Ultralights

4. If your PPL was issued prior to 1991 you don't need a CTA endorsement.

Ultralights - can you justify that?As a VH-CFI and a RAAus-CFI I know that my students would require the same standard.

and Jaba, if your already RAAus certificated with Cross Country endo, then it wont be much more to get to PPL level. just some basic IF flight under a hood (3 hrs). and some CTA entry and departures with a nav involving the use of radio nav aids.

Gday!

cool... works well. thanks!

im sure when class D becomes active, the tower hours will be notified. so far it would be safe to assume the same hrs as they currently operate but sadly 7 days a week

or, depending on tower staffing? if ASA cannot find the staff, it might just be Class D on weekends, we can only hope.

but if you hold a PPL with the easier to get CTA endorsement (ironic huh) then there should be no issue. transponder fitted of course.

just had a quick read of the CAO, a as mentioned below, a transponder is only required in Class A and C and above 10,000. not class D or current GAAP.

The the RAAF, i did my work experience with them at Richmond, i spent 2 weeks flying around in the back of a Caribou all over the place! something ill never forget.

Hello everyone, today is my first day in planning a trip from sydney bankstown airport to ayres rock in a J230. I am at the initial track planning and have all the WAC charts on the floor. So far I'm thinking ysbk to broken hill, then onto Cooper peedy, then onto ayres rock. What do you think? What would you suggest? What route would you take? Where would you stop for fuel? Overnight? I'm planning on taking 2 weeks over christmas. I have no leave so it has to be over Christmas. What leg length would you plan in a j230?

Initial track so far- ysbk-orange-parks-condobolin-Ivanhoe-broken hill-Leigh creek-maree-william creek-Cooper peedy-indulkana-mt cavanagh-curtain springs-ayres rock.

Thanks in advance.

if your going to buy a whiz wheel flight computer, then get the Biggest one you can! sure, it might look funny, but your calculations will be much easier, and more accurate.

Sadler Vampire! left the factory on a trailer!

the engine was getting old, it was the third engine in that airframe,(now over 6000hrs on the airframe) and had run Avgas all its life at Hoxton park, since moving to Bankstown, we tried BP Ultimate, as the cost was significantly cheaper per ltr compared to the tanker avgas price.

the engine ran fine on the BP, no loss in performance, temps all normal. no dramas, until after a few hrs with the running backwards pre-ignition. i think the pre ignition was caused by caron buld up, as that engine had always used a lot of oil.

our LSA was run on BP ultimate, as recommended by Jabiru, after 3 hrs, on shutting down, as the prop stopped, and it spriung back on the compression stroke, the engine then fired up again, and ran backwards, with ignition already off, it took a few seconds after shutting off the fuel before it stopped. hence doing untold damage to vacuum pump and other components.

as far as im concerned, a Jabiru 2.2 shouldl never see mogas.

BATTERY PACKAGES: select one

1. Small lithium-polymer pack 2.75kwh $ 4,400.00

2. Medium lithium-polymer pack 3.3kwh $ 5,200.00

3. Large lithium-polymer pack 5.6kwh $ 8,500.00

BATTERY CHARGER: custom high power with lithium ion charge curve-auto shutoff $ 895.00

ELECTRAFLYER PROPULSION KIT: (to build your own trike or add to your ultralight)

Includes: motor, electronic controller, power dial and switch, fuse, connectors, ammeter and shunt, voltmeter, custom machined propeller hub, and digital motor temperature display with probe.

Prices arnt that bad, surprisingly cheap for a charger...

only issue i see is finding an engine with enough HP, the sonex is powered by a 18 Hp motor, but the company that developed it aparenty have a 75 HP one in the works, and already in an airframe

just running a few quick figures with the guys at work, new 503 $4500, fuel at $1.70 per ltr once mixed with 2 stroke, $35 an hr, engine life before overhaul 300 hrs. so fuel costs alone =$10,500 to overhaul.

total, $15,000 for 300 hrs flying, not including maintenance, plugs, gear oils, belts, etc etc.

New electric engine $4200 and install package, (everything exept battery)

5.6 Kw Hr battery approx 2000 cycles life. each cycle conservatively gives 1 hrs flight. so for 2000 hrs flying = $8500.

total $12,700 for 2000 hrs flying.

economically its looking like the better option..

i have been looking into this recently, and now they have engines up to 50Hp equiv, 5.6 KW Hr battery, that gives up to 1.5 hrs endurance at 70mph cruise,

now my Vampire is 50Hp, and i only get 1.25 hrs endurance with 40 ltrs capacity and a 20 ltr/hr fuel burn, and as my 503 is getting on, and rusty sadly, i will be needing a new engine soon. and seeing as the 503 is no longer in prodution, well, electric seams like it might be a viable alternative, now if there is govt grant scheme somewhere to develop an electric aircraft, then ill start stripping the 503 and fuel system form my vampire!

with our tecnam P96, and our Jab LSA, removing the spats made NO difference at all. not even in fuel consumption.

what if i flew down there and brought it back to Bankstown? would i be unpopular?

my feelings are the CTA endo was suspended due to the fact that GAAPS will become Class D airspace early next year, and the new requirements fro CASA that there is to be no more than 6 aircraft per controller in GAAP zones.

this new stupid 6 aircraft rule is the real killer... 1 hr of circuits now at bankstown can take up to 3 hrs to complete, usually consisting of 1 hr start delay clearance, followed by 30 to 45 min delays in the runup bay, then only getting 30 mins flying before being told to make it a full stop due to arriving traffic.

CASA sure knows how to shoot an industry in the head.

great shots! love long navs, though i think the ASI is a little overkill for the aircraft, 160Kt ASI really needed?

when i arrived in LA a few yrs ago, we were like that but with a United 747 beside us, i was in a Continental DC10, not uncommon.

when you only want to pay $30 for a ticket, dont expect customer service.

i have a set of Lightspeed Zulu, they are full ear cup headset, and the noise cancelling is Excellent! once you turn them on, its almost perfectly silent.

i cannot comment on the earpiece type headset, but i think they are designed for airline type environments where there is little cockpit noise.

i notice there is no mention of personal limitations, yes the GA rules say +-100Ft is an acceptable tolerance for PPl and +-20 for CPL, and even though there is no mention of tolerances with RAAus, i still teach to keep it within +-100.

Personally i get annoyed when i cant keep it within 20ft, sometimes in turbulence it just isnt possible, but +-100 is usually pretty easy in turb.

when it comes to flight tests, i tell my students the legal requirement for PPL is +-100ft, but i will be really impressed and give a distinction if you can keep it within CPL limits of 20ft. even though its a RAAus flight test.

same goes for landings, i wil give a metre or 2 tolerance from the centreline, but will be impressed when you can get it consistently on the line. not to mention aiming points. i like to get students to pick an aiming point on long final, eg, 2nd line marking past the numbers, and see if they can touchdown exactly on that point, give or take a few metres.

obviously i get into this with students about to complete their flight tests, and i am happy to see many ex students aim to keep up with these tolerances, not because its required, but its a personally set limit and helps to constantly keep skill levels up.

a good preflight should always be based on the POH. also, dont forget a lot goes on behind the scenes during the night, well we do anyway, every morning before any students arrive we go over our aircraft as per the POH and also to check for other things that we know will wear eventually, and make sure all the big things are done, like battery levels, brake fluid levels, tyre pressures, engine mount security, exhaust leaks etc. the students we let do the short preflight and walk around, once they have their licence, then we show them the big first flight of the day preflight.

sadly we have noticed that doing a big pre flight check before every flight usually results in more damage to aircraft.

Yes you can do your RAAus training at Bankstown, we are based there, though we are all GA and RAAus licenced instructors. only we cant let you go Solo there, hence we use Wollongong or Camden on weekdays. we are still waiting on an exemtion to allow solo flights for RAAus students in Bankstown, but seeing as its taken over a year already, i fear the CTA endo will be in before the exemption... considering what we pay to CASA, i would at least thought someone there was able to make at least 1 decision a year.

:kboom:

So, from those reg's, if im reading them properly, you can fly out of camden, in an ultralight, under CFI supervision??..With a SPL??..