Reynard

Proceed with caution - extract from ATO below. Some ULP 98 could accidentally end up in your aircraft rather than the work Ute, but that is not tax advice…... Not eligible for fuel tax credits Based on the information provided, you use fuels in business activities that are not eligible for fuel tax credits: Aviation fuels Aviation fuels used in aircraft are not eligible for fuel tax credits.

Latest RA-Aus direct mail….. “We are thrilled to announce a fantastic new benefit for RAAus members! We have partnered with IOR to offer you a special discount of 10 cents per litre on both Avgas and Jet A1 fuel. This initiative is part of our ongoing effort to provide you with valuable benefits and enhance your aviation experience”

Gee, that new RA-Aus 10c discount deal on Jet A1 should come in handy for a bunch of members ! However on balance, rather than simply being critical of the limitation of the discount to Jet A1 and Avgas and not extended to mogas, at least it’s a new benefit to members that didn’t previously exist. So, bouquet to RA-Aus from me.

Not really. J230D ‘from’ $182,500 list price on the website. Czech and Polish types can be had for around the same ‘list’ price but then you have freight and GST on top.

Like it or not, there is an underlying tenant of marketing: “If you have the right stuff at the right place at the right time, you can charge whatever you want”. Clearly there are limits to this statement, but if these aircraft are still selling at these prices, this is what the market will tolerate, and they will keep on selling. There is also a trend for evermore sophistication and technology in new aircraft which is reflected in the price. Again, it appears this is the direction the majority of buyers want to go. A contradiction to this is the huge price rises for 40 year old 2nd hand aircraft as well, possibly through a ‘scarcity’ factor in Australia. The other issue is input costs for manufacturers, especially energy prices in Europe and labour, have also risen since the Ukraine war……but not by 300%. Ultimately, I can’t see new aircraft prices falling any time soon.

Geez, one steps outside for a bit, and when you come back you hear a solar-powered communist private school will be built where Goulburn airport used to be.

The aircraft rego expires in 10 days. At least there is a silver lining.

and your safe, fuel efficient Cirrus has a list price of US$1m + goodies. The appreciation in price of used aircraft over the last few years has been truly remarkable as well, possibly pulled up in part by the price of the newies.

An archive website suggests the list price of a C172 in 1956 was ~US$9,000.

Fair enough - it’s been a while since I looked. It’d be interesting to see what multiple of the average pay that represents now vs say 1960 to buy the Labrador of the skies. I recall the price of spare parts from Textron would also make your eyes water.

A new C172 is approx AUD600k + GST ex works in the US. Probably wouldn’t get much or any change out of $750k to get a new one to Oz and flying.

And now there is already chatter on US based sites by conspiracy theorists of the heightened risks that light planes pose on US soil if they are loaded up with bad stuff. Here we go again. ASIC part 2.

There is an aviation buy, sell, swap Australia page on Farcebook if you know someone that is on it.

Big debt and looking for a buyer Icon Aircraft files for bankruptcy, seeks buyer - AOPA.pdf

Just over 50 years ago, hang gliding was invented, and possibly the first ultralight, but so was the F16 fighter. Fabrication from composites is now mainstream as is the use of GPS. ADFs and VORs are almost gone as have cigarette lighters …,sometimes replaced by a 12v outlet or even USBs. Headsets are now routinely used, and many now have noise cancellation. Aircraft now also have seatbelts and some even have airbags and airframe parachutes. Vacuum gyros are disappearing, radios can monitor more than 1 frequency at a time, and aircraft conspicuity has been greatly enhanced with ADS-B Leaning an engine has gone from listening for roughness to watching EGT to fully automatic. The internal combustion engine is a mature technology and is probably ripe for disruption. What will an LSA be made from in 2070, what gadgets will there be in the cockpit, what will propel it….and who will be driving it ? Or will they all be outlawed for being to damn dangerous anyhow ?

Why not ?

And maybe if I could frame this a little more by comparing what LSA aircraft looked like 25 and 50 years ago. Not just the propulsion methodology, but the entire aircraft. Composites, digital avionics, safety features (dare I say autonomous flight), etc - what does the near and far future hold for the recreational pilot ?

With the growing focus on carbon, this brief comparison analysis from France below provides some perspective, when the inevitable conversation arises with a grumpy airfield spectator. It is not a justification for action or inaction on carbon abatement that I have read at length on these forums, but I note Friezpilots reference to the Friedrichshafen Aero 2024 exhibition and the emphasis on alternative propulsion technologies there. Hence, I pose the question - what will general aviation (LSA type) look like in 25 years time and 50 years time ? It doesn’t really bother me, because I will be soil fertiliser by then, but it’s still interesting to speculate…..and let’s not get bogged down with too many flying car stories. From another site……. “Carbon emissions from light aviation activities can be estimated (FFA 2023 numbers) as follows: The average consumption of our aircraft is around 25 litres/hour of aviation fuel (AvGAS), which represents 18Kg/hour of fuel consumed (this is average). In 2023 light aviation completed 492,000 flight hours, including 241,000 on double command (instructional). So those 492,000 hours consumed approximately 8860 tonnes. It turns out that one kilogram of AvGAS consumed emits 3.10 kg of CO2. The Aéro-Clubs of the FFA therefore emitted about 27,500 tonnes of CO2, figures we can compare to 12 million tonnes of French air transport, and 64 million tonnes of private cars. Emission from light aviation therefore account for 0.002% of French air transport, and 0.0004% of tourist cars. Our planes emit in a year what cars emit... In 4 hours. Our aerodromes cover 460 km2, of which 337 km2 are green spaces rich in fauna and flora. A meadow capable of capturing 20 tonnes of carbon per hectare per year, let's do the math... and stop considering light aviation as a perfect scapegoat for many propaganda (see also the Citizen's Convention on Climate) and it's good to remember that aircraft is just a (small) part of society. Let's also imagine what would happen if we shut down our airfields. The spaces would be the prey of real estate speculation and would inevitably be concrete! “

Yes, you’re right - I forgot how times have changed since I became a danger to aviation safety.

…..and a medical.

I thought it must have been circle work at a B&S ball.

NT News

You might be onto something there - published by the infamous NT News.

Limited reports of a perfect forced landing onto a nudist beach near Darwin, but of course it was still called a ‘crash’. Info behind a paywall.

Back in the day I had a laminated set of nested curves for TODR as a ready reckoner. These days, I can see the advantage of a purpose-built app as it actually may encourage people to check the TODR because it makes it so simple.