bull

Why should RA-AUS exist at all? Why shouldn't everyone have to buy VH and get a PPL?Why shouldn't you be restricted to 500ft over your own land? Wasn't that what AUF was all about?

 

It's about giving people choices, no one is making you get a CTA or modifying your aircraft to meet CTA standards. Why is your right as a member to have RA-AUS advocate on your behalf greater than mine?

AUF was NOT about being able to fly at 500 ft over your own land at all,,YOU get your facts right ,,,The Auf was formed to manage a section of Australian Aviation that came into being because of the costs and complexities involved in GA,Another form of flying was created,, simple .LIGHT BASIC AIRCRAFT flying for FUN REPEAT FUN,without the burden of GA which you all seem so driven to turn RAA into!!!!! Safe AFFORDABLE flying for everyone... NOT JUST Another way around the requirements of GA for those that for whatever reason cant fly GA ,,be it medical or whatever,,,,,,,,PLEASE people if you cant do it by the tried and established methods and present rules and regs etc, well so be it,,,,,DONT KILL OFF SOMEONE ELSE,S SPORT, for your own ends,,,,,,,,,,,,

 

 

When CASA created the RPL, they proposed it as an alternative form of recreational flying licensing but one that was equal to the RPC. What RAAus is up to is getting CASA to put their money where their mouth is. If the RPL = RPC then they should have the same rights (not "privileges").

We'll have to agree to disagree on this one for the reasons I state above. If you have a PPL but no CPL or ATPL you are, in ordinary English words a recreational pilot. With a PPL you have had more training hours than for an RPL or RPC and you have been tested on more skills. But, you are still flying not for reward and that means flying for fun (i.e. recreation).

 

Agree with the above with the exception of the Altitude limit now 10,000 ft and below (9,500 in practice because of the need to fly hemispheres above 5,000 ft)

 

Currently, if you fly in Class G you need instruments calibrated only every 2 years. If you fly in CTA they need to be calibrated every year. Why would that rule need to change for pilots who do not wish to enter CTA? On the same basis, there could be an argument to apply the RPL medical or even PPL medical standard to those who fly in CTA but why would that need to be extended to those who continue to only operate in Class G? Reality is that with Part 149 CASA is hinting at the demise of the RPL (no need for a "parallel path").

 

Use of the word "privileges" is a big con by CASA to make you think that they are doing you a huge favour every time they remove a restriction on your flying rights. We really need to look at flying as a right not a privilege. This is the same for Free Speech. We all see free speech as a right not a privilege. That right has some reasonable restrictions put on it like not yelling "fire"in a crowded theatre when there is no fire.

 

Same for flying and driving a car - it is a right that has reasonable restrictions placed on it so that you don't harm yourself or others while exercising that right. It is reasonable to restrict a would be pilot from flying without an instructor beside them as PIC until the student has demonstrated a level of knowledge and skill that convinces the instructor that the student is safe to allow to go solo.

 

Our right to fly in CTA is currently restricted until we can demonstrate the knowledge and skill to be able to do it safely. I have no problem with that. My big problem with the CTA issue is that even if our aircraft meets the required specs and you have demonstrated the knowledge and skill required (like pilots that learn to fly at Coffs in CTA) you still face an unreasonable restriction on your rights to fly.

 

If CASA killed off RAAus as a SASAO, it would be faced with having to administer another 9,000 very angry pilots and 3,000 aircraft. They would also have sent 180 small businesses bankrupt. They would need to go to the Minister and ask for an extra $30 million per annum (Vs the $100,000 it currently costs them). Do you think any Minister for Aviation or Federal Treasurer would thank the CASA CEO for such a FUBB?

 

Reality is CASA needs RAAus to save it a great deal of money and annoyance - they don't like GA and find it a distraction from running the airlines into the ground and imagine how little desire there is at the top of CASA to take on RA?

(edited...mod) ,you really want to fly under the Sydney harbour bridge don,t you,,,,is all this drive to turn raa into ga , just so you can cross another item off your bucket list? AND whilst talking about the death of RAA ,,,I really don't think he is talking about casa doing the killing,,,more like a better fairer cheaper way forward {ELAAA] Has come into being and if raa keep going GA with regulation/rules/costs, etc example the recent email from RAA about medical review ,,,WHY under the present system no attributable accidents caused by medical incapacitation are happening everday,,,SO why the need ,no cause /no regs[your Quote there] ..Will see so many jumping ship so quick the rats will feel very lonely very quickly and RAA will not be able to pay the bar bill after all ah Mr Ramsay...................lol

 

 

Nev, the trend as I see it is regulation for the recreational end of GA (not for reward) will *reduce* overtime based on the success of LSA in the USA. Medicals are already being moved in the right direction in the USA and the UK. I don't see a risk of regulation of RAAus getting more like the current GA unless you want to do something that we are not currently doing - like transit CTA. It is not unreasonable if you want to transit CTA to have a recently calibrated pitot system - annually rather than biannually. But there is no suggestion that all RAAus aircraft would need to change from the current bi-annual calibration for flying in Class G below 10,000 ft.Don

Nev, the trend as I see it is regulation

This one line says it all about how MR ramsay SEE,s OUR sport...............

Only seems to be one bloke continually bringing up costs.

OH sorry Geoff are you refering to me , as I scroll back through the posts of late ,I seem to see 7 different forum members querying costs of ,several different areas of RAA administration of our sport using MEMBERS funds

 

 

All the talk about costs and such, it would be nice to know how much of our aircraft rego fees go,s toward insurance and how much of our member yearly pilots certificate fees go towards insurance and how much go.s to admin costs and how much is spent on salaries and wages ,and how much IS spent on lobbying trips for cta etc ,, so we can have some REAL FACTS to work with and argue over without the BS Can anyone from RAA tell us how much has been spent for lobbying for cta access over the last 3 years In a real $ figure so we the members can really see where our yearly fees are going,and how much of our fees ACTUALLY go towards INSURANCE,in real $ figures for members to look at,,,,hmmmmm,or being like HILLARY,will RAA have too much to hide, to show us unruly MEMBERS where OUR funds are being spent????hmmmmm

 

 

AND Col the MAJORITY of airframe failures ARE FACTORY ''approved and assembled aircraft,,so that shoots down your arguments about homebuilt/95.10 aircraft too,Even before you say it,,,as we all know you where going too ah................

 

 

The high cost is on the CASA side. We send Mick Monck down to CASA on his pushbike (because we don't have to pay him and he gets no pushbike allowances). CASA fronts with 25 heavies (at their cost) and the sandwiches. I am not sure where you get your costings from. Using your logic, perhaps RAA should refuse registrations on rag and tube because the legal costs of investigating accidents is excessive and will drive the organisation into bankruptcy.

Rag and tube accidentscosting RAA ah ,well lets look at that shall we Col,

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Date Location State Aircraft Model Engine Model Summary

 

23/10/2016 Caloundra Airport QLD AEROPRAKT A22LS Rotax 912 912ULS

 

21/10/2016 Toorbul QLD Texan Texan Rotax On file

 

19/10/2016 Gawler Airfield SA Jabiru J170D Jabiru 2200B An aircraft was backtracking on the RWY after landing and another was on final. The aircraft that wa...

 

An aircraft was backtracking on the RWY after landing and another was on final. The aircraft that was backtracking had only just turned off and vacated RWY when the second aircraft touched down to the same position that had recently been vacated.

 

19/10/2016 South Grafton Aerodrome NSW Morgan Sierra Jabiru 3300A On short final the pilot followed procedure as prescribed in the POH. The aircraft was flown down t...

 

On short final the pilot followed procedure as prescribed in the POH. The aircraft was flown down to a flare height of a couple of feet and began slowing for touchdown by adding back pressure to the stick. The pilot felt the main wheels touch the seal and added more back pressure to the stick. The aircraft rose and held the stick steady. The nose then dropped suddenly and the nosewheel struck the tarmac. The propeller hit the tarmac, the pilot pulled back a bit and it rose and dropped again, this time the nosewheel fully collapsed and the aircraft skidded to a halt.

 

18/10/2016 YBUD QLD Jabiru J160-C

 

17/10/2016 SW of Fort Cooper QLD Jabiru J230D Jabiru 3300A The aircraft experienced a sudden and total engine failure and consequently landed on a dirt road.

 

15/10/2016 bundaberg QLD Austflight ULA Drifter A-503 Rotax 503 DCDI

 

12/10/2016 Bankstown Airport NSW AEROPRAKT A22LS Rotax 912 ULS During landing, the pilot bounced the aircraft three times before going around for another attempt t...

 

During landing, the pilot bounced the aircraft three times before going around for another attempt to land. After the go around, the pilot realised the rudders had jammed and did not move at all. On the second attempt at landing, the pilot did not have any directional control and ran off the edge of the RWY 29R after landing.

 

12/10/2016 South Grafton Airfield NSW Jabiru 230 Jabiru 3300A The pilot carried out the usual walk around and pre-flight checks. The aircraft proceeded to take of...

 

The pilot carried out the usual walk around and pre-flight checks. The aircraft proceeded to take off. On climb at 80 knots and around 500 feet, the pilot noticed that there was little response from the joy stick controlling the ailerons when wanting to turn right, the aircraft wanted to veer left. The pilot managed to overfly the airfield and tried to setup a landing. The aircraft suddenly went left, lost height and impacted the ground. Both pilot and PAX removed themselves from the aircraft. Emergency services attended the scene.

 

8/10/2016 Moe VIC Tecnam P2002 Sierra Rotax 912 ULS A pre-flight check was carried out, including wing tank fuel drains and gascolator drain completed. ...

 

A pre-flight check was carried out, including wing tank fuel drains and gascolator drain completed. The aircraft departed, approx. 30 minutes later, cruising at 2500ft a severe vibration and partial loss of engine power occurred. Carburetor heat was applied, fuel pump turned on, addition fuel tank selected with no improvement The aircraft was then set up for best glide speed and a mayday call put out to Melbourne Centre informing them of the current situation. Trouble shooting during descent over the potential forced landing area a strong smell of fuel inside the cabin area was noted which indicated to the pilot that a needle and seat or a needle jet in one of the 2 carburetors was possibly stuck open or blocked flooding 2 cylinders causing the engine to run rough and vibrate. After descending 2000ft over 3 minutes with carburettor heat, the fuel pump still on, the throttle continuously manipulated and the engine still vibrating, engine power was suddenly reinstated and the engine began running smooth again, carburettor heat control was put to cold. Melbourne Centre was notified that the aircraft was running smooth again and that the aircraft was returning to YLTV. The aircraft landed with no further incident.

 

6/10/2016 Sunshine Coast QLD The Airplane Factory Sling 2 Rotax 912 Flying into YBSU, the pilot was given instructions to join downwind RWY 36 and report at Mount Coolu...

 

Flying into YBSU, the pilot was given instructions to join downwind RWY 36 and report at Mount Coolum. At mount Coolum the pilot received instruction to make a short approach. The pilot misinterpreted this instruction as a short approach onto RWY 18.

 

5/10/2016 Emerald QLD Thruster T300 Rotax 582 While conducting a landing, following the touch and having just applied power to go again, the Right...

 

While conducting a landing, following the touch and having just applied power to go again, the Right (Starboard) Main spring gave out and the pod dropped onto the grass, (the pilot was using the grass part of the runway) most of the momentum had the weight forward so the fibreglass pod bore the brunt of the deceleration. As it stopped the weight came back and the starboard wingtip sat on the grass.

 

5/10/2016 Wiluna WA Jabiru J 230 Jabiru 3300A After inspecting the landing area the aircraft made a normal approach from the West and touched down...

 

After inspecting the landing area the aircraft made a normal approach from the West and touched down normally The plane started to veer to the left after approx. 70m, the pilot had applied full right rudder in but it kept veering to the left. The pilot applied brake with the aircraft still veering to the left. The aircraft ran off the landing area hitting a tree and knocking the left wing off. The aircraft came to a stop and fuel was going everywhere. After the pilot exited the aircraft caught fire.

 

2/10/2016 Edgeroi NSW Tecnam Serria Rotax 912 ULS Landings were being conducted on a local farm strip. Whilst turning the aircraft around to line up t...

 

Landings were being conducted on a local farm strip. Whilst turning the aircraft around to line up the aircraft hit a Rutter of a vehicle causing it to pitch forward and allowed the prop to hit the ground damaging one of the paddles on the propeller.

 

28/9/2016 Private Strip Beerwah QLD ICP Savannah XL Rotax 912 UL-S The wind was 10Kts gusting to 15Kts from WSW. The pilot was landing on a tree lined strip when

 

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28/9/2016 Wollongong Airport NSW Jabiru LSA55/3J Jabiru 2200 The pilot had taken the aircraft up for a few circuits, RWY16 operative. The pilot was lined up well...

 

The pilot had taken the aircraft up for a few circuits, RWY16 operative. The pilot was lined up well on late final at the end of the first circuit. Experiencing some sink the pilot applied power. When satisfied with position went to pull the throttle lever back to closed, however was unable to shut the power off. As they toggled the throttle lever back between 100% and about 60% open the pilot could feel the lever was suffering some mechanical interference. Rather than open the throttle full and assume it would remain like that to sustain a 'go around', and as there was a lot of runway in front of the aircraft, the took the decision to knock the 'mags' off and land the aircraft. The 'mags' were switched off, the propellor stopped in the 9:3 position. The aircraft was quite unsettled and the landing was difficult resulting in some bouncing, on about the third bounce the nose wheel assembly partially collapsed. The aircraft stopped without further incident.

 

26/9/2016 Connemarra, Springsure QLD Best Off Nynja Skyranger Rotax 912uls Pre-start checks had been completed. The engine was hard to start and the pilot had used choke. Once...

 

Pre-start checks had been completed. The engine was hard to start and the pilot had used choke. Once the engine did start, it started at extremely high RPM (throttle was closed). The aircraft took off forward 30m and ran into a pile of steel and the engine stopped.

 

23/9/2016 Redcliffe Airfield QLD Tecnam Eaglet Rotax 912 Returning from a training flight from Gympie to Redcliffe Airfield. The instructor and student overf...

 

Returning from a training flight from Gympie to Redcliffe Airfield. The instructor and student overflew Redcliffe to check wind direction, then student gave a call joining the circuit on cross wind for RWY 25. After that they heard a call from another aircraft that they were Beachmere at 1500' and descending to 1000' (5nm out) to join Base. The instructor and student were late downwind ready to prepare for Base when the other aircraft radioed if they had the visual. To their surprise the other aircraft was coming from their left to join straight into Base. The instructor had to take over and turn away as they felt the other aircraft was too close.

 

22/9/2016 Gayndah QLD Jabiru J230 Jabiru 3300A Engine failure believed due to low fuel, the pilot proceed to carry out a forced landing in a paddoc...

 

Engine failure believed due to low fuel, the pilot proceed to carry out a forced landing in a paddock. Landing was completed with only damage being to the wheel covers and crack in right wheel leg.

 

18/9/2016 Port Pirie SA Jabiru J170 Jabiru 2200B Two possible places that may have caused stone damage to the propellor. One after start up having pa...

 

Two possible places that may have caused stone damage to the propellor. One after start up having parked on a grassed area a considerable amount of power was required to get the aircraft to taxi. Secondly the taxi way to RWY 17 was unserviceable due to the wet weather so a back track to the threshold of 17 was the only option. There was an aircraft in front of me and as there was not a lot of room on the RWY, the pilots attention was on getting as close to the side of the strip as well as maintaining separation to the aircraft departing. The pilot had brought the aircraft to a stop alongside the departing aircraft with the nose wheel turned towards the direction to line up for take-off. Once the threshold was clear the pilot commenced their turn to line up and knowing that more aircraft departing would also be backtracking and the fact that the nose wheel was not straight they applied more power than would normally be necessary to get the aircraft moving.

 

16/9/2016 Wollongong Airport NSW Pipistrel Alpha Trainer Rotax 912UL When beginning the approach for landing on Runway 26, the pilot found he was unable to reduce engine...

 

When beginning the approach for landing on Runway 26, the pilot found he was unable to reduce engine rpm below 4,000 rpm, despite the throttle lever being fully closed. The pilot conducted a number of circuits to ascertain the extent of the problem, and determined he was unable to reduce the airspeed below 85 - 90 knots after flaring, thus preventing a safe landing. The pilot then conducted a final circuit during which he shut down the engine while on short final, and concluded an uneventful landing. Later examination of the aircraft revealed that an electrical connector had become disconnected, allowing the connector on the free end of the cable to lodge against with the side of the LH carburettor and prevent the throttle linkage closing completely.

 

16/9/2016 9 nm North of White Gum WA Liteflite Dragonfly Rotax 912 On take-off from a narrow strip in a cropped paddock the pilot misjudged directional control of the ...

 

On take-off from a narrow strip in a cropped paddock the pilot misjudged directional control of the aircraft. The aircraft veered off towards the side of the cleared strip and the undercarriage dragged through the heavy crop. The pilot immediately closed the throttle to abort the take-off. The drag of the crop on the undercarriage caused the aircraft to flip over upside down.

 

12/9/2016 Emkaytee Airfield NT Jabiru 230 Jabiru J3300A After finishing the pre take off checks the pilot commenced to taxi onto the RWY and did not see the...

 

After finishing the pre take off checks the pilot commenced to taxi onto the RWY and did not see the obstruction (Landing Light) under the nose. The pilot felt the aircraft pitch down and realised they had collided with a ground object. The pilot immediately turned off the switches and on exiting the aircraft noticed that the nose wheel had hit a tier protecting a landing light thus causing the propellor strike.

 

11/9/2016 Goolwa SA Tecnam P2002 Sierra Rotax 912 ULS While carrying out an annual maintenance inspection on the airframe one lateral undercarriage retain...

 

While carrying out an annual maintenance inspection on the airframe one lateral undercarriage retaining bolt was found to be broken. The bolt had sheared at the base of the retaining nut and also the head of the bolt. The only remaining part was the nut, the rest had fallen out of the airframe. At each of the previous annual/100 hrs inspections the nuts had been check torque loaded and the nuts had been checked as complying with Tecnam service bulletin No23-UL and RAAus Airworthy notice 070807-1 dated 9 Sept 2007

 

11/9/2016 Bunbury WA Flight Design MC Rotax 912-S A pilot was conducting circuits with south-easterly crosswinds around 5-10kts, gusts and shear close...

 

A pilot was conducting circuits with south-easterly crosswinds around 5-10kts, gusts and shear close to the ground. On the third circuit, the pilot landed very heavily on the right main wheel while attempting to keep right wing low into the crosswind. The pilot taxied off the runway onto grass to clear RWY as it was clear the suspension was damaged.

 

10/9/2016 Black Hill SA FK FK-9 Rotax 912 UL On finals for runway 25L, the pilot selected full flaps at threshold for a short field landing. The ...

 

On finals for runway 25L, the pilot selected full flaps at threshold for a short field landing. The pilot selected aim point of touchdown just past the crest of the main undulation on runway. Seconds before touchdown the aircraft unexpectedly sank at a greater rate than expected. The pilot was unable to react sufficiently in time before touchdown. The aircraft touched down approximately 10-15m short of aim point before the crest on an inclined section of runway, exacerbating the severity of landing.

 

10/9/2016 Archerfield QLD The Airplane Factory Sling 2 Rotax 912 IS Climbing out of runway 28L at Archerfield the pilot made a left turn to join the circuit but when he...

 

Climbing out of runway 28L at Archerfield the pilot made a left turn to join the circuit but when he went to reduce the throttle at top of climb it would not come back. The pilot immediately requested a climb to 1500ft overhead the field to try and fix the problem. After several attempts he managed to pull the throttle back but felt something break when he did. Before descent the pilot performed some checks to make sure that he had full and free operation of the engine throttle before attempting to land. Once the pilot was satisfied, they reported ready for descent to ATC and made a faster than usual flapless approach to the runway to ensure he had enough speed and height in the event the throttle suffered another malfunction. The aircraft landed safely and there was no further reported issues.

 

10/9/2016 Caboolture QLD taf Sling rotax 912 IS Birdstrike: On final circuit, a masked lapwing (Vanellus miles) flew up from the grass during holdof...

 

Birdstrike: On final circuit, a masked lapwing (Vanellus miles) flew up from the grass during holdoff phase prior to touchdown and was struck by either the left wing or left undercarriage. The aircraft was undamaged but the birds health is unknown.

 

10/9/2016 7.5 nm Nth of Boonah QLD Jabiru Sp 500 Jabiru 3300a Tracking north from Boonah a loss of power was noticed, the oil pressure light came on and the press...

 

Tracking north from Boonah a loss of power was noticed, the oil pressure light came on and the pressure gauge fell to zero. A suitable landing area was selected, and commenced approach, the engine had stopped with the propellor horizontal a hurried radio call was made with no response. The landing was OK on wet ground, the aircraft travelled about 150m when the nose wheel bogged at slow speed bringing the aircraft to a halt.

 

7/9/2016

 

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Date Location State Aircraft Model Engine Model Summary

 

5/9/2016 Caboolture QLD The Aeroplane Factory Sling 2 Rotax 912 During scheduled maintenance excessive play was noticed on the port flap. This, with pressure, enabl...

 

During scheduled maintenance excessive play was noticed on the port flap. This, with pressure, enabled a movement of 3/8" at the trailing edge. On investigation the holes in the flap tubes under the pilots floor were found elongated slightly allowing the movement in the flap tube joint.

 

4/9/2016 Gabyon Station, Yalgoo WA Australian Aircraft Kits Hornet Stol Rotax 912 On landing there was a strong gusty Northerly wind. When the aircraft was approximately one meter of...

 

On landing there was a strong gusty Northerly wind. When the aircraft was approximately one meter off the ground a strong gust of wind hit the nose of the aircraft which caused the nose of the aircraft to rise and, on correction, the aircraft nose dived into the ground and somersaulted to land on the roof.

 

29/8/2016 Caboolture QLD Bantam Bs Rotax 582 While descending to the dead side from 2000 ft to finally join crosswind on RWY12, and some where ab...

 

While descending to the dead side from 2000 ft to finally join crosswind on RWY12, and some where above RWY06 the pilot noticed a bird attacking what looked like a blue plastic bag (not uncommon sighting due to location of airfield to the tip). The bird and bag/ paper were making strange movements and the pilots thought that it could have possibly been a drone. The pilot lost sight of the bag and bird and landed safely. This possible drone sighting was mentioned at a later date to the local CFI and a student and the student confirmed that there had indeed been a drone flown over the hangers on that date that was playing with a bird. The pilot determined that the drone was about 1200 ft to 1000ft above RWY06 with no drone activity scheduled for the airfield. .

 

27/8/2016 Watts Bridge QLD Edra Super Petrel LS Rotax 912 ULS Pilot experienced a radio communications failure after take-off from Watts Bridge fly in. Receiving ...

 

Pilot experienced a radio communications failure after take-off from Watts Bridge fly in. Receiving communication from other traffic was very weak and scratchy however the pilot maintained planned outbound track and climb to 2500 feet. The pilot attempted to resolve the issue by using alternative headsets and jacks and squawked 7600 to contact Brisbane Ctr 125.7 to advise other aircraft of the radio issue. The pilot revised their track to remain OCTA and divert around Archerfield CTR. The pilot broadcast twice more to Brisbane advising of other minor track and height changes and landed at Heckfield safely.

 

27/8/2016 Riddell Airfield VIC TOPAZ KR 030 Rotax UL After a one hour local flight, when the pilot was on late final with 90 degree cross wind varying be...

 

After a one hour local flight, when the pilot was on late final with 90 degree cross wind varying between 10 and 15 kts. Approaching over the threshold at approximately 50 kts, nose into wind, the aircraft suddenly lost speed. The aircraft was then too slow to line up with the RWY. The aircraft landed heavily on the left main wheel cracking the leg.

 

27/8/2016 Wollongong Regional Airport NSW Jabiru J160C Jabiru 22B Aircraft was lined up for take-off on RWY26. As the pilot commenced the take-off run, the aircraft s...

 

Aircraft was lined up for take-off on RWY26. As the pilot commenced the take-off run, the aircraft started to veer to the left and the pilot over-corrected. The aircraft ran off the left side of tar runway onto the grass, hit water pooled in grass, then bounced up off a drainage channel. The aircraft then ran along a barbed-wire fence (on left of aircraft) until the aircraft went through the fence (where it made a right-angle bend). It then continued along the fence (now on right side of aircraft) until a fencepost tore the right wing-strut off the wing. The aircraft then dug the left wingtip into soft earth of the paddock, causing it to nose over and come to rest, inverted, on the barbed-wire fence, facing back in the opposite direction to the one it had been travelling.

 

26/8/2016 South Grafton Aerodrome NSW Morgan Sierra Jabiru 3300 After returning from a local flight to land on RWY08 the aircraft touched down on the bitumen after ...

 

After returning from a local flight to land on RWY08 the aircraft touched down on the bitumen after floating in ground effect for some distance. When the seal ends there is another 300 metres of grass and the aircraft continued onto the grass on the left hand side. There had been significant rain in the days prior and there was a very soft patch of ground. The nose wheel sank into the soft patch, the nose leg bent and the aircraft came to a halt. The aircraft crossed the fence at approximately 65 knots with more than 30 feet of altitude. The air was particularly buoyant and the aircraft seemed to float along forever however eventually ran out of energy. The pilot touched down on the main under carriage and had the nose wheel on the ground before the end of the bitumen.

 

20/8/2016 Crab Claw Island NT Tecnam P92 Echo Rotax 912 UL Pilot had set up to land and was flaring before landing. As they pulled on the control stick (back t...

 

Pilot had set up to land and was flaring before landing. As they pulled on the control stick (back to flare) the passenger's drink container cooler (located between his legs) restricted the stick from any backwards movement. The plane landed heavily on the nose wheel first then the pilot felt the tail hit the runway and the plane veered to the left of the runway. The pilot began to brake hard and steer back to the centre of the runway however the plane did not change course and continued into the trees. The left wing hit the trees and the aircraft went sideways and stopped.

 

20/8/2016 Adelaide Soaring Club, Gawler SA Jabiru J170C Jabiru 2200B The pilot (instructor) and student were taxiing out towards RWY23 whilst listening out on the radio ...

 

The pilot (instructor) and student were taxiing out towards RWY23 whilst listening out on the radio of where all circuit traffic was. There was a light 5-10 knot head wind towards RWY23 use. At the hold point, prior to crossing over the active runway, the pilot and student conducted a good visual lookout to ensure that no aircraft was on final (and that no one was having an emergency and doing a tail wind landing) and that no aircraft was about to take off. The pilot and student heard no radio call of any aircraft on final, no rolling call from the aircraft on the threshold and no threshold traffic was moving. The pilot made a radio call to taxi across the runway, as is procedure, and taxied across the runway. Almost across the runway, the pilot and student received a call from a tug and glider combo that they were rolling right behind their aircraft. Neither the pilot or student had heard any radio call and when they started crossing RWY23, the tug and glider were stationary. The pilot had sufficient separation and taxied out of the way and the two aircraft were airborne and behind and above them when the pilot was alerted that they had taken off. The pilot exchanged radio calls to the effect of maintaining sufficient separation. On returning to the ground after the flight, the pilot and student discovered from numerous sources that their taxiing crossing radio call came through however the rolling call did not and both aircraft had transmitted at the same time. Radio communication and situational awareness/good lookout prevented any incident.

 

20/8/2016 Crab Claw Island NT Tecnam P92 Echo Rotax 912 UL80 Controls obstructed on landing flare by passenger. Pilot lost directional control of the aircraft an...

 

Controls obstructed on landing flare by passenger. Pilot lost directional control of the aircraft and impacted trees at the edge of the runway.

 

15/8/2016 Unknown SA Foxcon Aviation Terrier T200 Rotax 912 15 DEFECT: An aircraft owner had a partial failure of the reduction drive belt, in that about 15mm of t...

 

DEFECT: An aircraft owner had a partial failure of the reduction drive belt, in that about 15mm of the 60mm belt was shredded. In this instance it was fairly soon after a major service. The service had been done because the aircraft had just been purchased. During the repair it was discovered that the belt had never been at the correct tension.

 

15/8/2016 Moorabbin VIC Aeroprakt Foxbat A22LS Rotax 912 ULS A student was sent for a solo circuit to be completed inside the Moorabbin airspace, which was succe...

 

A student was sent for a solo circuit to be completed inside the Moorabbin airspace, which was successfully completed. Upon landing the student took the bravo taxiway exit from RWY 35r. ATC asked the student to hold short of RWY35l. The student proceeded to cross the holding point of 35l. ATC asked the student to stop immediately as another aircraft was airborne on RWY35l. OUTCOME: Pilot was trained in CTA procedures, held a PPL and was undertaking a single solo circuit to confirm competence in CTA operations. The aircraft rolled through a taxiway threshold by one plane length and the aircraft on take off passed over head at 200 FT AGL. The pilot and Senior Instructor have been counselled and further assessment and retraining will be undertaken prior to further solo flight. CFI also holds weekly Instructor standards and safety meetings intended to raise awareness of these or other issues.

 

15/8/2016 Moruya Airport NSW Rutan Varieze Continental O-200A The pilot was flying to Moruya from Cooma to for unscheduled maintenance. About 15 NM from the Moruy...

 

The pilot was flying to Moruya from Cooma to for unscheduled maintenance. About 15 NM from the Moruya airfield the engine started missing beats, about 10 NM from the airfield, having applied cold air induction, it started surging, at about 4-5 NM out the engine died. An attempt was made to restart the engine by closing the cold air induction, adding carburetor heat and changing fuel tanks. The aircraft has no starter. The pilot was within gliding distance of RWY36 and called their intentions and was acknowledged. The pilot lowered the nose wheel undercarriage, cut the corner of the circuit to clear hangars and completed a radical turn, close to the ground but safe, to line up on the airfield and landed safely. The pilot was then gripped by a thought that they had not lowered the undercarriage and without confirming this thought wound the undercarriage up whilst the canard wing was still working during the ground run. The canard wing eventually stalled and the nose dropped onto a rubber pad located on the retracted nose wheel leg. The rubber pad is sacrificial for wheel up landings. The rubber pad sheared and fuselage fiberglass and pitot tube were ground away. The pilot vacated the aircraft and pushed it off the airfield.

 

11/8/2016 NW of Brisbane QLD Evektor Sportstar Plus Rotax 912 ULS Tracking direct from YRED to YKCY the pilot clipped the very edge of the 3500' step. The pilot was m...

 

Tracking direct from YRED to YKCY the pilot clipped the very edge of the 3500' step. The pilot was momentarily distracted by a question from the passenger and then mistook a ground landmark and started the climb to cruising altitude of 400' about 1NM early

 

7/8/2016 Penfield VIC Skyfox Aviation Gazelle Ca25n Rotax 912A Pre-flight: engine start and run-up normal with smooth running as per recommended THIS LITTLE LIST is only for the last 2 months and out of the 48 accidents and incidents ONLY 3 aircraft are of the rag and tube variety,, the large MAJORITY are HIGH performance """plastics/alloys'''So your statement looks like it,s sinking before it,s launched ah Col.................

 

 

You don't need a dispensation for your Technam to fly into Class D. An RAA trading school maybe given a dispensation for flying STUDENTS at some controlled airports. The plane is not constrained. If RAA was given the same right as your GA instructor to issue a Class C/D endo then you would be good to go into Class D. If you have a TSO'd transponder you could fly in Class C and E as well. The cost of the Endo is.for the pilot to cover. The cost of the transponder is for the plane owner to cover. RAA has no costs different from any of its other endos. It is called user pays

Everyone seems to be trying to cover the so called costs of cta as minimal ,and yes the printing of cta in certificates will be minimal,,,,THE elephant in the room that no one seems to want to talk about is the COST to RAA that has already been spent and future spending to lobby for these changes , as in travel/accomadation administration of paperwork etc etc etc, that is ALL ADDED costs to RAA spending of members funds which as we are in deficit now will have to be made up in extra fee increases etc to the ordinary member who the closest he probably will get to CTA or want to ,is in an a330 going to visit rello,s

 

 

I'm with Ian on the CTA access etc. I bit the bullet and have commenced my PPL training and will let my RAAus membership lapse. It's just become too hard trying to work within the RAAus rules with what I want to do in my flying.Leave RAAus to how they want it. I sincerely do hope the ELAAA gets off the ground and may look into that when it does.

 

Cheers,

 

Shags

G,day Shags,good to see your still kicking lol

 

 

What "Ga add on costs" did you have in mind Bull? I certainly can't think of any.

The one,s already spent to lobbing so you can fly into Tamworth etc, that has put raa into deficit and caused the loss of the magazine and a members organisation for members,Don////////////////

 

 

Are the smaller aircraft flyers and owners sure their end of the RAA spectrum is cheaper to run and manage per aircraft or pilot than say LSA?Maybe purely based upon numbers, theres more money coming into RAA from those wanting to fly bigger and quicker aircraft than that coming in from R&T crew.

 

RAA is perhaps simply catering for the average member and providing services they want.

 

If by some chance this is correct then the smaller guys should be a bit careful about branching out. It would become user pays for sure then with sad results.

Without all the Ga add on costs that the quasi ga mob want AH ,,Na can,t see it being more expensive then GA which is what you are getting with raa now.

 

 

Was wondering if the impact to the face/head on combing might have anything to do with restraints,,,and anchor points for belts ,,maybe they parted ??

 

 

nplus

 

Just out of interest, what do you think we should be paying for membership, bull? As a comparison, Gliding Federation Australia annual membership is $270, plus you have to be a member of a gliding club which looks like it varies between around $90 and $310 per year. The Hang Gliding Federation of Australia is $314 plus a sport development levy of $22-$75 depending on which state you live in. Both organisations include a subscription to their bi-monthly magazines.

A very good example provided by you there nick ,ok lets have a look at that shall we,,,1 our membership fees ,[pilots certificate renewal yearly $215 ]aircraft registration per year $140,,, biannual costs for two years $150 so $75 per year ,,magazine subscription ,,$90 per year so add that up for each year equals $510 per year for the same benefits that HGFA get for $$336 per year ,, 2 now gliding federation of Australia $270 annual membership plus club fees splitting your est,$210 per year magazine included no rego costs from gfa so $480 per year ..Now lets line them up ah total yearly costs RAA $510 including magazine $420 without magazine,, so far plus cta,, rego transfers fees and what ever else they come up with next,HGFA $336 per year including magazine GFA $480 per year including magazine and club membership, Can you please show me anything about these fees that warrant your post asking me what I think they should be Nick???????? an across the board fee structure that includes aircraft rego and magazine and pilots certificate and takes into account of all the other associated costs ie biannuals rego transfers, rego number allocations etc etc etc would be a more realistic figure would it not Nick??

 

 

Rugged radios have some very good sets in the US the set I got is fantastic and I use hearing aids in normal life but they are not needed at all with the rugged set,.

 

 

I'm a relative newcomer to recreational aviation having only been certified for a little over 3 years. In that time I have purchased a rag and tube machine ( Air Creation Tanarg 912ES ) and have logged over 200hrs. To date my organisation, RAA has been a joy to fly under. No hassles with paperwork or renewals, great information flow, good online interface to name a few.My main concern is that if certain parties manage to fragment our sport resulting in a number of associations then none of them will remain financially viable for long.

Certain parties or concerned members,depends how you look at it I suppose,And a monopoly [dictatorship] is certainly no good for our sport either,re, excess fees increases to cater for a minority of members to have GA privligives in a sport that was formatted to escape the spiralling costs of ga training and flying for the average person with average incomes in the first place......just my look at things.....

 

 

Hey Don,,,if you had looked at my avatar you would see I ALSO fly 3 axis aircraft ,or don't you class our raggy things as aircraft????

 

 

RAA was in an uncontrolled spiral dive of death 5 years ago. Correction was applied at the Qeanbeyan EGM and while there are a few wrinkles the organisation is now doing relatively well despite all the issues the Reid/Runciman board refused to face. There were some good guys there but they were whistling in the wind. I am not sure of the predilection of the new board but I hope they have moved to singing the same song from the same song sheet but with equal independent input.

Don't know about that col, cause for quite a few members the ground is still spiralling in the windscreen and getting closer for Raa with other options soon to become available I cant see a lot of us putting up with the GA way of raa,s any longer.

What is the basis and quantum of these extra costs you are talking about? Why will having plastics and CTA cost more? Pilots with a GA Licence and CTA endo can currently fly CTA in an RAA plane, why do you think that CTA endos for RAA pilots will cost RAA rather than the pilot

Ask don how much of members funds have been spent on lobbying for these changes to cta and mtow Col and how these costs have been passed onto members through fee increases and loss of our magazine.

 

 

One dead after scale replica warbird P-51D Mustang crashes on airfield in Matamata - National - NZ Herald News

Pull ya head in Bull.I am absolutely sick of the poor me attitude of the moaners and groaners about the demise of rag and tube flying! Here Don has started a thread which could be used constructively and the first reply is just another whine.

 

Other than the proposed inspections for home built aircraft (which I strongly agree should NOT be mandatory!) what rule changes have been introduced that negatively affect rag and tube? what rule changes can you suggest that would increase the freedoms of rag and tube aircraft?

 

I just wish people could be a bit more constructive, some of these threads are getting downright depressing.

ONE, fee increases and no magazine so raa can cover the cost of lobbying for cta access ,heavier mtow etc ,,for what is an apparently very small percentage of members who can afford it AUF?RAA was formed because it provided a means for the average person to fly, the average person who could not afford the cost of GA training and ga aircraft ownership etc What about those members who don't want cta access or cant afford it ,or simply want to fly around the paddock etc Who want to fly a relatively simple aircraft at a cost that they could afford with minimal regulation or to build that dream and do it in their garage or shed etc and fly the result of their own hands. without the cost of paying an inspecter to come check, what to me is a creation that if I, gunna sit in it and fly ,well I am going to make sure its safe and have as many other experienced pilots and builders come over for a beer or coffee and check it out ,,,,,,Dons post about '''what gives someone the right to say yes or no to him to fly into Sydney harbour cta etc says it all ,why should,anyone who has abided by the proven regs and formula that we already have, need someone ,at serious costs to me, have the right to tell me I can or cant fly ÄT MY OWN RISK as the placard in front of my face very boldly says,,,,,something that I have built under those regs that already are a proven formula as per accident reports and raa data, sorry grammar was not one of my strong points ,

 

 

But Don if you should want to fly into cta

 

etc,WHYshould the majority of raa members who DO NOT want to fly into cta be penalised by default ,as in fee increases etc so raa can fight casa to give a small percentage of members who, apparently have the means to get their instruments etc at great cost ready to be able to do so,,,,,why is it not a better way to have a USER pays system ie,increase those fees for cta access very signifigantly to cover the cost of lobbying to do so ,and see if it is really financially viable. Now if that occurred I can hear the screaming already from you few that want that access.

 

 

You might be but what about the Rec Pilots who live in Canberra or Coffs Harbour or Tamworth and many other cities whose local airport is CTA? As soon as they are qualified they have to go somewhere else often a great distance from their nearest airport. And I, personally would love to be able to fly up the coast past Williamtown and Coffs and the Gold Coast and the Sunshine Coast.

 

However, no safety case does not mean "no deaths attributable". In my experience, anyone who thinks they can design and build anything with nobody else ever looking over their shoulder at any stage is courting failure and in aviation terms that usually implies "crash and burn". Yes, that may be a step away from the laissez-faire approach of the early rag and tube days but I can not bring myself to prefer the "good old days" to a more considered approach. My personal view.

Sorry Don you just lost me again ,both these quotes are PURE GA a long way away from affordable aviation for everyone ,the original mantra of the AUF ,,, (edited...mod play the topic not the man...)

Thruster?!Nah, it's a Javelin.

Another project I'm supposed to finish for a mate (he's in no hurry, got two other planes...)

cool I had one of them back in 95 brought it for $1000 had a 447 in it ,and was great fun chaseing the crows with ,but if the noise stopped was a real brick, straight down lol,sadly was destroyed in a cyclone, wrapped it up into the corner of the remaining t hanger at a mates strip north of Townsville.Used the engine in my jackacrichet

 

 

The shipwreck has become a boat again yay[ATTACH=full]45693[/ATTACH]

Love the single seater up in the roof , thruster?