T510

It seems to be the usual RAAus inconsistencies. I was speaking to a CFI the other day who was told that he needed to get the membership application form signed in all places before taking people for a TIF. Another CFI I spoke to hadn't even been made aware of the new forms with the new signature requirements.

MAAA uses weight classes too Light Models: Generally models below 7kg Large/Heavy Models: Dry mass from 7 - 25kg These require a heavy model permit to fly and strict inspection. Permits can only be granted after an Airworthiness Inspection and evaluation process. This includes demonstrating to an MAAA Heavy Model Inspector that the person to be authorised to fly the model has the ability to safely operate the model in flight. Giant Model Aircraft: Dry mass 25kg - 150kg MAAA clubs operating above 400ft AGL require a specific CASA Area Approval, managed through MAAA MOP067 assessment procedures. This process includes a site risk assessment, potential NOTAM, and compliance with MOP004 in Class G airspace to ensure seperation from full-size

I Follow Roads.... or railway lines or rivers

It is not uncommon for model aircraft clubs to have CASA approvals to operate within a certain area above 400ft AGL. Typically the ERSA for the closest airfield will be updated with model aircraft listed as a hazard and their location and maximum height. The issues you will run in to with requesting radio calls is that the aeromodellers will need to hold an AROC to broadcast on 126.7. Handheld Airbands are usually pretty average in their ability to transmit from the ground up too There is little to no chance of model aircraft being approved to use a transponder or conspicuity device. In the drone world CASA will only approve the use of a secondary surveillance radar (SSR) or an automatic dependent surveillance broadcast (ADS-B) transponder (electronic conspicuity (EC) device) if it is required for the duration of a drone operation, subject to CASA assessment, in the interest of air navigation safety. In general, approval will only be issued to BVLOS operations above 400 ft in non-controlled airspace, BVLOS operations in controlled airspace, or other operations that are integrating with crewed aircraft and require ADS-B out for separation requirements. The MAAA run the model aircraft regulations and there is no avenue to use a transponder under their regulations In Vic I know Werribee MAC, P&DARCS and PARCS have 1500ft AGL approval, pretty sure VARMS does as well, Greensborough MAC have 900ft.

Thanks Jack, look forward to hearing what you find out

In my training I enjoyed the flying more using the CASA flight planning notepad and occasionally referring to OzRunways or the paper charts to confirm my location. If I did my flight plans on the paper charts I would confirm it on OzRunways and vice versa.

I did my navigation theory exam a couple of weeks ago. I have the Bob Tait book and worked through it but found Pilot Practice Exams course and practice exams much easier to retain. https://www.pilotpracticeexams.com/ra-aus-theory-course/

Definitely the most cost effective option. I hope to do my RPL conversion with Latrobe Valley Aero Club in my Mustang

I tend to go up for a week at a time. If all goes according to plan I will be able to fly myself up in one of my own aircraft by the end of the year.

I drive up to WIngs out West from Victoria. It's well worth the 10 hour drive to train with Dan and Coops in the Legend Cubs. Only problem is you will want a Cub of your own

That seems a bit steep, unless they did all the hangers on both wings. After speaking to a couple of L2's, they both said it is not an overly challenging job but it is quite time consuming. Especially when you factor in the fabric repair and repainting. You might be able to find a L2 who can do the structural repairs and let you repair the fabric. Pretty sure that can be done by the owner on a 55 reg as a minor repair

The RAAus rules we have to operate under are not perfect but they are what we are stuck with. I understand your frustration, as I said earlier, get any correspondence in writing, maybe you can try to get RAAus to give you permission to do the repair, you may even manage to convince them it is a minor repair. If you can't I would strongly advise against proceeding unless you have a L2/L4 who will sign off on your work. You may end up with a plane you can't legally fly. I would be requesting the repair document from RAAus, or get your L2 to request it. They should supply it to him/her. Also as much as you won't use the plane for training/hire, do you plan on taking passengers? It opens another liability issue if you have done repairs without authorisation. I fully understand the limitations imposed by the tech manual. It is why I won't buy a factory built/certified aircraft. I went through similar to you when I was looking at the Skyfox I was considering buying. RAAus were aware of the aircraft and made it clear that as a L1 I could not conduct the repairs myself. That's why my RAAus aircraft are home built and my other aircraft is VH experimental and will not be getting transferred to Group G. If you can get the repairs done for $1k I would be jumping on it before whoever quoted you realises just how big a job it is. The maintainers I spoke to where talking 4 - 5 times that. Everyone I spoke to said it is a shit of a job and requires a lot more effort than you would expect. Apparently it can't be done without cutting the wing covering.

Don't rely on an answer on the phone or CAA/JAR/EASE rules. Get it in writing. Otherwise it's your word against theirs. If RAAus are aware your plane needs the repairs make sure it is done by an approved person and in accordance with their approved repair method. Your plane could end up with the rego cancelled and requiring the repairs redone. I am having to jump through lots of hoops at the moment with a plane I have bought because it's history is incomplete and a previous owner did work he was not authorised to do

The cost to get the avgas to the airports would have gone up considerably, the trucks delivering it still need Diesel to get there.

A couple of people I know with Skyfoxs have either spare wings or spare spars for when/if they reach the 4000hr mark. As far as they are aware there is no ability to extend the life on the spars