seem to vector you over Queenbeyan (very built up area) when coming in runway 30, so I’m guessing that also wouldn’t be an issue either. Still not sure what benefit or problem the rule solves. cheers Damien
  4. Hi Sophie, I remember reading a thread on the Cirrus forum (cirruspilots.org) where some people did a similar trip. I will try and find it, but you should be able to find it with search. I vaguely remember lengthy discussion about radio requirements, customs etc. cheers Damien
  5. I came across the following on the RA Aus website - LSA synopses Operating Limitations for Experimental LSA The operating limitations for experimental LSA are the same as other experimental aircraft such as amateur built aircraft. Experimental LSA cannot be used for flying training (unless training the owner). These aircraft are limited to day flying under the visual flight rules and cannot be operated over built-up areas unless authorised by CASA or an authorised person I can’t find any other references in the operations manual or the technical manual. What does built up area mean? Does the rule still apply? Does that mean that I couldn’t fly the VFR lane North of Bankstown (by any definition a built up area)? Before the thread goes sideways, I do understand the perils of built up areas, and the required 1,000 feet agl, I just don’t understand the imposed limitation for a particular aircraft. Thanks Damien
  6. Time Left: 24 days and 56 minutes

    • FOR SALE
    • USED

    Zlin Savage Shock Cub aircraft for sale $150,000 (inc. GST) AUD , no accidents, no surprises. will arrange with export/import if outside of Australia. Currently a one year wait for a new one. ------------ • Rotax 100 HP 912 ULS - 90 TTSN • Factory Built registered S-LSA • TK1 Shock Monster & tailwheel • 26" Alaskan Bush Wheels • Dual Caliper Beringer Brakes & park brake • Immaculate logbooks & maintenance • DUC Helices Flash 3 blade ground adjustable prop • Long range fuel tanks (105L capacity) • Carbon fibre leading edge slats • Vortex Generators • Carbon floor • Coms and Transponder • 12 volt charger • Flybox mini EFIS (inc. AH, VSI, altimeter, heading, AI & T&S indicator). • Electric trim • ELT • Located NSW, Australia Contact Damien for more details damien [at] refire [dot] com [dot] au or call 0412 578 693 (+61 outside australia).

    150,000.00 AUD

    South Coast, New South Wales - AU

  7. This advert is COMPLETED!

    • FOR SALE
    • USED

    Zlin Savage Shock Cub aircraft for sale $165,000 (inc. GST) AUD , no accidents, no surprises. will assist with export/import if required. Currently a one year wait for a new one. ------------ • Rotax 100 HP 912 ULS - 90 TTSN • Factory Built registered S-LSA • TK1 Shock Monster & tailwheel • 26" Alaskan Bush Wheels • Dual Caliper Beringer Brakes & park brake • Immaculate logbooks & maintenance • DUC Helices Flash 3 blade ground adjustable prop • Long range fuel tanks (105L capacity) • Carbon fibre leading edge slats • Vortex Generators • Carbon floor • Coms and Transponder • 12 volt charger • Flybox mini EFIS (inc. AH, VSI, altimeter, heading, AI & T&S indicator). • Electric trim • ELT • Located NSW, Australia Contact Damien for more details damien [at] refire [dot] com [dot] au or call 0412 578 693 (+61 outside australia).

    165,000.00 AUD

    Huskisson, New South Wales - AU

  8. Thanks for this, I am very familiar with sched 8. I have just read through all the appropriate bits in the RAA tech manual. It's a complicated business, but seems to have freedoms that don't exist elsewhere. For others reading, my scenario above may work in the RAA world with a two seater, but not anything larger. I assume this may change in the future if the weight restrictions change. Thanks again.
  9. Kit/Amateur built maintenance. Do I have this right? If I purchase a non factory built, non certified, non S-LSA (either kit or from plans) aircraft, that I did not build. All maintenance or modification on this aircraft will need to be performed by a LAME (not an L2, L3 or L4) regardless of whether it is registered "VH" experimental or with RA Aus? So as another example, say Joe Bloggs takes advantage of the "two weeks to taxi" program from Glassair (that complies with the 51% build rule - let's just assume it does comply). Joe Bloggs flies this aircraft for a couple of years and maintains it himself, then he decides to sell it to me. In the above scenario, would I always need a LAME to do all maintenance? And just for the record, this question comes from reading as many CASA regs as I could find on the subject, and what a rabbit hole that was.
  10. So is this based on an approx 9% weight increase (from 550kg to 600kg) and corresponding 9% performance decrease from 650ft per minute to 595ft per minute. Does this imply that the climb performance degradation is linear with the weight increase. That sounded way more complicated then i intended. Understanding that things like density altitude and other factors are more significant, I thought it would be handy to have a rough guide given that the POH is next to useless on the issue. My thinking being that if I am very used to flying a particular aircraft at say 500 kg and I chuck in a passenger and some luggage in, I could expect X fpm in climb. Of course, the other way is to go for a fly and check it out :-). Thanks all for the input.
  11. Is there a rule of thumb calc for changing weight and rate of climb. As an example. If at standard conditions, sea level, 1013 and 15 degrees and 550kg takeoff weight I achieve 650fpm climb at VY. Is there a calculation to say what rate of climb FPM I would expect at 600kg (extra 50kg). So what would the extra 50kg decrease the rate of climb by, all things being equal?
  12. G'day Howe, just so happens at my local the other day we were listing our beaches collective kitesurfing injuries (small group of about 15). Broken fibia, two ACL's, entire flesh stripped from an index finger plus a rotar cuff. This kitesurfing is dangerous, I'm going flying :-)
  13. facthunter - not sure if that was a serious question about sailing. But I have been around boats, wind, surf and sailing all my life. Have a current boat license.
  14. Does anybody know if there is anybody on the east coast, preferably NSW/VIC that would hire an LSA float amphibious plane out. The catch being that I would need to get float plane endorsement in it or I will get the endorsement elsewhere and then hire it. Responsible pilot, 400 ish hours, aircraft owner, would treat is as I would my own, etc etc. Thanks Damien
  15. Hi all, I had a shock absorber seal let go on the cub and it soaked the dual calipers brakes with oil (Beringer brakes). I cleaned it up as best I could without pulling them apart in the hope that it would burn off any residue with a good taxi. Unfortunately, that didn’t work out. They are adequate, but only about a third as effective as the other side. Is there any solution short of pulling them off? Thanks Damien
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