Markproa

I did a Basic Class 2 medical last week and my GP bulk billed me so my all up medical cost was $10 to CASA.

Excellent, good result. I'm hoping to get a small panel radio at a reasonable price from Europe, there should be quite a few available soon. 

Cheers, 

Mark 

Hi Skip, bummer about the epic Icom journey. I can relate to that well. Us fixers win some and lose some but we never seem to learn. I guess the wins are such a buzz we can't help ourselves. I have a IC A20 that is still going strong. What do you want for your 'bits'.

Cheers,

Mark

Or, if you have a few thousand hours spare you can always build your own out of wood.

Great comments Hongi and good on you Nic for answering the whingers with transparent facts. I tend to not use this forum for the reasons Hongi points out, way too much uninformed cynicism for my liking. Which is a shame because most overseas forums are not like that and it would be good to have a decent Australian forum discussing local issues with a similar level of intelligence. I suspect there is a silent majority who agree and it's the loud few who do all the talking, a bit like drunks in a pub. I've read some good useful stuff on this forum but it often degenerates into uninteresting personal opinion. I can go down the RSL to hear that. 

All aircraft have to stay above 1000 ft in that case (except while actually taking off and landing).As far as gliding distance stuff - I guess so, if that’s true of all RAAus aircraft. I don’t know the rules about that.Does it apply to all?

 

Say you bought a factory built aircraft that could be registered in GA or RAAus. If it’s GA then the above gliding bit does not apply strictly. Does the rule then apply if same aircraft were converted to RAAus.

 

In GA experimental it varies from aircraft to aircraft. If you have a jabiru with particular versions of engine you have to be able to glide clear but if you have some other different engine version you can fly over built up areas without the requirement. But that’s a strict aircraft to aircraft variation not a broad brush rule.

 

What’s the story with RAAus aircraft?

Yep Skippy you are correct. An RAAus aircraft can still access any CTA as long as the aircraft is radio and transponder equipped AND as long as the pilot is qualified to fly the aircraft (ie: has RAAus certificate ) AND qualified to enter CTA (ie ppl (or I guess certain applicable situations with an RPL ) or higher CPL etc with a current applicable medical)

Well done Danny, I have just completed my GA to RaAus conversion With Dave at Airsport Qld after a 28 year break, The second solo was just as awesome as the first but not as nervous this time lol. Congrats m8

Mark

Very interesting. Like most auto conversions they rarely become popular. I wonder what longevity this motor would have developing 93 HP continuously? What reduction drive ratio does it have?

This conversion was developed for Gaz'aile builders only. There are 50 Gaz'ailes flying, many with the DV4 diesel conversion, others with Toyotas, Jabarus, Rotax, BMWs, Vijas, VWs. But the original intent was to make a very cheap to run aircraft using diesels.

Mark

I

Sounds interesting, tell us more about the kero burner in it-:)

1600cc, 8 valves, all alloy turbo. It started life as an HDi direct inject but that creates headaches with the electronics so the common rail has been pulled out and replaced with a distributor pump. Very simple and reliable. It has been tested to 93HP. The reduction drive has been used on a lot of Gaz'ailes in Europe without issue.

[GALLERY=media, 4052]DV6 diesel engine by Markproa posted Jan 23, 2018 at 4:57 PM[/GALLERY]

95.55 has a max stall of 45kts in the landing config and a MTOW of 544kg (1200lbs).

Mark

OP here again.

It's amazing how things can change from one day to the next. I bought the plans and was about to order materials for the Gaz'aile 2. I then got a call from the only other Gaz'aile builder in Australia who has decided he is not going to finish his plane due to age-related problems. He made me an offer I can't refuse so I've just bought an almost-finished aircraft. I'm going halves with another GA pilot and we have decided to register the plane GA. Why?

We can fly it in and out of our local Coffs Harbour and other controlled airspaces*, and we won't need to get RA certificates.

The downside is, I won't be able to maintain it myself as I didn't build 51%. Just need to find a LAME who will look at diesel engines.

There is also an issue with MTOW and stall speeds. The plane was designed under the European 450kg MTOW and stalls under 45 knots however it has been engineered to have a MTOW up to 600kg which will put the stall speed higher than the RAA max. of 45 Knots.

So, as has been pointed out by many here, RA vs GA is very much dictated by individual cases. Who knows, we may change it to RAA in the future if medicals become an issue.

*I found out today that a converted automobile engine can fly in controlled airspace under the Experimental category. The restriction is that it must maintain a hight capable of gliding to a non built up area.

Mark

This has morphed into a general discussion.The OP had some very specific requirements, such as in Post #5, which I suspect some of the more recent advice wouldn't be suitable for.

You will save the cost of your membership in just 15 or so landings at places that charge landing fees.Good on RAAUS holding firm on non-disclosure of members personal information.

Kaz

Mark

With a converted diesel engine; GA Experimental

Thanks, that makes it clear. It may come down to medicals as I just turned 60.

Thanks Poteroo, that's the sort of answer I was looking for.

Ok, I'll make this more personal. I'm building an aeroplane that can fit in either 19-**** or VH reg. It is under 600kg MTOW. It's a French design called a Gas'aile 2 with a converted 1600cc diesel engine. I have an uncurrent UPPL so will either go through a GA flight review or do the whole RAA certificate.

What I'm interested to know is once my plane is built are there any advantages to flying under GA or RA? As I understand it my engine will preclude me from flying into controlled airspace or over built up areas so there may not be much advantage to a VH reg.

I'm afraid my choices are very limited where I live. Coffs is my local airport which is controlled with no GA training but there is a RA school. The RA guy just gets into an anti CASA rave and wants to sell me training so I'm asking here to try to get some balanced opinions. I won't be able to fly out of Coffs anyway as I'm using a converted diesel car engine.

Basically my question is : Is it cheaper to fly RA than GA in the same aircraft?

Thanks Nev. I was hoping people on this forum would help to enlighten me with some discussion.

My question didn't get answered in another thread so I'll start a new one. It was stated that RA is a lot cheaper to fly than GA and I'm interested in the details. Excluding the cost of getting a license and the costs of maintenance (I'm building my own plane so can do my own maintenance) what are the advantages of me registering my plane RA rather than GA?

Mark

I wear multifocals and wouldn't use anything else. They take a few days to get used to but then you have full range focus. Before I became a full time glasses wearer (mid forties) I couldn't go outside without sunnies. Now I wear clear glasses I find I don't need tinting. Must be the UV coating.

I tried contacts but couldn't get used to them.

Silly thing about this is the RA pilot would most likely be more Current in Flying hours than a GA pilot as flying is cheaper. So who is the safer pilot a GA pilot that does not fly a lot (most do there 3 take of and lndings just to stay current) because of the cost or the RA pilot who probably flys most days or at least once a week.

[email protected] sells Emeraude plans.

Comprehensive pre-screening of all ticket purchases is an effective action to reduce risk. 'Blind Freddy' could identify who the major risk groups are. QUOTE]I take it you mean young, long blond hair, blue eyed like Australia's worse terrorist?