dsam

Last Thursday I enjoyed a spectacular flight along the coast from Port Fairy to Cape Otway. My first time seeing the limestone cliffs of Port Campbell from offshore.

Thanks DrZoos. As well, it seems I stand corrected regarding needing only the RPL with CTA endorsement, but I would still bear the added & unnecessary expense hiring some random VH aircraft - become current in it, then do the CTA check flights in it - not to mention paying for the english exam and additional medical requirements. Only then could I go back to using my own aircraft as I would like within CTA to avoid tiger country. Way too many hoops to jump through, when RA-Aus could just negotiate for our own CTA endorsement. I note that since my original post on this, RA-Aus have started encouraging members to contact federal politicians regarding the Jabiru matter. I am very happy to see this development. I myself have written Warren Truss to express my concerns on CASA as a regulator, asking why he hasn't acted on all the recommendations in the Forsyth review. I have no reply yet, but no doubt he is swamped with letters from other RA-Aus members over the Jabiru issue more specifically. I remain convinced that collective political lobbying by GA and Recreational Aviation organisations is the best way to force CASA to become compliant as per the Forsyth report, and not remain as a punitive and obstructive buraucracy like it is now.

rhysmcc, I believe Part 61 doesn't clarify this RPL vs PPL situation well enough, so that is why the RA-Aus board and CEO's need to "discuss" this on behalf of RA-Aus intrests.

From my remarks at the top of this thread, it IS safer to avoid "tiger country" and use some coastal routes via CTA transit rather than inland mountain wilderness at low level out of CTA. If I started this recent bit of flying all over again I might have gone for VH rego and PPL, but now I am involved this way with RA-Aus, I am motivated to continue whilst there is still hope for change.

Quite right Deborah. Thus my suggestion that RA-Aus and other aviation bodies engage in political lobbying to "force" CASA to become more compliant overall. Politicians are always the weakest link (especially these days ;-) The very act of parliament that set CASA up and gives them a role is in the hands of Federal politicians of every persuasion. The new CASA CEO would be very brave to ignore the wishes of his "boss" the federal minister, particularly if that minister had votes on his mind from aviation organisations with many thousands of voters wanting cultural change within CASA (and aviators certainly do want change). In short, if CASA is an immovable bureaucratic object at present, don't limit ourselves to dealing with them directly... go over the top of them via federal lobbying. Look at the BIG picture, I would suggest, to get CASA to be more compliant.

My flying is strictly recreational too. Not many 747's at Albury, by the way :-) There is a lot of scenic coastline up the east coast - low level routes not available without CTA. I'm not alone in wanting this access. Check out the numerous forum threads of those seeking RPL conversions from existing RA-Aus Pilot Certificates holders despite the grief they get from CASA. RA-Aus would be wise not to ignore this potential exodus of members. On a wider front, CASA needs to change for the better, thus my suggestions for political lobbying by numerous aviation organisations - for the good of all aviators in this country. The minister already has a report with some 37 recommended changes to CASA. He just needs our "encouragement".

Having watched numerous recent forum threads on the unnecessarily confusing RA-Aus to RPL conversion & the considerable angst around RA-Aus endorsement recognitions, costly and unnecessary English language exams, VH rego flight tests, etc., I am convinced RA-Aus should make it a priority to negotiate a CTA endorsement with CASA for suitably equipped 24- registered “high-performance” aircraft. My personal situation would seem to be a good example. With my own 24 registered Eurofox under RA-Aus I have 80% of what I desire, but the occasional transit of Class C airspace (often to avoid tiger country on my cross country trips) or the odd visit to family in Albury (Class D aerodrome) would suit all my needs and make me an extremely happy guy. At present, my Eurofox with a PPL in command CAN transit Class C airspace and land at D and C aerodromes. Sadly however, CTA is not available to my Eurofox even with a “CTA endorsed” RPL in command (so why should I even bother to negotiate all the hassles & expense of this conversion in some random VH aircraft). So unless CAO 95.55 is amended to allow either RPL or RA-Aus RPC (with a new CTA endorsement) I’m out of luck with my own completely capable aircraft – short of me getting a full PPL. My recommended solution? Our brand-new RA-Aus Ops Manual will need amendment to reflect the possibility of CTA endorsement. Sensibly, it could be restricted to 24 registered & suitably equipped aircraft, and I would expect specific RA-Aus training standards to be required for such CTA operation, along with flight tests in the RA-Aus aircraft in question. I might even be convinced of the need for a higher standard of medical (luckily no problem for me). I trust all this meets the common sense test, but am aware that negotiating anything sensible with CASA can be all but impossible. This leads me to my next suggestion for our new (and seemingly more effective) RA-Aus board. Get Political! Motoring organisations, Medical Associations, even sporting clubs represent their members by lobbying politicians. Politicians are the weakest link (not CASA bureaucrats). That is how recreational aviation (and GA in general) can exercise the most effective pressure for the least amount of effort. Only politicians can change the act of parliament that covers CASA, so that instead of safety “at all costs” as the act now implies, legislation can be refined to allow “affordable & practical safety” commensurate with the degree of risk to the wider public - particularly appropriate when applied to recreational aviation. Leave the expensive rigidity for large RPT operators and their paying passengers. We can all hope the new CEO of CASA is open to cultural change & improvement of the regulator, but a politically astute minister with votes on his mind can maintain this pressure on CASA to make reasonable & common sense change, guided by lobbyists from the recreational aviation community. Sorry this is such a long-winded rant from me, but I would be interested to see measured and thoughtful forum debate & refinement of my suggestions – idealistic though they may seem… I believe REAL change is possible. It just needs the will to do so, from collective action by key aviation organisations, not just passionate individuals fruitlessly fighting the existing systems.

A CASA directive to remove testosterone? That would be nuts! :-)

Growing up in Alberta Canada, I had a learner's permit to drive a car at 14 (1970), and my first (self bought) car at 16, so I drove myself to high school. Through Air Cadets, I did my first solo in a glider at age 15, and had my PPL through Air Cadet training at age 18. There's no substitute for early discipline, in my opinion. Learning the basics early means they stay with you for life, I suspect. I am convinced this is what helps keep me flying safely now I've retired, despite the long gap in my flying currency since those early days.

My Eurofox is not a taildragger, but the pilot's operating handbook indicates maximum crosswind of 15 knots. If there was a substantial crosswind gust just at the moment following touchdown whilst the tow rope was trailing diagonally in the wind & long grass I can well expect the rudder authority was compromised - in short it may have been a real handfull at a critical moment. Glad the pilot was not hurt. Good to notice the cockpit integrity protected the occupants too. A testament to good structural design, no doubt. For what it is worth I just had a delightful and uneventful sightseeing flight over Phillip Island this morning in my Eurofox. Couldn't be happier :-)

Hi Geoff13, I am a bit biased since I have one, but you may find the Eurofox (either 3k or taildragger) fits your purposes. It feels very roomy width-wise, and the wings easily fold back to fit inside my trailer when required (all on my own). 24 rego, and the ever reliable Rotax 912ULS gives me a true airspeed of 110 knots without effort. Empty it is under 300kg, so with a MTOW of 560kg you may find it can carry you, your passenger, and a bit of gear with 85 litres useable. It has superb short field performance, and mine is fully Dynon glass panel with autopilot - handy for the longer trips (esp. Tassie). It has a varient that can tow gliders, so that might help your purposes too. Tony Brand at Horsham Aviation does all my servicing, and he is the Australian agent that imports them. http://horshamaviation.com.au/Aircraft/ Check out his website and follow up with a call if you like. It is a joy to fly, and the build quality is fantastic and safe. BTW I am retired, and do not work at Horsham Aviation, so this is just my personal (though passionate) opinion.

For what it is worth, I've done a few tests at various altitudes & power settings in my Eurofox 3k with a 912 ULS. I don't have any stationary info, but here's one data point: Altitude 5500 Feet, RPM 4990, Manifold Pressure 22.5, Fuel flow 19 l/hr, True airspeed 103 Kt. For the record, I'm happy with this as a good compromise pitch setting for my 3 blade ground adjustable FITI. If I want to push it a bit harder, 110 Kt TAS is easily achieved, and climb performance at MTOW is still a tad short of 950 fpm at full throttle from YLIL.

Andy, I agree with you that stability and longevity are vital for RA-Aus. I might also throw in "unity" to that list - both within and across the various aviation bodies. I too hope for a major improvement through new leadership for the regulator, but in the end, if they remain the proverbial immovable object sitting like a bureaucratic dead hand on GA and recreational aviation, then the only hope is for these aviation bodies to unite and lobby the federal government for change. The federal minister needs to be persuaded to guide parliament to change the act governing CASA to allow the concept of affordable & practical safety measures, not just "safety at all costs" as the act now reads. Only political lobbying can achieve this, and must come from a unity of aviation bodies, not just interested & passionate individuals. That sort of strategy would go some way towards forming a "Vision" for RA-Aus and other GA bodies unhappy with the regulatory status quo.

One can only hope that at the next RA-Aus board meeting (Oct 19th) they agree that the new Ops Manual should retain provision for endorsements that include Controlled Airspace and Controlled Aerodrome for suitably equipped RA-Aus aircraft, otherwise we'll forever be prevented by CASA and their other regulations (as described in earlier postings in this forum thread). I may have no option other than PPL for CTA access unless the RA-Aus board makes this a higher priority.

FYI, I recently sent an email to RA-Aus asking: "Does the new Draft Ops Manual include provision(s) for Controlled Airspace / Controlled Aerodrome endorsements in RA-Aus aircraft that meet the appropriate capabilities & criteria? If not, that should be a priority, in my opinion." Their response: "Controlled Airspace will not be in the new Operations Manual. CTA has not been approved by CASA for RA-Aus pilots and until it is approved it has been taken out. It was placed in the current issue (6) in anticipation of approval which did not eventuate. RA-Aus is still working on gaining this approval." I wonder how long....?

I presume you needed to do the airborne flight test(s) in a VH registered aircraft?

Thanks for the warm welcome, guys. Justin, it's nice to know you are nearby, in case there is an issue to sort out. Who knows, we may be fortunate to cross paths from time to time in and around the Yarra Valley. Regards, Dave

Hi. I’m new to this site, and probably will be the sort not to post very much, but I very much look forward to reading and learning from others experiences. I have an RA-AUS pilot’s certificate, & fly a Eurofox 3k from Lilydale Vic. (and she is a lovely aircraft to fly). As a teen the 1970’s I flew primitive gliders, and got my powered license flying a Cessna 150 in western Canada, but I couldn’t afford to keep myself current back then. Now retired, I’ve been fortunate that I’m once again airborne, and have a chance to become a “grey nomad of the air” around Australia for the next few years. I’ve readily adopted all the modern technology available to recreational aviators, and find flying to be even more of a joy now, than when I first learned back in the “dark ages”. Still, it’s a comfort to know I can rely on the old basics of safe flying & navigation learned in my youth, should it become necessary. Plan for the best, but prepare for the worst, I suppose is my current attitude. So far, I’ve happily enjoyed the best – long may it continue!