djpacro

I imported an airplane from the East Coast of the USA back in 2008, locals there weren't used to going to Australia so my guy was run around in circles certifying that the moon was made of green cheese etc. Well proven routes via the West Coast and you should be able to find ads from Australian companies which assist. General advice on budget I've been told is convert to AUD, add GST and add $20K to get it here and get it going. We got a guy in the USA to do a pre-purchase inspection which proved worthless. Some of my friends have done well, others have ended up with projects rather than flyable airplanes. The FAA has guidance info on the website which includes stuff specific for Australia. You do not need an Export CofA so save the expense as it requires a fairly recent annual inspection and my guy wanted to do a new W&B etc etc.

Note in the CAAP explains the reason for that amendment and what was changed, just one paragraph.

Comments close tomorrow so I guess that they will wait until after that before deciding.

its actually in the CASRs now and the text in part 61 is quite different than it was in the CAR so it will be interesting to see the AC when they eventually get around to replacing the existing CAAP.

years ago I got involved in some noise certification tests for airplanes in Europe - our focus at the time was propeller noise so engine rpm and propeller diameter/number of blades. Longer exhaust was further down the list - a bit of googling revealed this interesting guide: http://www.akletnany.cz/cs/letiste-w9/hlukova-zatez-w83/?stahuj=47

Rusty Pilots is worth looking at

I've dealt with a few pilots such as yourself who had a gap of many years. Skills in flying the aeroplane (especially if a type previously flown) come back readily. Knowledge refresher you can largely do yourself. There'd be many new things and stuff has changed - your instructor can guide you through this. I'd start by seeking a suitable instructor and ask him/her to outline a plan tailored for yourself with a guestimate at how many hours and briefings would be anticipated. Don't regard it as a test - just refresher training to where the instructor can tick the boxes per the checklist in https://www.casa.gov.au/file/105051/download?token=GCyOaRNt This stuff is only applicable to the USA but illustrates the sort of things that have changed in this time: Lapsed Pilots - AOPA Not sure if I still have some relevant info on my PC for one of my recent lapsed pilots, will check later. A few things that come to mind are: Part 61 licensing rules - plenty of guides on CASA's website Radio calls at non-towered airports - see the two CAAPs in 166 series Class D instead of GAAP airports AVID or ASIC Electronic flight bags - see Avplan or Ozrunways - decide on this early as if you have the hardware then it is worthwhile - will save $$ compared to buying paper ERSA and charts etc. Both have a free trial. Flying school may want you not to use it and instead buy all the documents and paper charts - long discussion perhaps, including flying schools Ops Manuals etc - my view is that you will use it in future so start with it now. VFR Flight Guide - don't buy it, save your money and read it free online. Have fun.

Was going to make a joke about getting CASA approval for a modification to a straight dipstick but then came across this extract of this letter from a CASA FOI and realised, nope it is something that CASA would require: I cannot confirm that it was a real letter from CASA, perhaps it was someone else's idea of a joke.I believe it however after being involved with a group of CASA people who wanted instructions in the Operations Manual with training and written authorisations required before a pilot could clean a windscreen, as it is maintenance. Groupthink at work during a session at a two day seminar with flight instructors and they wonder why many of us now decline such invitations to participate. At least the idea wasn't pursued very far after the group dispersed and the individuals' own pet subjects took their rightful priorities. I know that student pilots do need training in cleaning windscreens to avoid damaging them just as they need some training in the use of fuel dipsticks.

and so is very much longer than the tank is deep so even an idiot can't drop it in.

Those rules only apply to commercial ops. I use an iPad mini with my iPhone as backup. Taking a Pitts somewhere straightforward in good weather I'd just use the iPhone, Gee, I've flown some routes enough times I wouldn't look at a chart while flying. Going somewhere unfamiliar and complex I'd consider a paper VTC also to help me plan it and cogitate.

Yep, some years back talking to a friend he said that his job was to weed out the Hornet pilots from the fighter pilots. Also consider that more than just a CPL is required to get a job. Having lived in the USA with contacts in aviation there I'd consider training in the USA - cost of a nominal 250 hr course providing twin IFR too plus travel and accommodation is an interesting comparison. Wouldn't contemplate it without getting advice from someone I trusted who was familiar with the school (that comment applies generally).

I quoted the law, there are no exclusions elsewhere (there may be exemptions etc). Check CASA's definition of "aircraft". It may be a dual flight so you just count the ones that you do.

from the rules:

Flight crew licensing (Part 61) - the basics | Civil Aviation Safety Authority has basic info about Part 61 and it starts by referring you to the rules to get the whole story. Who knows when we'll get real Advisory Circulars.

Part 61 only applies to VH and thats only what your Part 61 licence entitles you to fly - suggest that you read the rules (but you need to go round in circles to check all the ifs and buts), not sure if the Noddy guides cover this. You may find another rule somewhere else which says you may fly another registered type e.g. from memory the US law entitles you to fly an N registered airplane in this country. Suggest you also read up on CASA's new general competency requirements as it is relevant to your question.

Was chatting to a friend involved in RAPAC today - at the free Vic Govt party at the Avalon Airshow just nearby the CASA stand when a senior CASA guy joined us and we both gave him a burst - not that it will have any effect - all should respond to the discussion paper. Some background here RAPACs project - MULTICOM vs Area VHF

I forgot about this, could've dropped in this morning - ended up flying overhead about 10 - quite entertaining on the radio with some-one (I won't identify the person) using place names in the callsign (corrected every time after realising).

It is a very nice airplane, I checked out the new owner in it recently.

Aussie enthusiast retires to China – and builds planes in $20 million factory with 60 staff

Maybe, depends ... see 61.400

Circuits in the Husky with the crosswind at the maximum demonstrated.

Training must be done by a Part 141/142 school therefore it does limit the registration etc - read the Ops Manual of the school. The training must be done per a syllabus in that CASA-accepted Ops Manual. Part 61 is very specific as to the registration of aircraft it applies to. (just my opinion from having spent much time looking at these rules a while back so relying on my faulty memory too)

Its all I do. Plenty of time for you after you get your RPC.I recall a couple of years ago that guys at YWOL organised a group training day with Red Baron.