LSA

[dazza 38]

Nice! I wouldn't have to be RAA and SAAA, that's an annual saving and simpler.

GG your wont have to be SAAA, (from what i heard which doesnt mean much) just PPL and lower your licence when the time comes.I think that If you fail a medical you wont get the LAPL.You have to go too LAPL before you fail a class 2 medical. As above, ATM this is pure speculation until it comes out in black and white.

 

 

[Gnarly Gnu]

Thanks Dazza, I was thinking SAAA in terms of flying an amateur build GA.

 

As you point out the medical is the key thing. In the US if you fail a medical your flying days are done, you can't just slip over into LSA even if you are medically fine to drive. So if the same applies here with the RPL / LAPL older or unwell PPL holders will still have to be just as cautious.

 

 

[dazza 38]

. Dazz, to your earlier point the 5 hour conversion requirement only applies to GA to low performance. Conversion to high Performance is by CFI assessment and no different to any other type conversion.To that point you must do a conversion to any different type whether GA or RAA so ther should be no issue. Let's not get carried away here about a Cessna or Piper guy converting to an HP RAA type. It is fundamentally no different to any other conversion. The conversion process ensures competency or it isn't a conversion.

 

David

Your right David as usual, I remember when teccys first came out but we couldnt fly a tecnam because at the time a Tecnam was too heavy.I also remember flyng in a TW Skyfox but could not fly a gazelle because the nose wheel and such made it too heavy. No different just heavier. Around the mid to late nineties and early 2000.I jump the gun abit.

 

 

[dazza 38]

Well different a Gazelle is Easier to land than a TW Skyfox.

 

 

[Yenn]

I think the CASA person who said that a GA pilot with the medical exemption could fly an RAAus plane is wrong. The requirements of RAAus are for them to register their planes and only RAAus pilots can fly them. I doubt that my GA licence would allow me to fly my RAAus registered Corby Starlet, but it would enable me to fly a GA registered Corby. If this proposal does come about it will enable me to fly the plane I am building, in the same way that I have flown the Corby, but I will not need to pay annual RAAus registration or membership fees, unless I still want to fly other RAAus planes. That is quite a considerable annual saving.

 

 

[Spin]

Chillax, as the kids say - it's really not worth getting worked up about something that a) you can't do anything about and, b) will probably never happen. All signs point to this being a CASA party.

 

 

[ave8rr]

Chillax, as the kids say - it's really not worth getting worked up about something that a) you can't do anything about and, b) will probably never happen. All signs point to this being a CASA party.

I disagree that it is a CASA party! The proposal that was put by the CASA Officer at the SAAA convention is that it is their (CASA's) intention to have those pilots that can no longer be issued with a class 2 (or class 1) medical will be able to continue to fly their (GA registered) aircraft with a medical certificate that allows a person to drive a vehicle.

Rules for those with this medical certificate would then be in place as stated in posts above i.e. for aircraft below 1500kg MTOW, One passenger, OCTA etc etc.

 

The pilot could then still fly his/her C172, PA28, RV6/7 and (VH Registered) Jabiru or Corby Starlet etc etc.

 

This class of medical is now in use in countries such as UK, NZ and I believe Canada.

 

The intention of the system is to allow those pilots who own a GA registered aircraft to continue to fly the aircraft that the pilot is familiar with and may have owned for many years without having to go the RAAus way.

 

Cheers

 

 

[Spin]

ave8rr I think we may be talking past each other, I intended to indicate that CASA and not SAAA would be doing the administering and don't see anything different in your post. A lot of the aircraft involved ie smaller Cessna and Piper types are outside of SAAA's main sphere of interest anyway. I must say my admittedly limited involvement with SAAA has been positive, which may be thanks to the local chapter members and I think they deserve a :clap:for their efforts. I certainly hope to take advantage of the new regime in due course.

 

 

[GDL]

Hi Gnarly. If you think your association or the FAA is savage on pilot medicals, you haven't seen how Transport Canada treats its pilots. TC as an organization would just as soon have all of us recreational pilots disappear (from flying) forever. They hire the most incompetent and useless doctors (the last 2 in my area were something to behold - and that is not a positive comment) who make sure you fail on any small detail. Under no conditions are they interested in going to a LSA medical. In fact, they are not interested in going to LSA (which came from our Canadian Advanced Ultralight rules!) at all. Pathetic.

 

I applaud your potential changes. Clearly a step forward.

 

 

[facthunter]

Gawd, now we are going to get boat people from Canada. Genuine refugees for sure. Nev

 

 

[GDL]

Hey FactFinder, I will have you know I prefer to travel via comfortable (well comfortable for those under about 155-160cm which I am not) jets with at least 2 engines. Boats are devices that go very slowly. Although you do have a point. After the past fall, winter, spring, and summer, I may become a refugee just to get some flying weather.

 

 

[djpacro]

Coldest I've flown a rag and tube aeroplane was -20 - just the once and it was a short flight - after that I decided that my personal minimum would be -15.

 

Canada: last time I looked at their regs on aerobatics I decided it wasn't a good example for CASA.

 

 

[djpacro]

Just checked, where we lived the average daily low mid-winter is about zero deg F. Not unusual to get -40. Annual snowfall about 6 ft. More pleasant than both Tassie and Canberra I thought at the time.

 

And, they have LSAs there (to keep on topic).

 

 

[GDL]

This was the strangest weather year I have seen and I have lived all my life in BC. I spent last week (when normally the weather is reasonable) watching winds of 50-60 kts, water spouts on the lake (a line of 5 of them at one point), and trying to hold down a floatplane that threatened to flip (it didn't). Not the best weather for ultralights, LSAs, microlights, or man or beast. My limit is -10, and even at that is not comfortable since my heater barely keeps my feet warm.

 

David, I think your daughter underestimated the pace of weather change. I think it went from good to bad in a blink of the eye. I live up the coast a bit (150km) and it took about 2 days to get ugly.

 

DJP, what's the deal about Canadian aerobatics? If it is screwed up as the rest of aviation here (despite our wide open spaces over much of the country) it must be bad. My doctor (aerobatic pilot and unfortunately badly hurt in a show crash earlier this year) has never said much about regs.