BirdDog

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!

Thanks lads.  Looks like it's a worthy investment.

7 minutes ago, Yenn said:

I wonder how many pilots buy a plane with the intention of using it for hire or training. Does it really add much to the value?

My investigations say it does.  For example, if I put my bird up for sale, flight schools will be interested!  If I am not 24 Rego - Then flight schools can't even look at my bird.  So yes, there is an impact. Exactly what that number is - that is the question.

So I have Mode C Transponder in my bird, and wanted to know what the benefits are to getting my hands on a SkyEcho2?

Cheers

J

Yes.  24 Rego means the aircraft can be hired out.  I don't hire mine out.  Losing the 24 Rego with say unauthorised Glass mods, means it could never go back to hire, and so resale value will likely be affected.  Yes, true, it can't go online if on condition, but a new engine would get it back online easily.  

Mine only has a VDO, so the time on the clock is the time the engine has been running (Ground and air)

So I find myself at a crossroads, with a few options to consider, and so, have a read below and throw in your 2 bob!

First the background.

I own an Evektor Sportstar 2007 model with a TTIS of 350 hours.  The ROTAX will be TBO in 14 months.  RAA have confirmed that I can run On Condition as long as I continue to service the aircraft (rubber replacement etc) 

However, I have been thinking on upgrading to something else, with Glass etc, but have been thinking....

Option 1

Sell the aircraft now, and look to buy something in line with what I want.  (Cost - Unknown)

Option 2

Leave everything as is and run On Condition.  (Cost - standard maintenance etc etc - No Glass)

Option 3

Sell my current 350 hour engine, and replace with a new 912ULS (Cost $30k less what I get for mine - Still no Glass)

Option 4 (and this two possibilities)

a) Run On Condition.  Install new Glass with Evektor approval and retain 24 Rego

b) Run On Condition.  Install new Glass without Evektor approval and move to E24 Rego.

At the end of the day, she is a really good bird, and I would rather keep her and get her to where I would like, but I feel if I don't get Evektor approval, which may be hard to get, then I will have to lose the 24 Rego.  I am waiting on a response from them now.  Losing the LSA status may be a good or a bad thing, depending how you look at it.

ALSO here's a question.... When does the clock start on the TBO?  

So go on - fire away.

And Happy Aus Day to  you all.  🙂

Cheers

J

Hmmm.... Maybe now is the time to sell 4912 and upgrade.  Hmmmm.... Interesting!

Thanks all.

I know a couple of my mates use a dash cam, but it does not record the audio. I like the fact the GoPro does both. So If I can find a solution where I can pump the audio feed into the DashCam, we would have a winner.

I might buy one and see if I can do some surgery.

On local then cross country...

At the moment, I fill up the airplane I train in at Cowra from the 98 bowser (in Cowra) into Jerrys and cart them to the airport, and fuel 'my plane', I do the alcohol test on new fuel, and and dump the bottom of the jerry cans .

 

Now, if I am planning a cross country, seems I need to either

 

a) go avgas : dump the MOGAS out of the system and go to AVGAS for the trip.

b) stay mogas : have a sufficient endurance to en route via MOGAS availability either at the airport, or get into local town with a couple of 20 litre jerrys or transport bladders. Or carry extra inboard

 

is this the general method ?

Why are you dumping anything??

If I need to fill up on AVGAS, just fill up!

Mogas availability is a concern, it has a very short shelf life ( a couple of weeks). If it is 'Too old'

 

It can damage your engine.

 

I usually buy Mogas from busy Sevice stations.

Hmm... I would not mind seeing the data on this. Yes, fuel changes over time, but 2 weeks. No. After about 5 weeks or so it has a little bit of a change that only make your engine run rich - not what I would call damaging!!

Given that I run 95RON as prescribed by Rotax, I am not concerned.

https://www.bp.com/content/dam/bp/country-sites/en_au/australia/home/products-services/fuels/opal-factsheet-storagehandling.pdf

Classic! :)

WOW! This video now would be a clear beach of CASR Part 101.075. (3)

I seriously doubt there would be any approvals in place, as CASA are the only ones that can approve. Not only is it dangerous, it's blood stupid. There is also no mention of this in the ERSA, so again, I doubt approvals are in place, or it would be mentioned.

I own and operate an CASA certified drone school (in fact stated the first) and the material is very clear - NEVER over an AD without approval!

101.075 Operation near aerodromes

(1) A person may operate an unmanned aircraft at an altitude above 400 feet AGL within 3 nautical miles of an aerodrome only if:

(a) the operation is permitted by another provision of this Part; or

(b) permission has been given for the operation under regulation 101.080.

Penalty: 25 penalty units.

(2) A person may operate an unmanned aircraft over an area mentioned in paragraph (3)(a) or (b) only if:

(a) the operation is permitted by another provision of this Part; or

(b) permission has been given for the operation under regulation 101.080.

Penalty: 25 penalty units.

(3) The areas for subregulation (2) are:

(a) a movement area or runway of an aerodrome; and

(b) the approach or departure path of a runway of an aerodrome.

(4) A person must not operate an unmanned aircraft in such a manner as to create an obstruction to an aircraft taking off from, or approaching for landing at, a landing area or a runway of an aerodrome.

Penalty: 25 penalty units.

(5) An offence against subregulation (1), (2) or (4) is an offence of strict liability.

Note: For strict liability, see section 6.1 of the Criminal Code.

Hey all,

So currently I am running a GoPro in the cockpit and it records both video and the audio from our Comms. However, it's a bit of a pain with cards and batteries etc, and so was just wondering if there is a solution (other than go pro) that sort of works like a Dash Cam. Just loops if need be, but can still connect to Comms?

What are you guys all using?

Cheers

J