BirdDog

Thanks Matt.

I think I will miss the wireless charging.  I use an apple watch on night stand mode!   It allows me to tap the bedside table and it lights up with the time.  Might not sound like much, but once you start using it, it's a bloody handy feature.

Hey lads.

Just a quick one - Does the D2 air support Wireless Charging, or do you need to plug it in?

I can't seem to find any information at all on it.  Would be a shame if it didn't!

Thanks lads,

I have an Apple Watch right now, so definitely like the smart watch side of things.

Thanks - I will give it some serious consideration.

Cheers

John

Hello all

just a quick question asking if anyone has the Garmin D2 Air and what they think of it etc?

OR

Any other aviation based watches you own. 

Thanks

J

https://www.abc.net.au/news/2021-04-13/reports-of-light-plane-crash-near-canberra/100066868

Yeah, Soar aircraft will be everywhere.  I would hate to buy one in Bog Orange! LOL!   A Repaint ain't cheap.  Mine is not a Soar bird - BTW.

I didn't know there was a museum at Baccus.  I was just there. Bugger.

Well, I am a new Bristell owner, and I am actually not concerned at all.  You stall pretty much most LSAs at 500ft on the final turn, and well, the results won't be pretty.

to be fair, go back and look at the fatals in the link above, and see how many of them have nothing to do with the aircraft.

I tend to agree that these might not be the best aircraft to be training in.  The are like a sports car in the sky, and maybe too sporty for a pilot with little to no skills at all.

I don't intend to stall mine anytime soon.  I have been trained on stalls and spins recovery, and I think everyone should.  More importantly everyone should be trained how NOT to stall and spin.  Prevention is better than cure.

1. Do you have any confidence in CASA and RAA to provide service, better freedoms and better outcomes for our RAA sport. 

CASA - Meh.... RAA, well right now I can do everything I want and need to do with my aircraft and enjoy my flying with little interference from anyone - so yep! I am confident we are good.

2. What do you expect to be approved this year in RAA to provide more freedom to our flying 

Hmm... I don't need anymore freedom. I can fly around the country at will - Sure - can't hit CTA, but then I don't really want to.

3. Is RAA doing a good job for the members?

I have nothing to complain about right now.  It costs me more to keep my ute registered on the road!!!

4. Do we finally expect any MTOW weight increase THIS year? 

Meh - Does not interest me anyway!

5. Are YOU happy flying around in our toys compared to say 5 - ten years ago? Are we better off now???

I have only been flying for 5 years, so for me, I am happy as!  Just upgraded to a new bird, and I am smiling! 

I know RAA cops a flogging sometimes, and I really don't have any incite into the organisation other than if it lets me jump in my LSA and scoot across the country at a whim, with little inconvenience, then I am good with that! 

6 hours ago, skippydiesel said:

Surely you jest - This is a clear statement, that an RAA registered aircraft has the capacity to enter CTA, rather than the pilot in command.

 

To my mind this is a deliberate mistruth, as the privilege to enter CTA is primarily linked to the qualifications of the pilot, not the aircraft. 

 

True! any RAA aircraft can, as a fact, be be flown in CTA  - however for the overwhelming majority, this is an illegal act, as the pilots do not have the requisite endorsements to do so.

My understanding is not ALL RAA aircraft can enter CTA.  I believe you need a transponder, and to be NON home built.  Only then it can enter CTA.  That's my understanding, but happy to be corrected.

If that is the case, then the add is not misleading.  Sure the Aircraft has what it takes to enter CTA, but I also get your argument that the pilot will also need quals.

I didn't know it was a requirement beyond 50nm from departure point.  I carry one. Always have.  Even on short little blast not far from the AD.  

I have mine on the belt of my pants - NOT in the cockpit pocket.  That way if I crawl out of a burning aircraft, the PLB comes with me. 

And yes mine is registered too.  🙂

So here's a question....

How many of you know the requirements of having have an ELT or or PLB when flying an RAA registered bird, and how far away that kicks in?

I learnt something new today.

Skippy, 

I spoke to RAA today, and the E24 rego can be reverted back to 24, if the engine was replaced.  So a scenario like this....

At TBO, I apply and get issued an E24 rego.  That allows me to continue running on condition.  Then, 3, 4, or 5 years later (or whenever) me or a new owner can simply put a new motor in, and revert it back to 24 Rego - PROVIDED that any other mods done are approved by Evektor (Glass etc).  If do those mods unapproved, there will likely be no way back to 24. Hence why I need their approval, or no glass gets installed.

1 hour ago, skippydiesel said:

I would speculate that if you ae moving to RAA E the need to get factory approval is moot

Not quite!  Because when I sell it, if the new owner wants to rent it, train in it etc, all they would need to do is replace the donk.  Without Evektor approval, it will NEVER be able to go back to 24.

I don't know the time for PPL, but the RAA theory is not what I would call tough.  You can self study at home with the Bob Tait books in between ground and air time with the instructor.  

If you then wanted to move into full Rec Licence, there is a short crossover course.

UPDATE - I have preliminary approval from Evektor to install glass if I wish.  I am just waiting on the LOA.

They have provided info on 3 models they approve.  D700 D1000 and a Garmin unit.

Will keep you updated.

Yep!  It's a head scratcher.   

So what happens when a few pilots are flying between ADs.  For example, many many many pilots simply follow the magenta line.   So let's pic 2 ADs..... We will call them Simpleville and Dopeyville.    These 2 ADs are popular and the route between them is a popular nav route on the way to other places.

How do pilots safely separate?  If you have even 2 or 3 aircraft travelling between these 2 ADs, remaining between 500ft AGL and 1500ft AGL how do they ensure they are not head on?  Everyone will basically sit on 1000ft.  Then what?

It's doing my head in!

5 minutes ago, facthunter said:

Run your wheels along the ground and note the alt reading and add 1500 to it.  I give UP. What's 5 hours got to do with it?   Nev

Nothing - Was just thinking about long navs over various elevations as apposed flying around your home AD.

I was talking to mate about this just today (and sorry if it has been mentioned) but how does one quickly determine 1500ft AGL when navigating across the county for 5 hours?

Yep - As stated above, weight is your issue.

RAA currently have MTOW of 600KG.  My bird has this but is limited once you add 1 pax and fuel.

You could go CASA Rec Licence which will allow you to fly a larger machine - still cheaper than PPL.

G'day mate, and welcome.

I cant answer all of them, but I can give you my experiences.

I am RAA Rec Certified pilot, and aircraft owner.   The first question I would ask is why do you want PPL?  Do you need it?  As in, do you expect to fly more than just you and 1 Pax etc etc?    Can you get away with it in RAA.  When you answer that question, you will start to get an idea on costs etc.  I will give a small comparison to start, but there are other factors,


RAA Cert with a Nav - you could realistically gain this for as little as $8000.  Maybe less depending how you go.

PPL - Somewhere around $16,000

RAA Aircraft are cheaper to maintain (you can even maintain it yourself)  If you are PPL and in the GA space, then your maintenance costs go up for sure.

My aircraft carries 2 and has about a 6 hour endurance (less with a good reserve) and burns regular unleaded at about 17L/H.  In a larger GA bird, you will be burning AvGAS ($2.50P/L) and more litres per hour depending on the bird.

My aircraft is in rented hangar space that I share with the owner of the handar.  Works out about $60 a week.  But you could get it more, and you could get it less.

RAA registered birds can start pretty cheap, but can also cost a fortune, depending on what you want.

The PPL learning curve is obviously more than the RAA learning curve.  It will take you longer in the books, and in the air - for obvious reasons.

So the first question you need to ask yourself - Do you NEED a PPL? Then you will know what way to head.

I fly RAA because it allows me to have fun in aviation, at a reasonable cost.  If I was in GA, I don't think I could afford it.

Just my 0.2
 

21 minutes ago, RossK said:

To answer the original question;

if it were me and I had the money to burn, I'd pick 4a or 4b.

Keep the Sportstar and run on condtion, the deciding factor between 4a or 4b is whether RAA allow you to run on condition for factory built LSA and the cost of the Evektor Glass panel approval.

Yep!  That's about where I am sitting at the moment.  I think if I can't get Evektor to come to the party, I won't install unauthorised and just leave as is.  Will sit and decide whether to sell now or not etc.  So will wait and see.  

I have no problem going to E24 for "On Condition:" if I have to, as an quick engine swap, should enable the 24 rego again.  So really just a paperwork exercise for nothing!  LOL!

OME - Just in response to your comments, I would like to add....

Firstly - Thanks for your input, it is most valued.

Secondly - Yes, the aircraft sat idle for some time before I got to it. I have owned the machine for 4 years.  When I purchased it had just had it's rubber replacement done.  I ordered an inspection by a LAME and his report came back good, and so I purchased.  For the first 2 years I owed it, it was under the care of a LAME, and then I took over maintenance after completing L1 with RAA.  I still have my LAME looking over my shoulder, so to speak.

The bird is now flown very regularly and rarely sits idle at all.  She is in great condition. Always hangared and looked after with loving care!  LOL!  She is my other woman you know. 😉

43 minutes ago, RossK said:

Interesting questions, and response.

We recently asked the same question to RAA in regards to our 2007 Sportstar and the response was that as a Factory Certified LSA (ie 23 or 24 Reg) it must be maintained in accordance with the Factory Maintenance manual and therefore can't run on condition. To run on condition it must be moved to E23 or E24, so no hire or training.

 

I'm interested to see what you get back from Evektor on the Glass approval. We enquired about the paperwork to increase the MTOW to 600kg, and the cost was pretty high for what amounts to a couple of sheets of paper to stick in the POH, this cost didn't include RAA fees to update the MTOW either, just what Evektor wanted to supply the paperwork.

I spoke to RAA personally and have been advised we don't need to move to E24 unless we modify the aircraft without authorisation.  We can continue to run on condition as, yes, we must follow any maintenance requirements like Rubber Replacements and SBs etc.  (all of which are in place).  I am L1 and maintaining it anyway, and so it still can't be used for hire or reward (training etc)

I have not heard back from Evektor yet, but having gone through the process with them when we added the RPM gauge, I am not holding my breath!