DrZoos

As Nike would say - just do it!

Merry xmas, live , love and enjoy!

It is indeed, I had the foxbat absolutely nailed when I first learned, but now that Im used to a low wing, high wing loading Alpi, the Foxbat is a real handful. It blows around like a butterfly, which is ok, when you're flying it all the time. Partially caused by the fact my aircraft has to be one of the easiest aircraft in the world to land.

Radio congestion in YPMQ CTAF

I had one main instructor, but due to some LAME exams, four instructors, all had their own strengths and weaknesses. But they all had a different set of tools in the toolbox. So what I lost in continuity, I gained in getting extra tools and perceptions. I agree with camel, that having several instructors, especially once reasonably competent, can prove very beneficial. With a variety of instructors you get several viewpoints and a more diverse set of skills in your toolbox. When I first had to change instructors, I found it very inconvenient and annoying. But in hindsight it was an outstanding move.

I recently submitted a complaint to CASA about CTAF congestion. They responded within 24 hours, called me and are actively looking into it. Must say i was very impressed, so far.

So so many variables, dont read much into it.

The guys in the Coffs Tower are not very busy most the time, they are very helpful...simply use procedures as trained and they will be good. Or phone them up and ask.

Check out my tutorials on the course part of the website for CR4 they are basically the same . How To Use CR4 Flight Computer – Pilot Practice Exams .com Let me know if anything needs explaining further.

All of us following the same flawed protocols is far safer then everyone thinking they know better

If there is no published Vb in the pilot operating handbook then its Va...maneuvering speed, generally 1.95 flaps up stall speed.

I did mine with multiple flights per week and took the minimum hours.... I think having them back to back is a huge advantage. But I also did a lot of rehearsing things on the ground... mental imagery...you can learn a hell of a lot about the procedural stuff without ever taking off. Eg your positional radio calls, your responses, all your checks. You can also rehears landing issues, as long as you have a clear visual picture of the issues and solutions. Its 25 hours logged flight time

What humans discussing things, with all sorts of opinions, prejudices and presumptions...seems pretty normal behaviour to me

It was probably not reported.

He certainly taught me a lot, especially when I was looking to purchase and then after I purchased. R.I.P. Ross

Thats the only reference i can find other than in guides. AIP GEN 2.2 definitions vicinity is 10nm CAR 166 166 Operating in vicinity of a non-controlled aerodrome (1) For this regulation and regulation 166A, an aircraft is in the vicinity of a non-controlled aerodrome if it is within: (a) airspace other than controlled airspace; and (b) a horizontal distance of 10 miles from the aerodrome; and © a height above the aerodrome reference point of the aerodrome that could result in conflict with operations at the aerodrome.

Whiles there is no clear rule it is generally accepted: If equipped with a radio: Above 3000 feet use area At or below 3000 on 126.7 In a CTAF you should be on CTAF Note some busy scenic or agricultural areas may have a secondary multicom channels. See ERSA From RAA website Class G airspace There are no mandatory reports for VFR aircraft operating enroute in Class G airspace, thus after departing the airfield vicinity such aircraft are only required to maintain a listening watch on the "appropriate frequency" and announce if in potential conflict with other aircraft – see AIP ENR 1.1 para 60.1. So what's the 'appropriate' frequency? The local Flight Information Area frequency, if so, calls would be directed to Flightwatch, see below. (Frequency information blocks depicting Class E and G frequencies and the frequency boundaries are included on the Frequency Planning Chart [see below] and on the VNC and VTC.) or a listening watch could be maintained on other specific frequencies; or the distress frequency 121.5 MHz; or if below 3000 feet agl then listen out on 126.7; or when passing near the vicinity of a non-controlled or a towered airport the designated [otherwise 126.7] frequency for that airfield should be monitored to gain information on local traffic. From http://www.pilotpracticeexams.com/courses/lesson/which-frequency-to-use/ In the CTAF Use CTAF frequency -Check ERSA FAC section Outside CTAF Use flight information area frequency (FIA) if above 3000 or Multicom 126.7 if below 3000 – check your charts Be aware Class E above Class G, often operate on separate frequencies. Green frequencies on the charts will indicate Class G , brown will indicate Class E Flight Information Services (FIS) If you request flight following the ATC will help you avoid controlled airspace and advise you of traffic. You may be assigned a unique transponder code and radio frequency. It is advisable to lodge a flight plan if requesting flight following. See ERSA From AIP 1.1 https://www.airservicesaustralia.com/aip/current/aip/enroute

It has been a while, so hopefully i have all the relevant parts It's a lot of reading, but I believe you won't fit any of the categories of LSA, certified type and that Jab (the manufacturer) wont risk their neck and issue the required paperwork from a manufacturer, if you go and change the engine. I will paste the relevant parts her, I'm happy for and would actually love someone to prove me wrong. I have discussed this at length when we were looking to do it... Most people's initial thought was it was ok, but once they read the relevant sections, everyone we spoke to said it would not comply. Civil Aviation Amendment Order (No. R94) 2004 - Civil Aviation Order 101.55 - Airworthiness certification requirements - Aeroplanes with a maximum weight not exceding 450 kilograms (12/12/2004) Civil Aviation Order 95.55 Instrument 2011 CIVIL AVIATION REGULATIONS 1988 - REG 262AP Experimental aircraft--operating limitations (4) A person must not operate an experimental aircraft over the built-up area of a city or town unless authorised to do so under subregulation (5). Penalty: 50 penalty units. (5) CASA or an authorised person may authorise a particular aircraft to be operated over the built-up area of a city or town subject to the conditions and limitations CASA or the authorised person considers necessary for the safety of other airspace users and persons on the ground or water. (6) A person operating an experimental aircraft must operate it only: (a) by day and under V.F.R; or (b) otherwise in accordance with an approval by CASA or an authorised person. CIVIL AVIATION REGULATIONS 1988 - REG 262AP Experimental aircraft--operating limitations It also refers to 206, but thats just for banning commercial ops CIVIL AVIATION REGULATIONS 1988 - REG 206 Commercial purposes (Act, s 27(9)) CIVIL AVIATION SAFETY REGULATIONS 1998 - REG 21.186 Special certificates of airworthiness for light sport aircraft

Im hearing you loud and clear, i have an almost perfect aircraft, except lack of luggage space. the big jabs really appeal, but if you do want to go into CTA than this presents a huge problem. If the engine issues persist, the best intentions might still prevemt CTA acesss. A rotax in a jab also prevents CTA access. To me the perfect aircraft is a jab with a rotax, or a jab with a parachute thats allowed into CTA. But the rotax prevents CTA and the parachut chews up useable weight. A few questions to ask yourself that may help. What IS your typical pilot and pax weight? What type of range will you need for what you intend to do? What luggage will you need? do you ever want to lease it out? Do you want visibility in flight or visibily below? I have a low wing, its brilliant in turns and flies and lands like gold, but they get very hot in summer and they are poor for looking at whales or features below you. Where you can get hangarage, is a low wing or high wing more likely to fit? The opposite of whats in location is more likely to fit. If CTA doesnt worry you then my choice would be a jab with a chute. Fore high cruise speed, good useable wieght, amazing airframe and huge luggage space that will take light weight toys, eg: snow, bikes etc.,..

Coming up as 21 hours ago on Facebook. Pretty nicely done.

Yep fat thumbs, sorry

Crazy that these guys like Ross and Crezzi can have accidents, with thier wealth of knowledge, massive experience, and safe attitudes. Worries me when i see guys like that s having accidents. Condolances to all you guys that know Crezzi personally.

So sad, RIP, condolences to anyone who knows them.

They just don't realise the staff are probably nice people working their ass off... It is the ridiculous rules, destruction of any from of commercial viability for small operators and complete disregard for common sense that annoys everyone. And the poor minnows doing customer service get no say in this

Thanks for the heads up, but let's all wait n see. If it is at 261 and no apparent reason that won't be good for anyone.