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skippydiesel

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Everything posted by skippydiesel

  1. skippydiesel
  2. skippydiesel
    Like so many of us. If all else fails - I can fly down, from The Oaks, NSW, to a mutually acceptable airfield. As always, weather will dictate both do-ability & timing. 😈
  3. skippydiesel
    Fascinating - Cue has significant airport structures (from satellite) but only the one hanger (?) like building. "Now I have to submit an application to park my plane at the airport." Why? You already have the cost effective solution "..... crossed the fence, did what I needed to do...." 😈
  4. skippydiesel
    Love to fly, I have just read the Thread "Aircraft General Discussion" - "VH registered aircraft are soon to pay annual registration fees." Your perceived advantages may be being eroded by a greedy bureaucracy. 😈
  5. skippydiesel
    Interesting. If I were to depart RAA -GA; How would I access a good insurance deal - join SAAA / cost)? What is the one off cost of GA Rego? Can I transfer my owner/builder/maintenance privileges to GA? If so, is there a cost involved? I assume that RAA must be offering something attractive, otherwise there would be/ have been a mass exodus to GA . I am fairly sure that there has been a historic financial advantage with RAA and for certain, the medical requirements were significantly less demanding than GA. The changes to GA (RPL?) seem to have negated the medical advantage, what remains?. 😈
  6. skippydiesel
    All good reasons why to go GA. Seems to me that a large number of GA obviously RAA pilots have little or no interest in IFR or aerobatics There was / is no suggestion that insurance is in any way linked to Rego type. In the hypothetical, same aircraft, value /pilot experince etc comparison, it is suggested that RAA is more cost effective than GA . RAA due to their member/insurance combination, is able to deliver low cost liability insurance due to "bulk" bargaining power" . GA pilots/owners, on the other hand, is an individual negotiation with the insurer - as a consequence may be at higher cost. I stand to be corrected - GA pilots can fly with no insurance. A considerable cost saving with increased risk. You are correct - RAA pilots, should they wish, must negotiate higher levels of insurance on a one off basis. Patronising the same insurer ,that supplies the RAA basic, may produce a competitive quote. 😈
  7. skippydiesel
    Hmm! These days you can start with a 300 kg empty weight and a 600 kg MTOW aircraft= 300 kg PayLoad. A 300 kg payload is perfect dooable for two adults, all the camping gear (for two nights) & some food /cooking stuff (not for the dogs). 😈
  8. skippydiesel
    I find your comments intriguing. The RAA/CTA endorsement will come (eventually) I believe you can, with training, fly RAA/Formation (?) The aerobatic bit is probably not much of a draw for most RAA pilots but if its a deal maker/breaker then go for GA. Annual cost - Are you comparing financial apples? I have always understood the RAA membership / inclusive liability insurance, to be a strong selling point (?) The last point will be of no account to pilot/owners who carry no insurance (met one recently) 😈
  9. skippydiesel
    Saw these today https://kingcanvas.com.au/product/mk3-flat-top-crib-bag/ Very impressed with the quality Perfect to sit on the seat beside me, when on a trip. I recon they would suit most RAA aircraft with side by side seating. The manager of the factory, reckoned he could do me a deal. I thought may be my mates on The Forum may be intersted and we could all get a deal. If there was enough of us, we could even try for custom dimensions & lighter weight build. Any takers??? 😈
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  10. skippydiesel
    Just had a pleasant phone conversation with the ARO, Western Downs Regional Council, (I think he said he looks after 7 airfields) on the matter of lack of fee information in ERSA. Got to say he sounded open to the desirably of having his airfield fee schedules in ERSA. He did point out that ERSA updates don't follow the financial year, so making any fees posted therein out of sync with his (probably most) Council policy, to review/ change fees, at about this time. Anyhow there is hope for change😈
  11. skippydiesel
    I have, belatedly, checked out the web site & noted the recommendations therein. Like you, I did my GA training, about 34 years ago. Different times, diffrent language and dare I say diffrent standards. I like most humans am a creature of habit - I never payed any heed to the letters under the airfield abbreviation. Thank you for bringing this to my attention. As for the advise - I am only in the habit of phoning the airfield owner/operates when it is so instructed in ERSA OR I have some concerns about the airfield services, etc 😈
  12. skippydiesel
    White is the most boring but all round functional colour ie relativly high viz, cooler than most others, less vulnerable to UV, shows the dirt/scratches less, usually easier to colour match/repair. If I repaint my white Sonex, I think I will go for "Burnt Sienna" otherwise known as high viz yellow/orange.😈
  13. skippydiesel
    You make a string point - Not entirely analogous, to a small land plane with a particular registration number, subject to all the same physical conditions, as the same model of aircraft, with a diffrent registration. The former apparently not an aircraft , the latter apparently is an aircraft. Crazy!!! "....morphs into a “spacecraft........a “vessel” I would suggest the morphing/transition, is about a change in the physical environment that the craft must operate in. The change in environment brings diffrent handling & safety challenges. 😈
  14. skippydiesel
    All True! "If you do a CASA AFR then your CTA access is current now." BUT is the effort & cost now, for the occasional use, realy worth it starting to think not. "Victor 1 500 feet over the sea is another option." A bit of a toss up as to which rout ; Victor 1 with little time or options for a forced landing/ditching. V1 will get you to the Hunter (Southish) for a coffee at Cessnock or one of the other airfields. The Oaks - Lithgow over a high, significant area of Tiger Country (but the option to go to 7500 ft) will get you out to the West & North West If want to to go to the N Hunter or North to Armidale - more Tiger Country but still at much higher (safet?) altitudes. I have flown Victor 1 many times in my Zephyr, terrific gliding range. My Sonex not so good. V1 a much more challenging rout in the Sonex - a heart stopper yet to be achieved. I don't think Cessnock will be receiving too many RAA aircraft from Sydney, after the Lanes Entry/Exit go CTA and visa versa. 😈
  15. skippydiesel
    I have my PPL - whats pissing me off is that I have 200 hrs plus, in my Sonex (RAA) but wont be able to do my BFR in it, to stay current. Adding to my frustration, no one can give me anything but a Yes Minster style bureaucratic clap trap (Part 61) reason why not. The only reason I wanted to keep my PPL current, is the changes to the Sydney Basin airspace - making the VFR lanes of entry/exit to the north, only accessible for current CTR endorsed pilots to use. Of course I can go to my local GA flying school, hire the cheapest GA aircraft ($400/hr?) + instructor, do a few familiarisation flights (x hrs?) and do my BFR and medical - Jesus! how many dollars for so little real gaine? OR Be patient, wait for RAA to get its instructors up to CTA speed and revive my skills with them.- Will this happen in my lifetime?? OR Forget the whole matter. Use the Tiger Country rout (via Lithgow) to the north. 😈
  16. skippydiesel
    Get a price from this crowd, for a custom fitted cover (whole or part) http://punkinheadair.com.au/ Note: The covers protect against the sun, are water resistant (not proof), so make sure those areas of the aircraft that may leak (heavy rain) have supplemental cover. 😈
  17. skippydiesel
    Obviously I disagree - Australia has ERSA . An official document, updated severs times a year, essentially the pilots bible of AU airfields. All this talk about contacting owners, alternative web sites, etc, etc ad infinitum, is just undermining, what should be the accepted standard - If its in ERSA, its the word of God! If it isn't, it doesn't exist!😈
  18. skippydiesel
    Well there you go - One lives & learns. I have been under the impression that ALL public listed/accessible airfields must conform the the minimum standards eg width, approach & departure, windsocks, etc "Given you are meant to contact the owner/operator of. UNCR Airports prior to landing on them" Again this is new to me - I have always understood that accessing an ERSA listed airfield (open to the flying public) required no permission UNLESS so stated "Might be with noting they don't have to specify PPR for this to apply." As above - not my understanding - I guess the owner could ask you to leave, once landed but thats about the limit of their rights. ALA's are a diffrent matter. These are almost always private (inc. company) airfields/paddocks/ farm roads/etc, of unknown dimension & condition. Not listed in ERSA. Not required to comply with standards. You would be crazy not to seek permission to land, get advice on runway condition, hazards, etc. Landing on an ALA is completely at the pilots discretion. Should their be a resulting incident, may not be covered by either the ALA owners or pilots insurance .😈
  19. skippydiesel
    Non of us want our bird parked outside, subject to the vagaries of weather & sun, however the Jab (being indigenous to AU) will stand up to the fresh air, much better than most. My home field is predominantly populated by Jabs , most of which live in the open. A few have a bit of a shelter, full "canvas" covers, but most range from something over the prop & windscreen, to just a prop cover. To the best of my knowledge they have been this way for very many years - still fly. Purchase your Jab and a canvases cover to suit and put your name on the waiting list for a hanger space.😈
  20. skippydiesel
    You are a gentelman sir😈
  21. skippydiesel
    I tips- me- lid to you and others who advised on this ruling. I have corresponded with CASA on this topic. They confirm your advice. In short; According to the legislation/rule book: RAA aircraft are not aircraft, therefor can not be used for GA training. Clearly this is total unadulterated bureaucratic rubbish - I asked for practical reason for this rule - CASA just repeated their reference to Part 61. I wonder how this effects pilots who train in their own GA aircraft, transfer that aircraft & themselves, to RAA and then seek refresher training in the same aircraft , eg to remain up to speed on their entry to CTA knowledge /skills (not currently available in RAA)?? Presumably they must hire a GA aircraft for the training (as I will have to do) I also wonder how GA endorsements, can so readily be transferred /accepted by RAA, who don't actually oversee aircraft?? The whole thing is a Yes Minister tragedy of conflicting rules/regulations.😈
  22. skippydiesel
    Friend Love to fly - Perchance you could move your debate on West Sale no -fly- zones/ VFR Lanes to a so dedicated thread?
  23. skippydiesel
    😈
  24. skippydiesel
    Temporary, flexible (wombat resistant), home made & tested antena, installed pending delivery of better looking (even I am subject to aesthetics) bladestyle unit. Blade unit acquisition is not all aesthetics - Original unit has two mounting holes & a hole for a BNC connector (3 in total). I don't like patches in my mainframe skin, so needed to fill all holes with similar device.😈
  25. skippydiesel
    Temporary, flexible (wombat resistant), home made & tested antena, installed pending delivery of better looking (even I am subject to aesthetics) bladestyle unit. Blade unit acquisition is not all aesthetics - Original unit has two mounting holes & a hole for a BNC connector (3 in total). I don't like patches in my mainframe skin, so needed to fill all holes with similar device.😈
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