FlyBoy1960

and ??

there are only 2 actually registered as per the FAA database but they have registration number allocations for about 12 airframes but it looks like none of these are currently flying. Interestingly in the FAA register one is listed as amateur built, the other is listed as SLSA but the model itself is not compliant according to the FAA list of accepted aircraft models which is apparently updated at midnight every single day

Hang on, its a tailwheel aircraft ? and certainly not retractable ?

Small correction It's not CERTIFIED as LSA It's ACCEPTED as LSA Big difference in a single word, you are not selling a CERTIFIED aircraft. The grammar nazi's will be on-to-you

Needs to be reprogrammed by the engineer will send a private messge with his details

I wasn’t able to find any information on a court case titled "R v GOULBURN FLIGHT TRAINING CENTRE PTY LTD." It appears that this exact case—suggesting criminal or regulatory proceedings against the company—is not present in publicly accessible records or legal databases. However, here’s what is available regarding related legal matters or corporate information: 1. Unfair Dismissal Proceedings There is a Fair Work Commission decision involving Michael Broadbent versus Goulburn Flight Training Academy Pty Ltd. It concerned an unfair dismissal claim brought by Mr. Broadbent, who had resigned and then applied for relief outside the allowed 21-day period. The Commission refused to grant an extension of time under the requirement of “exceptional circumstances.” PPRuNe+10SGP Grid+10australia-corp.com+10Fair Work Commission+1 The case name here is Michael Russell Broadbent v Goulburn Flight Training Academy Pty Ltd, not Goulburn Flight Training Centre Pty Ltd. But given the similarity in names, it may be related or reflect corporate structuring. Fair Work Commission 2. Corporate Registry Overview Goulburn Flight Training Centre Pty Ltd (ABN: 39 003 729 164, ACN: 003 729 164) is a registered Australian proprietary company, incorporated on 10 March 1989. It is still active and was most recently reviewed by ASIC and CreditorWatch in 2024–2025. ASIC Download+13CreditorWatch+13aubiz.net+13 The company has operated under various names, including Ostaholt Pty Ltd, and used trading names such as Russell Jones Motors, Skydive CBR, and Skydiving Goulburn over the years. AusCompanies+3aubiz.net+3CreditorWatch+3 Summary Table Subject Details Searched Case R v Goulburn Flight Training Centre Pty Ltd — no records found Related Case Found Broadbent v Goulburn Flight Training Academy Pty Ltd — unfair dismissal case theflyingengineer.com+13Fair Work Commission+13PPRuNe+13dcpartners.solutions Corporate Status Active Australian private company, ACN 003 729 164, incorporated in 1989 CreditorWatchaubiz.net Trading / Business Names History Ostaholt Pty Ltd, Russell Jones Motors, Skydive CBR, Skydiving Goulburn aubiz.netAusCompanies

There actually are standard words for this, depending on whether you’re talking military, aviation, or general radio procedure. The typical format is a two-part assessment: Strength (how loud the signal is) Readability (how clear the speech is) 1. Signal Strength (first word) Loud – very strong signal Good – strong, but not excessive Weak – signal is faint Very weak – barely readable Fading – signal strength varies 2. Readability (second word) Clear – perfectly understandable Readable – understandable without difficulty Unreadable – cannot be understood Distorted – signal warped, hard to understand With interference / noisy – background noise present but copyable Broken – speech cutting in and out So, examples you’ll hear are: “Loud and clear” (the gold standard) “Weak but readable” “Good but with interference” “Unreadable” Aviation / military shorthand In NATO and ICAO radiotelephony, there’s also the “Readability Scale” (1–5): 1 – Unreadable 2 – Readable now and then 3 – Readable with difficulty 4 – Readable 5 – Perfectly readable So a pilot might just say “Read you five” instead of “Loud and clear.”

he is very up front and does everything squeaky clean. He is not only an aircraft dealer but he also makes software for the aviation industry. I would be very, very surprised if there is ever any personal benefit to him because in all my dealings he has been squeaky clean in every respect unlike some others from times long gone by

I know when Michael Monck went he had to pay his own way, even though he did lots of RA-Aus work when there, same with Darren Barnfield when he was tech man.

From what I was told (airport gossip) everything went quiet because the importer in Australia started legal action against everybody (RA-Aus and CASA) once this happened everything was dropped like a sack of potatoes...

it is so funny how the owner of an aircraft gets so defensive when somebody brings up factual information about an engine or handling issue of that particular breed

Alright — based on your Sonex Legacy’s performance, your fuel preferences, and your desire for 2–3 hr legs with interesting stops, I’ve mapped out a suggested coastal-leaning route from The Oaks to Serpentine, WA, avoiding significant overwater except the short hop across northern Spencer Gulf. I’ve also aimed for airfields with MOGAS (95–98 RON) availability or good nearby access, overnight options, and interesting stopovers. Proposed Route — The Oaks to Serpentine (WA) Leg 1: The Oaks (YSKC) → Temora (YTEM) Distance: ~165 NM Flight time: ~1 hr 20 min Fuel: MOGAS available on-field Why stop: Aviation museum, welcoming GA community Leg 2: Temora → Mildura (YMIA) Distance: ~205 NM Flight time: ~1 hr 35 min Fuel: MOGAS available nearby (contact aero club) Why stop: Large regional hub, good overnight & meal options Leg 3: Mildura → Renmark (YREN) Distance: ~115 NM Flight time: ~55 min Fuel: MOGAS available (check with Renmark Aero Club) Why stop: Murray River scenery, small friendly airfield Leg 4: Renmark → Port Augusta (YPAG) (short Spencer Gulf hop) Distance: ~195 NM Flight time: ~1 hr 35 min Fuel: MOGAS nearby (requires jerry cans) Why stop: Gateway to the Eyre Peninsula, decent accommodation options Leg 5: Port Augusta → Ceduna (YCDU) Distance: ~210 NM Flight time: ~1 hr 40 min Fuel: MOGAS availability can vary — call ahead Why stop: Coastal scenery, oysters & seafood Leg 6: Ceduna → Nullarbor Roadhouse (YNULL) Distance: ~295 NM Flight time: ~2 hrs 20 min Fuel: Only AVGAS — likely your first unavoidable AVGas stop Why stop: Iconic Nullarbor location, cliffs nearby Leg 7: Nullarbor Roadhouse → Caiguna (YCAG) Distance: ~280 NM Flight time: ~2 hrs 10 min Fuel: AVGAS only Why stop: Long straight Eyre Highway stretch, easy access to accommodation Leg 8: Caiguna → Esperance (YESP) Distance: ~260 NM Flight time: ~2 hrs Fuel: MOGAS possible via local contacts Why stop: Stunning beaches, great for a rest day if weather’s good Leg 9: Esperance → Albany (YABA) Distance: ~180 NM Flight time: ~1 hr 25 min Fuel: MOGAS possible through aero club Why stop: Coastal scenery, historic whaling station, good overnight Leg 10: Albany → Serpentine (YSEN) Distance: ~160 NM Flight time: ~1 hr 20 min Fuel: MOGAS in Perth area Why stop: Destination! Serpentine Airfield is a big recreational flying hub Route Summary Total Distance: ~2,065 NM (~3,825 km) Flight Days: 5–7 days comfortable pace MOGAS Stops: Temora, Mildura, Renmark, Esperance, Albany (plus possible others with jerry can use) AVGAS-only Stops: Nullarbor, Caiguna (unless fuel drops arranged in advance) Overnights Recommended: Mildura, Port Augusta, Ceduna, Caiguna, Esperance Straight from Chat GPT.

if you're airfield is isolated and there is nobody within line of sight an "all station"s call won't do anything ?

A lot of CTAF locations will have a beep back after you finish your transmission. This way you know that your radio is working

Someone said it was a 914 which has no mechanical fuel pump only electric but when the information came up on the RA-Aus website it said it was a 912 ULS which I am assuming is correct