SSCBD

Would the concensus here be that you can get your plane built by someone else and register it in your name, but you would not be able to do more than normal pilot allowed maintenance?

Also - The rules also state that if you have built before you can also use that as a type of credit, for example as in above posts if you buy a used homebuilt built by another person you should be allowed and approved to do your own maintenance if you have built a kit plane before.

Any arguments ????

I sat holding at runway XX ( taxiway at keys) and watched a cessna turn final, land and call "clear".Made my "entering" call and 2 seconds later have an RV call late final.... no other calls before this.

I stopped, turned and looked but could not see it. Started thinking I'd miss heard the location, then over the trees it comes.

 

One of these pilots that does 5 mile circuits and 3 degree finals......so low I couldn't see him on approach.

 

Moral of the story.... expect the unexpected... just because you can't see anyone on final, doesn't mean there isn't.

Really COOL!

Did you call clear of runway? Did he then know / assume no one else in the circuit? Personally I call downwind, base and finals

I wasn't trying to talk you into an RV-12, just saying that Vans do make a factory-built aircraft (mine is VH by the way). I agree that for what you have in mind, the RV-14 would be a better fit. Not cheap, but then you get what you pay for.rgmwa

You can get RV's in RAAus, my RV-9 is RAAus (one of two, I believe) and gives a me+full tanks payload. Doesn't help if you want another adult + full tanks + baggage though...IIRC, the other has a smaller IO-233 (vs my O-340) that does give a bit more payload.

Vans sell the RV-12 as a factory-built aircraft with either a 912 ULS or iS engine, but if you want an RV-14 then it will come in crates only.rgmwa

I am not picking on RAA aircraft as I fly many of them and are fun but limited, however I will grow old and die if I have to wait for RAA to increase these weight limits that have been spoken about for years with no light at the end in the tunnel.

So long as you can get from the original builder a build log showing they built (or if the kit changed hands several times, for each successive builder) the majority - 51% - of the kit, it will be eligible for an Experimental - Amateur Built CoA. You just can't sign off on the MR is all, so will have to pay a LAME to do it, or if you are keeping it local, you might be able to persuade the original builder who does have the authority to do it for you while you follow through.If you go RAAus, it is a moot point anyway as a L1 (RPC holder) can sign off on it, so long as it is not used for hire/reward.

 

Truth be told, RV's and their ilk are so basic, the LAME costs for the annual wo. uld take years to get back in terms of "build it yourself" savings. 1000 hrs build time at $30/hr is not unreasonable, and that is a *lot* of LAME time! Plus, you would get to fly right now, rather than build for several years. And now your $100,000 RV has effectively cost you $130,000 as opposed to buying someone's already-flying RV and having the LAME do the inspections for you.

 

What sort of RV are you considering, anyway?

Vans for example, don't make a factory built aircraft as I understand it only full kits or quick build kits

It has to be you. The specifications for experimental are for aircraft development or the learning of the builder. In the 70's it was stated that with the rules of the day the Wright brothers would never have been allowed to fly their aircraft. I was building a moulded aircraft some years ago. I advertised for someone to build the moulds. The publisher of the advertisement left a full stop out of the advertisement and it read like I wanted to get someone to build the aircraft for me. CASA called to tell me that it had to be 50% by me. As an aside no one answered the advertisement and I gave up. Maybe you could make a group of people, make the aircraft and do little, but make the paperwork look like you contributed an equal share, might work. But look at the fun that you would be missing out on.

How do others sell a kit aircraft they have made, or then have a medical problem have their license suspended as they are just about finished?

To be in the vh experimental class you must build 50% yourself

For example if you are in Canada they can it seems

Unique regulations in Canada allow builders to contract for the professional assembly of kit aircraft; the Zenith CH 650B and STOL CH 750

However in Australia can I employ a LAME or similar person for example to build or mostly build an VH Vans RV for example?

If not, how would anyone really know?

Or how many years am I facing breaking the rules if found out?

OK - and Good - it is fun landing in a paddock

Why?

With out knowing where you are or ,airstrip you fly.

Three suggestions

1. Join a local flying club and if it is a busy club see if any spare seats are available to go with some of the members.

2. Have you tried a gliding club if close by, its also cheap to have a run in one and good experience. (highly recommended in my opinion)

3. Ask you CFI if he has any people who hire the schools aircraft and see if they have a spare seat.

Any flying even as a free passenger in the right seat you gain experience (as what you would do), decisions being made (good or bad).

My God Frank - You should be in Politics. Frank for PM.

Also you could stop posting - Smile !

Do you have a Marine Park permit?

Other than that you need a speed boat licence as you are a speed boat on the water.

Do you have a marine boat license?

The problem is going to be that some of our members don't even do stalls well - and I have looked at posts here that have said, I refuse to spin or learn to spin.

So what is the answer - limit these members with no spin endorsement to No Pax operations?

Until we get some RAA aircraft APPROVED as "spinable" and (possibly other aeros)? legally whos going to teach it in RAA??- As any RAA instructor or CFI cant now.

By the way I in my opinion also don't want a brand new shinny CFI from RAA who has just learnt to spin, to teach these anyway.

On the other side of the fence, in GA you don't need a spin endorsement either.

So what's the answer for the RAA??? Unless you go to a GA operation to get an endorsement in a GA aircraft.

Its all a can of worms and unraveling.

f

Perhaps if there was less focus on flying the fastest shiniest thing out there, they might find other stuff more affordable....you can do an upset recovery course (GA Aerobatic instructors and aircraft) for way less than the cost of the XC cert, but what do they all do?You won't come out it with an endorsement, but you will be wiser.

I have heard a few instructors say "the key to a good landing is a good stable approach", then I read an article by a bush pilot with many thousands of hours, who claimed that the key was "to make a good landing from any approach". (obviously there are times you should just go around) The things have have improved my skills the most have involved practising just that at private airstrips and some LL training, which greatly improves your competence close to the ground, something that you will need on your first engine failure.

 

Regardless, whether it was a spin or just energy mismanagement after an engine failure, we seem to see a few (after engine failure) of these that impacted with little forward momentum and considerable vertical energy, and I may be wrong, but that pilots are not being taught to be competent at handling the aircraft close to the ground, and things go bad when it is forced upon them for the first time.

 

The usual comment in the AUF "crash comics" after engine failure used to be "uneventful forced landing carried out", figure out what has changed....

We are mini GA now.

try gliders should suit you, and is much cheaper in aero / spins also

I'd be interested in your feedback on that point regarding my own posts please?I'm pretty sure that Roundsounds, for one, does not need a refresher and I will be so bold as to state that I do not (I'm a flight examiner for instructors who want to teach spins).

Looks like everyone needs an refresher in spins, and how to explain (write) the recovery in this forum in English.

Yenn - Agree with training standards - lemmings over a cliff.