FlyingVizsla

I have to disagree there - and I have been following the finances closely for many years. 2012 The RAA total assets = $1,080,529 of which the building value was $1,017,500 There was $1,782,494 in the bank. I remember the furore over purchasing a building when some thought renting was adequate. I recall the questions asked about the mounting nest egg and why they needed to keep raising memberships to squirrel away coin - for what purpose? Then finding out they had it on low interest and the Treasurer, apart from not realising they had made a LOSS for the year, had no idea that the surplus could be earning lots more in term deposits. It was later invested and earned RAA members 12.5%. Then the reluctance to spend any money came back to bite HARD. CASA stopped RAA renewing aircraft (loss of revenue), made them pay for consultants to vet everything etc. The Executive of the day had ignored Audit after Audit. Members called a Special Meeting. Criticism of the Old RAA has some justification. I don't want to go back there again. The tendency has been to vote for a bloke who "flies my type of plane". But we need people with business, accounting, legal knowledge as well. The "old" RAA was mostly Flying School owners and CFIs. It didn't work. I have not made up my mind yet, I tend to do a lot of homework before you get my vote. The candidates are well spread geographically from WA to Nth Qld. There's quite a lot of claimed experience and expertise. Consider carefully, and Vote.

I met a family at the airfield in the 1990's with an autistic son who was keen on aircraft. They were on holiday. I offered to take the lad up for his first flight. I only had to show him once and he had it. He had a ball. On the ground he was beaming. I talked to the parents about his ability, but unfortunately, the industry being what is was back then, his route to flying employment would necessitate going into instructing, endless door knocking, charter or station work etc - needing lots of people skills which he didn't have. It was hard to remember to include him in the conversation as he was the first 'full-on' autistic person I had met. No eye contact, didn't speak, random hand movements, seemingly uninterested, but I knew he was chuffed and probably glowed for days after. He may not have grasped what I was saying to his parents; he has the skill, but save your money, he won't get a job at the end of it. If only he had turned up this decade where we are more understanding and there's a pilot "shortage".

Welcome Fred! There's a few old Cessna drivers here, myself included. I fiddled around with C182, C172 and have owned my C152 since 1995. Sue

Autism is a spectrum, from hardly noticeable to quite debilitating and often combined with other "disorders". I married into a family with autism in various quantities. To understand this I did a free Uni course through Future Learn "Understanding Autism" It is worth doing, free, fully on-line with plenty of discussion. I can now recognise it in a few pilot friends too. It shouldn't be much of a barrier to flying, provided you understand your limitations. A lack of empathy and inability to pick up on social cues, means that Instructing probably isn't for those that have that part of the spectrum. Hyperfocusing - concentrating on something to the exclusion of all else, to the point that the phone can ring, meal times fly by, and you don't notice - would preclude flying that requires the ability to change focus quickly. Be aware of "different thinking" that may seem incongruous to 'normal' people - for example - he was worried the house could burn down, so he removed the smoke alarms = problem solved (in his mind). It may not be a problem, but might leave some people a bit perplexed. For some, particular noises or stresses set them off, there isn't one catalyst or one solution. For some it is an advantage, seeming to concentrate on flying and not getting the mind cluttered with all sorts of other things, like current affairs, pension rules, documentaries etc..... You've managed to go solo, so I don't think you will have a problem. The Autistic pilots I know have more trouble understanding how their actions affect others, or can't understand why everyone else doesn't do it how they do it. I think you'll do OK.

The good new story:- Plane crash survivor thanks shocked paramedics who found him walking away from wreckage Plane crash survivor thanks paramedics who were shocked to find him alive

I have just re-read the RAA election nomination pack. The key dates are: Nominations close 6 July 2018, Election statements and materials will be mailed to all members in a hard copy of the August magazine. Voting opens on 1 August 2018 with voting closing on14 September 2018. The successful candidates will be announced in September and take their positions at the November AGM. Some "magazines" with hard copy available by subscription only release the digital version a few weeks after, to encourage subscriptions. Some, like Kitplanes allow me to view the digital about a month before the mag is in the letterbox, EAA has a digital version which is available to me a month before the mag, but to get both, I paid for a spouse subscription ($10) and I read his digital and he reads my magazine a month later. I am a full member. If the new editors are delaying the digital version or not providing one, I shall be very annoyed. I keep checking for it on the RAA and Issuu sites. .

It's not available as a download from RAA or Issuu. Is there election material in there? That would explain getting a hard copy in the letterbox. However, we have not received either of our mags. Brian Begg has also lost the AOPA magazine, so I am wondering if he decided to "retire" or if it was just co-incidence that both magazines went out to tender and someone else got the contracts.

It's going to be rego number, make & model. No name & address, colour of undies and shoe size. Basically it will help answer the question "What is that aircraft?" without giving airport operators and others your details in order to bill or advertise to you.

We've both got ours. It's a card that I rarely have to show to anyone, except at an RAA meeting if I can't remember my membership number. It is useless for ID, so I don't care if it doesn't look like AMEX platinum. Maybe they should have spent more membership funds getting holograms, chips and multi colours from a graphic artist, but I'ld rather save the money and the ego trip and have a bit of plain plastic.

Welcome Nighthawk! Love the C152, I've had one since 1995. Sue

I've been through my PMs - what a trip down memory lane! There's a good number who are no longer with us, deceased, missing in action, or gone very quiet. I can see the need to clean up - there are 2 copies of conversations, then 3, then from about 2011 there's 3 of each individual message, reply etc. making about 9 for each exchange. The clean-up should claw back quite a bit of space.

Same situation when Jabs could be registered either way. Schools had one with numbers, you did your RAA cert cheaply, then went to the other end of the desk and booked in to finish your PPL in the VH one. It could work both ways - PPL's converting to RAA and RAA conversion to PPL. Given that C150's are much cheaper than Jabs (and other factory built ultralights), there could be some activity, once word gets around.

I don't think the full details are in the Briefing. Remember this is a kind of "press release" to the industry and public. The message is - don't stress; we're making things better - no loss of business etc. They also have to consult and propose rule changes. There's a distance to go. The benefits I see for the over 600kg planes: - no need to upgrade to PPL or RPL and therefore no need to keep RAA & PPL - no need to keep finding a DAME for Class 2 medicals (that's getting very expensive) - can fly a heavier MTOW and take two hefty blokes & luggage - can access a wider range of kit, factory built heavier aircraft - do your own maintenance (proposed by RAA for non training/hire aircraft) - access to a lot of cheaper Cessna & Piper type aircraft In the 1990's I knew a number of graziers in Western Qld who had a C172 or C150 used for commuting to town to shop & do business. Fail the Class 2 for even a minor issue (sometimes just being pushed to get specialist reports - again & again - when those reports said nothing to worry about ...) and they could not fly. The risk was low - they were also flying a long way from RPTs, controlled airspace, traffic etc. Ultralights were Drifters etc and unsuitable for what they did. This has been an issue that has been poorly addressed for decades. If this route had been available they would have signed up with the AUF, brought the C150 over and kept their LAME busy. As I have pointed out before - this weight increase was on the AUF / CASA table back in 1991, but the AUF was struggling with other issues and it didn't get taken up.

The Dynon stopped working mid flight with this message. Turning on/off and trying to upload an update didn't achieve anything. Searched the Dynon Forum to find someone else had this problem in 2013 which Dynon thought was a hardware problem. I sent them an email:- Hello from Australia. I have a D1. Yesterday it stopped working and showed this screen. I could not dismiss it. The flight continued OK, but on the ground I could not solve it. I downloaded the update to a 32MB SD card, installed till it clicked, but it would not pick it up, it was a used Card, so I am going to buy a new one to try that. This screen continues to show shortly after turning on. I looked at the discussion forum to see a similar problem Dynon Avionics Forum - D1-Startup problem which looked like a hardware problem, but that was from 2013. Is there any solution? Dynon Support replied:- If the update doesn't fix it I am afraid there isn't much to do. We no longer have parts for the D1 and likely can not fix it. If you want we can get it back here to see if we can get it going, just can't promise we can fix it. As Dynon are in the USA we have not tried sending it back. Anyone with any ideas? Sue

The dates are a little obscure, but looks like 18-21 October 2018 (dinners). The sponsors are more GA than AUF

Yeah, we miss Major Millard. Gone too soon. He got to Springsure, took a picture of my plane, but he never managed to drop in on us. We ran into him at Monto and other places. We finished moving from Springsure this month. I spent most of my career in Western Qld, including Longreach and certainly know where Prairie is. Regarding the plane - put an advert under Classifieds on this site - its free - and see how much interest you get.

The Update from RAA today says:- RAAus is pleased to advise our members that we have made significant progress with CASA’s new General, Recreational & Sport Aviation Branch in recent weeks on the topic of increased weighted aircraft allowable onto the RAAus register. Importantly, the weight increase will require an amendment to the Civil Aviation Orders which will require CASA to seek industry comment on those changes proposed. RAAus and CASA have agreed to advance a staged approach to increased weight. Stage one will see aircraft weighing 760kgs enter our register, while stage two will see aircraft up to 1500kgs enter our register. RAAus has agreed with CASA on the framework to allow this process to be implemented prior to the introduction of Part 149. The framework has a range of steps that RAAus must undertake, each of those steps designed to ensure our safety record remains at its current high levels. The framework will see Part 149 ‘like’ outcomes in place, prior to the actual commencement of the regulation. This resolution is an excellent example of a mature, collaborative approach which has resulted in both RAAus and CASA achieving their respective outcomes and in particular, RAAus advocating the outcomes our members seek. RAAus views a weight increase as a positive shot in the arm for aviation in Australia as it will generate economic opportunities for maintainers, create education pathways for people entering the maintenance profession and offer flight training schools greater flexibility with the aircraft they use for flight training and hiring. Owners of heavier aircraft will also have choice when registering an aircraft: they can continue with the VH system of registration or move their aircraft across to RAAus. Both systems have advantages and disadvantages and ultimately the decision will be with the aircraft owner. RAAus offers a self-declared medical framework and public liability insurance coverage for pilots and aircraft on our register. We also offer advocacy, training and education opportunities as well as access to highly skilled and qualified staff. One of the key talking points around this topic has been the maintenance protocols to be implemented. RAAus and CASA have agreed that any aircraft used for hire or reward as part of a flight training operation will be maintained by a level 4 maintainer. This has always been RAAus’ position. In essence a level 4 maintainer is LAME qualified. This process will ensure existing LAMEs livelihoods are maintained and even strengthened as more aircraft enter flight training under the RAAus banner. For privately owned aircraft, RAAus and CASA are continuing to work on the final arrangements to be implemented and we expect to make further announcements shortly. Chairman of RAAus Mick Monck said: “We take our role as a major player in General Aviation in Australia very seriously. In fact CASA reports that RAAus flying makes up 7% of all general and commercial flying activity in Australia. We are committed to strengthening the sector at large and creating pathways and opportunities for every aspect of General Aviation. We have seen sustainable safety improvements as a result of our commitment to safety and evidence indicates our safety record is on a par with other forms of aviation. With regard to our accident rate, some headline figures are quite demonstrative of real improvements. In 2013 our rate of fatal accidents per 100,000 hours was 5. In 2014 this rate had reduced to 2.65. Today the rate runs at just over one fatality per 100,000 hours. Heavier aircraft on the RAAus register will create positive economic opportunities for flight schools, hiring companies and maintainers. We look forward to continuing to work with CASA as we finalise plans for our weight increase in the second half of this year.”

Brian no longer does the AOPA magazine either https://aopa.com.au/paul-southwick-appointed-as-editor-australian-pilot-magazine/ Part of the reason Brian Bigg was awarded the magazine contract was because he was doing AOPA Australian Pilot. Those who have been around long enough would remember the howlers and gaffs by the previous non-aviation editors and the cries of "does anyone in RAA read this before it goes out??" RAA had to warn members that they did not condone the behaviour or advice printed in it. The copy was sent to Board members before it was printed, but it seemed most didn't bother reading, or the editor didn't heed their advice.

See kgwilson's post above for the link.

Did mine, but have to wait till we get home to Mr FV's iPad for him to do his, as my computer says "You have already completed this survey", I guess that's to stop people doing hundreds of responses on the one computer. One question was intended as a multi choice, but would only allow one response - so I put them in Other. I'll keep an eye out for the results.

ELAAA was talking about re-registering GA as VH-9999 ultralight. That was in an email some time ago. I suspect they are waiting for their documentation to be approved before they can say exactly what will happen, regarding maintenance, pilot certificate, rego etc.

Heard at Caboolture 16/17th May from RAA. 750kg has been talked about for years. It was discussed in a 1991 AUF magazine. ☺️ My C152 won't fit in 750kg, being 759kg. Only need a LAME if being used for training, otherwise L1. ELAAA Ltd were talking of 760kg.

We have a RANS Courier S7. The wings fold back for trailer-ing and I have seen one with floats. The seating is one behind the other with plenty of shoulder width. Husband is over 6' & 100kg and fits happily in the front. I found the rudder pedals to be too far away for me in the back seat and the stick too far away. Being a home built we could remodel the stick with a goose neck and rudder extensions. The visibility is fantastic with window either side and above from the back seat. I am chief photographer. So I guess someone bigger than me would fit right in. It is good at short take offs and landings, depending on your definition of short. It needs little runway. It is a tail wheel. Very much like a Cub. Another one we looked at was the Sherwood Ranger from England. The wings fold back even better than the RANS for a more compact purpose built trailer, but I have not seen floats on them.

He manages the Facebook site, so if you "send a message" he checks them and replies within a day or two. I am the Secretary for the Club and he's better than me at getting back to people. I don't think he's in a rush to sell as, by the videos, he is having too much fun. He told me he wants to sell to buy an aircraft he can instruct in.Regarding the RANS build, I said 2 years (but I am a very organised planner), he said 4 years reflecting his haphazard approach to things - will work that out when we get to it .. and discover we need to order something that will take 3 weeks to arrive.

My yet-to-be husband started building the RANS S7 in his backyard shed over 6 years. But he had a slack-attack, the wife got cancer which meant many trips away for treatment, she died, he moped for 6 months, chased me for 13 months and finally got it finished the month before the wedding. Without all that excitement he may well have had a plane in 4 years, while working full time "& doing it properly" he says. It is like a big Meccano set with only the fabric and painting challenging. If you want to just buy one, there is one available at Childers. It is a slightly longer version; the S7S. This one won awards; the guy who now owns it didn't build it, but went halves in it with a student so he could "learn to fly in his own plane", thus saving money. Now both want to move on to other aircraft. You can see a lot of videos of it on Facebook - Isis Flying Club (Childers Qld) Here's a link Isis Flying Club It is the white one. Chasing cows in C152s - my girl did a bit of that until CASA changed the regulations - not a scratch on her. Ahh, them were the days. Sue