skippydiesel

Thanks 409tonner, I am of the opining that Landing & any associated fees, should be published in ERSA. ALL Austrian pilots refer to ERSA. I doubt all refer to OzRunways or any other EFB. ERSA is the official publication - not some other third party service. As-side from the inconvenience, there is the question of the legal status of third party information. If the airfield owner can bother to place a statemnt like "Landing Fees Apply" in ERSA, they should also say what those fees are. The pilot should not have to search elsewhere. It has been brought to my attention that; If you wish to access a public car park, that car park must have its fees posted, such that the driver can see & decide if they wish to use that facility. How is this regulation any diffrent from a pilot assessing an ERSA listed airfield? 😈

Thanks Rodgerc, for your all that. All very interesting (to me)😈

Hi Rodgerc, ERSA does not have the Landing Fess listed. Were these suspended for the event or were you charged? If charged, did you know what the fee ( + parking) would be, befor commiting to landing? Were the Security Controlled Airport requirements (ASIC & often wearing of high vis) suspended for the event? The only two people in your photos, do not appear to have either ? 😈

I trained, mainly on Cessna's, have done my GA/RAA conversion & some BFR's in Jabs, owned possibly the nicest handling aircraft ever (unbiased opinion) an ATEC Zephyr/Rotax 912ULS and own a Sonex Legacy/Rotax 912ULS. The GA aircraft were very stable & predictable. Not a lot of "feel" easy to set up a straight & level Cruise, hands/feet off. In nil wind the only change was trim, for fuel consumption. Conversion to RAA, in Jabs, was an eye opener/challenge. To this day I think a good Jab pilot is probably better than your average GA pilot. They take a lot of getting used to. The Zephyr performed much as, I imagine, a motorglider would. With a sub 30 knot stall & weighing in at 300 kg (empty). Speed on final of 40-45 knots, unnerved a lot of pilots used to Jab's etc. It had very powerful controls - X wind TO/Landings were actually fun. I did my Tail Wheel Endorsement in Citabrias, very diffrent again - my RAA training / experienced helped a lot in adapting to this aircraft. I now fly a tail wheel Sonex - Easier to land than the Citabria. Much faster than all the pervious aircraft (in comparison glides like a brick) & requires constant inputs to maintain a level/heading. My point is,very aircraft I have flown required adaption to instrument/control layout & handling characteristics. They are all good, just very diffrent. There may be bad aircraft, out to kill you , I don't know. Seems to me way too many pilot's are quick to "bag" an aircraft that is new to them. Unwilling to take the time to adapt. 😈

Sydney Recreational Flying Club, The Oaks, recently wrote of a Foxbat/912ULS. Might be worth contacting - https://www.srfc.org.au/the-oaks-airfield 😈

I have replaced my Ducati/Rotax VR, with a CARMO CARR 5115 MOSFIT - compatible with my Earth X ?? 😈

Start 09 Oct 2026 12:00 End 11 Oct 2026 16:00 Location Wentworth (YWTO), NSW

NICE!😈

"so a new <whatever caused the failure>" Would you be alluding to an engine???😁 😈

Can only speculate - Weight is the enemy of all aircraft, so any weight reduction is attractive. Reduced weight generally = better performance in almost all parameters. As for "...negative for COG...." If your aircraft has been designed/configured such that the battery (weight) location is critical to Cof G there will need to be adjustments made, if you change that weight/location. In most instance this is not an insurmountably problem. In a few, the solution would seem to be using ballast - not a great idea a this negates, to some extent, the advantage of weight reduction, inherent in the Lithium battery ie may as well just stick with the original lead acid battery. Then there is performance & service life in a small lightweight package - My Earth X ETX 900 has the following specifications: Voltage: 13.2 Weight: 2.4kg Cold Cranking Amps (CCA): 390 Peak Cranking Amps (PCA): 800 Amp Hour (1C Rate): 15.6 Dimensions: 166mm L x 76mm W x 168mm H Holds charge when not in use, much better than AGM Service Life: 4,000 charge cycles - up to 8 years The Earth X is expensive, 2-3 times the price of a good quality AGM motorcycle battery, that will do the same job, at higher weight and volume. Lead acid batteries are not without their risks - I have had a battery explode and recently my Son had his trucks 24V (2 X 12V) dangerously overheat (suspected plate collapse/internal short, due to a lot of rough road travel) to the point of thermal runaway - could have been very nasty! 😈

Needs must!😈

Hi Moneybox, Sorry don't have the attention span to sit through 30+ minutes of folksy chat . If known - What caused the malfunction?? What sort of Lithium battery was involved? Do any of the above relate to the aircraft certified, Lithium-Ion /LIFePO4 such as those supplied by Earth X? 😈

Just one more reason for choosing composite, over metal, construction 😈

Parts (seals) are cheap (if you look hard enough - (there was a great brake component supplier in SA a few years back). Labour - Your own and doesn't really take all that long to swop out seals. Once done its done for many years (think how long your car seals last) $23.65 for a litre (quart) of AeroShell 41 brake fluid that you will likly only use a few ml of, (how to store the remainder, so its still good when you next do your 200 hrs?? service? and the ones after that?) compared with say Castrol Dot 4 500ml $12 - $20 found in all automotive stores and many fuel service stations. You wont use it all, in a small aircraft system but you can use the remainder in your car/motorcycle - so no storage questions. Many of us do not have a "local friendly lame shop." Reality is for small aircraft, like my Sonex, the Savannah, etc the kit or brake supplier, should have moved to automotive break fluid use, about a skwilian years ago. There is no good reason for not using automotive brake fluid - its just industry rigidity, supported by service provider rigidity. 😈

Its not impossible to replace brake seals, with ones that are compatible with automotive Dot 4 = lot cheaper & easier to find brake fluid. 😈

Today's news (from Council representative) Caloundra Airfield will be charging landing fees etc, during the comming Rotax Fly-In. Apparently they will have costs, that need to be coveded, as a result of hosting the event. So now we have RoTax $50 entry + Landing $11.70 + Parking/ day $11.70 = $73.40 So for one landing / take-off, stay two nights, could be up for $85.10 (before accommodating & food)and so far no detail as to whats on offer???? The good news isCouncil will think about putting their landing/parking fees in ERSA. 😈

I am intersted in attending BUT there is an unusual lack of information for this sort of event. Promotion usually comes with at least 95% of the plan. Will not be making any (weather dependent) commitments until much more info is forthcomming.😈

I thought that the $50 entry may be covering the dinner.😈

Have you had a readof; Find the special procedures for flying around Kati Thanda–Lake Eyre in the En Route Supplement Australia (ERSA) under Special Procedures 10, which details rules specific to the Lake Eyre National Park area. Maree landing Fees $25/single engine. Williams Creek $15/singe engine. Seems that both of the above have " tourist flights work out of" "... maybe cheaper accommodation .." Do tell??? 😈

Trying to find out if Landing/Parking fees will be suspended for the event 😈

The thoughtless, stupid or bravado operation of drones is a concern to all of us, particularly pilots whoes aircraft could be brought down by one.😈

My apologies to Shawn & BernieM - Must of got a sort of tunnel vision going 😈

No offense Shawn but the complication is an entirely artificial construct ie has no practical foundation - its a rule, for the sake of a rule, that may have had a shred of legitimacy when RAA aircraft were all rag & tube & few of its pilots had duel RAA Cert / PPL, as many do now. RAA's existence as a separate entity (to CASA) is tenuous at best. If you have aircraft & pilots operating in the same airspace, to the same rules/standards, the existence of a separate (to CASA) body administering to a relativly small group, whose licensing conditions & benefits, are no longer so diffrent to GA, what is the point? For all practical argument, the line between RAA & CASA pilots/aircraft, is now blurred to the point of only being in existence due to Part 61 (an illusion) and the tenacity of RAA (delusion?). If RAA is to continue, it needs to offer clear benefits (over GA) to its members AND must be seen to vigorously advocate on our behalf. To date RAA seems mostly concerned with such questionable grandiose schemes as the Group G initiative (pretty much nullified by changes to GA medical requirements), while ignoring every day irritations like those I articulated above. 😈

Welcome Shawn, I applaud your initiative in connecting with this Forum - Could be a first. For myself - I want to see RAA assertively advocate on the members behalf, for such simple things as; RAA represented on or at least to, the Australian Airports Association (AAA), To make the case for, preferably no Landing Fees for RAA class aircraft. If nil not possible, at least minimal, in recognition of our light weight (almost no impact on infrastructure). Standardisation of Landing Fees ie the same fee for the same aircraft, no matter the airfield. All regional airfields, Landing Fees posted in ERSA. Overturning that part of CASA Part 61 that does not recognise RAA registered aircraft, as aircraft, such that a (CASA) GA Instructor cannot conduct a Flight Review (BFR) for a CASA Licensed Pilot (PPL) in an RAA registered aircraft - bureaucratic nonsense. The removal of the requirement for Australian private pilots (RAA & others) to hold an Aviation Security Identification Card (ASIC) for access to most small Regional Security Controlled airports - nil security benefit, just an added pilots cost for no demonstrable gain (essentially a charge nor no service). RAA post regular updates on their advocacy - The topic, how it's going (progressing or not) how the membership may be able to help expedite the process. You will find most of the arguments on the above in this Forum. Should you prefer, I am more than happy to discuss these matter directly with you. All are way overdue (by many many years) for resolution. Note: I have made writen representation of the above topics, where appropriate to RAA, CASA, NAIPS, The Minister & AA 😈