KRviator

Given the choice I will bypass an airport with landing fees and fly another 50NM to get to one that doesn't charge. The other thing to think about is some money-hungry councils charge per landing! No daily rate. So if you're doing circuits in an RV that goes up-and-down like a brides nighty, you can conceivably run up fees in excess of $275/hour (based on Warnervale's charging structure) - they had the gall to insert a fee for "Refuelling on council land" too, flamin' asrehats. It worked out cheaper to fly from Warnervale-Archerfield & fly 1hr of circuits there & refuel-Warnervale than to do an hour of circuits at Warnervale and refuel afterwards, so what does that tell you? Toowoomba is another one that charges itinerant aircraft per landing. If the airport is privately owned by an individual or club I have no problem with chucking $5-10 in a tin. But if it is council owned then they can get stuffed. Until they put toll booths on the roads into town, I'll be damned if I contribute so much as a ruble to the maintenance of the airport anymore than I would the maintenance of the road into town were I to arrive in the other RV...

Apparently it has a BRS in case you lose more than 1 motor, but what the un-recoverable zone for that BRS would be remains to be seen. As you've (I think?) highlighted @Thruster8830' is more than enough to kill you, and I would guess the BRS won't save you below 500', so how quickly you can get out of that zone is the question. I've been thinking...88Kw power draw, 20 minutes max endurance is near enough to 30kW/H of battery capacity. For a full charge, that's around $7.50 in electricity at 25c/kwh so it's not that economical compared to something like a moped or even a larger sports bike that could do that 30km on a couple litres of fuel and half the price. I bet it sounds like a hornets nest on steroids, too, 8 x small diameter props at high RPM can't be too efficient. The NIMBY's are going to love it!

This popped up on my YT feed today. Looks like it's only been out a few days, but depending on the range, I think I'd prefer one of these to an RV-10...😃 $92,000USD but only 20 minutes flight time at this stage, max speed 100km/hr so only 30km range, and a max 95Kg pilot weight. Still, it looks seriously cool...

They do, yes, however, once you get your RPC, you can no longer fly there. Only in Oz would that make sense...

@RossK, there was no evidence of many of those points, however lack of evidence of having these is not evidence of not having them... For example: familiarity with on-board equipment, were I to prang my RV, there's absolutely zero evidence that I've received any training with any of the equipment on board, nor would the ATSB say I met the General Competency requirements and was, therefore, illegal to fly. But I built my RV, installed everything, read the manuals and have flown it for several years, but there's no evidence I've been trained on it - nor could any instructor teach me themselves as the fitout in the RV, by the very nature of it being experimental, is unique. But I can prove I know how to use it (if I'm alive that is...dead, well...) No flight planning: I use a self-developed Excel spreadsheet customised to my RV. This can be displayed electronically on the EFB, so again, no "evidence" of a navigation log, or fuel log. Not saying that is the case in the -DJU prang, but again, the ATSB would claim there was no evidence of my having a NavLog or Fuel Log. The ATSB Report goes so far as to say he didn't have "appropriate navigation equipment" on board, however, -DJU was fitted with a GTN650, which is certified to TSO-C146 standards, allowing sole-means IFR navigation, with no backup equipment. IF they got that wrong, I wouldn't hold my breath about the rest being accurate. I'd love to have a GTN650 in the RV! And yes, I do, 100% completely and uttterly lay the blame for this accident at the feet of the (trainee) ATCO. He denied a clearance through his sector "Just because". Not for traffic (there was none). Not for procedural compliance (there was no requirement). Not for workload (his OJT felt his assessment of being overwhelmed was misplaced). He denied clearance "Just because", and the result of that was the ping-ponging of a pilot of a high-performance aircraft in marginal VMC between 4 frequencies all the while he's closing on CTA at 2.5 miles a minute with no Plan C But I've made those arguments in the incident thread, no need to rehash them all here. @Garfly - for my $$, I'd pick option one out of the three you've offered, but as an alternative - and the one I would choose myself if I was flying the mid-north coast, coastal and if you have a decent glide ratio, might be to go east over water at A085/095. The CTA step only goes out to 12NM, and in the RV, it has a 12:1 glide ratio, so if you're above 6,000' in no wind, you can make it in to Coffs if you have an engine failure, IIRC, without the requirement to carry life jackets, because you're still within gliding distance of land. I wouldn't try it in a Drifter though...

Don't forget every movie where the cops come racing up to an incident has the tyres chirping as they stop. Every. Single. One. Or a turboprop. San Andreas had a typical IO-540 startup sound when the hero was starting the Caravan. I think it was 2012 that had a C340 shutdown with the props winding down like a turboprop, not the rapid stop of a piston engine. Then there was the scene of them flying through the currently-being-destroyed Los Angeles and they've got full aileron applied and the bank angle isn't increasing. 🤮 The KRviatrix hates watching movies with me. We were watching one of her post-zombie-apocalyptic shows and the survivors are walking down an "abandoned" railway line. I asked her "Hon, how long has it been since everyone died there?" and she said "probably about 6 months...". I pointed to the rails and said "Then why are the tracks still shiny?" and promptly got punched in the ribs...😆

Careful, the same could be said about some members here! 😆

Google says she was re-registered VH-SYS then exported to EnZed 2017, however, there's no Pioneers on their register and Airport-Data shows no further reference after the export. Wiki (and the CAsA register) both show -SYS still here - and when you say pretty please to FB you get -SYS' very own Facebook page, last updated November last year. Doesn't appear to have an ADS-B transponder though, it doesn't show up on FA or FR24.

Obviously heard of Smithy's plight enroute to UnZud when Bill Taylor did a mid-flight oil transfer from #3 to #1. Based on a true story and all that.... One I didn't like, though it's not on par with any of the above, Air Force One - the Harrison Ford one as the hijackers are taking over the plane the USAF flightcrew touch down just as the hijackers blow open the flight deck door. In an attempt to ensure AF1 stays on the ground, the Effo yanks the spoiler lever full up, rather than the engine start levers to cutoff. Reset the spoilers, and apply TOGA and the hijackers are now airborne with AF1 and POTUS. 🤮 Almost as bad as some of the train movies out there, Atomic Train, Runaway Train, Unstoppable - though the last one was based on a true story and did actually happen - but nothing like how the movie portrayed it.

And from memory the book had him landing said Jetranger on an empty flat car on a moving train!

They tried this years ago with the GE Unducted Fan concept on an MD-92(?) over multiple test & demo flights. Good speeds & fuel burn from memory but that was about as far as it went.

In the case of the RV, fly 10* pitch & full power until terrain clearance is assured, on the crosswind leg downgrade to Mode A on the transponder, and on the Coey's EFIS Button 7+8, select GPS FIX Status & climb at the CHT limit to fly the relevant GPS altitude to my destination while cursing the fact I didn't take the tape off the static ports after washing the plane - and missed it in pre-flight. If my routing is as usual, cruising at the base of CTA, I'd probably drop down to the next suitable VFR level to avoid an unintentional VCA. I certainly wouldn't entertain the idea of an immediate return - or any return at all, even if going away from home base.

True, but that argument appears to discount using those instruments that remain available in favour of - essentially - guessing your speed. Yes, it can be done, but if you have other sources of valid data, you should use them to confirm your speed/position/actions. Anything else is setting you up to be hung out to dry in the ATSB report..."Although the Pilot had GPS groundspeed data available to him and would have been able to use this to determine airspeed, he chose not to use it in favour of estimating aircraft performance based on power & attitude for which the airframe manufacturer did not provide such data..." or a similar writeup. I went out with an instructor for some additional training a couple weeks ago, and we scrubbed the flight about 15min in after the weather appeared to be worse than forecast, whereupon I promptly entered the departure airport as the DTO waypoint in the GNSS. That seemed to surprise the instructor who asked if I could do it without the GNSS. "Of course" was my reply. "But why would I? Putting the destination in as the waypoint gives exact distance for the 10mile call, lateral guidance and a precise altitude-intercept location." The point being, use the tools you have available to reduce your workload. Just because we're trained to navigate with paper maps and a stopwatch doesn't mean we should use them to the exclusion of everything else in this day and age - particularly when the AIP now allows VFR pilots to use TSO'd GNSS units for Area Navigation and to push the 'positive-fix' time out to 2 hours.

About the only thing they can do to an A380 to make it look almost decent...hideous looking thing it is. Some of the designs coming out on RV's and other Experimental's now that are being covered in vinyl wrap are stunning. Anything you can design on a PC can be printed and your plane wrapped in it - one RV Driver blew up the actual plan drawing for each section and wrapped his RV in them. I still get a giggle out of the Kulula 737 Flying 101 livery from a decade ago. They also did a This Way Up logo that is chuckle-worthy but not as good as Flying 101.

I've taken off with the pitot cover in place once. I did notice it on the takeoff roll, but with only a 600m runway with a 2% downhill gradient and no definitive speed I continued the takeoff rather than try to stop, pegged the VSI at +1000 and flew to the Council airstrip a few minutes away using GPS GS as a guide - bear in mind this was just after sunrise, so before the wind had picked up, and Vy in the RV gives over 1800FPM in the conditions that day. But what if you do have a significant wind to factor in? GPS GS can't be relied on in those conditions, can it? Wellllll... In any wind, a two-way run at a fixed power setting will give you your average TAS by adding the GPS GS & dividing by two. From there, you can work out what the approximate wind component is, and use a bit of mental maths to keep your speed in a safe range on final. Ie, 360*M & 120GS & 180*M & 80GS gives you 100KTAS. IF the runway is in the 160*-200* range, I could fly final as slow as 40GS in the RV, giving me 60KTAS.

IIRC Darwin and Amberley were 'officially' emergency landing sites for the Shuttle program, with various other abort sites specified depending on the mission. And to keep this on topic: Anyone landed at Point Cook in the last coue years? Did you have any problems getting authorization from Ronny? Where did they park you?

Truth be told, I found much better intel on the Vans Forums than RF during my build, as not only is it airframe specific, but the sheer volume of RV builders have cobbled together just about every possible airframe/engine/avionicky combination imaginable, and for any problems you encounter, you can almost be guaranteed that someone, somewhere has posted it before. That's not to say RF doesn't have its' place, but for homebuilders, the type clubs/sites/forums are likely a better resource.

I brought one of those cheap Aldi folding bikes years ago for the RV, but have never bothered to put it in the plane beyond initial tests - I just CBF flying somewhere that actually needs it yet - and truth be told, would probably stump up the $$ for an electric scooter these days, or even a petrol powered one - just drain a litre from the sump after landing and you're good to go, without the risk of a battery fire mid flight. The bike does work well after dropping the car into town for a service or the like though.

That's something that seems to be a huge difference between flying in Oz vs the USA - that "last mile" from the airport. In Oz, you land, refuel yourself, tie down and then either walk, get a ride with the hotel owner, or a taxi (if you're lucky the town has them) from the airport. In the US, you land, are marshalled into a parking spot next to a G5, the lineboy (sorry, line-LGBTQI-person these days) comes out and offers to carry your bags to the golf cart, refuels your bugsmasher and there'll be a courtesy car to take you in to town, and if you're lucky, they might even put your plane in a hangar for the night. Sure, self-serve AvGas is a thing there too, but there are actual businesses' in the US who cater to travelling GA pilots and their passengers. In Oz, they are only available at the likes of International airports and if you rock up in a '172, you're probably going to et laughed at. I've also not heard of (m)any airports in Oz that allow under-wing camping. There are a few, private, ones that do, but they are few and far between.

At present I'm probably in the 40-50 hour range in the RV-9, but if we can a 4 seater that'll probably double as all of us can go on trips away.

No, he did, Bruce, as well as a Union submission, he was fully defended, just that the Coroner wanted someone to blame other than the parents or kids themselves. To be honest, even though I've only ever worked freight trains, I don't think I would have done anything differently and that's the galling bit - besides the kids mother trying to sue QR for a quarter-million-dollars for "Psychological harm" 'they' caused her, that is despite deflecting blame for the occurrence in the first place! To her credit though, the then Qld Transport Minister basically said the Coroner is full of shyte, and it was unfair to blame the Driver who was a victim of circumstance, and despite the Coroner's recommendation, QR has not, and has no intention of, pursuing disciplinary action against the Driver. The actual Coroner's report if anyone wants to read it...

Couldn't agree more, @Flightrite.👍 The legal system in the country is broken, and not just the criminal system either. Around 10 years ago, a QR Suburban train hit and killed 3 kids, 8, 9 and 10yr old that were piling rocks on the track in an attempt to derail one. The Driver was told the kids were in the rail corridor (that is, inside the fenceline) throwing rocks at passing trains, no one told him they were, or went, on track. The Driver was running at 80kph in a 100 zone, and had turned his headlight off in accordance with the extant network rules to prevent blinding motorists on the adjacent Ipswich Motorway, and had pulled the cab blinds down to prevent any injuries from broken glass, all completely normal and permitted actions that any other Driver in QR could have done. The Qld Coroner who investigated these kids deaths laid the blame squarely at the Driver's feet, because running at 80k's, turning your headlight off and pulling your blinds down constituted operating his train in a "dangerous manner". No criticism of the Police officer who accosted the kids at a train station earlier (not that I'd agree with that either, mind you), nor the parents who had NFI where their kids were and let them roam around unsupervised all afternoon, and no criticism of the kids themselves one of whom had cannabis in his system. It was all the Driver's fault. That bloke never worked a train again. Lost his career, livelihood and was so psychologically hurt he couldn't even give evidence at the inquest. The law really is an ass.

Here's the ATSB report, reproduced below: The pilot of the Lancair had built the aircraft as an owner-builder. He and his passenger had intended to fly from Perth, Western Australia to an airshow at Mangalore, Victoria. On the day prior to the accident, the aircraft arrived early in the afternoon at Aldinga, South Australia, where it was refuelled in preparation for the next leg of the flight. The pilot and passenger then stayed overnight with a friend. The following morning, the aircraft departed for Murray Bridge, South Australia in order to meet up with another aircraft for the remaining flight to Mangalore. When the aircraft was 3 km to the north-east of Aldinga aerodrome, witnesses heard the engine surge and lose power. The aircraft was then seen to enter a spin and crash into a dry creek bed. Both occupants were fatally injured. The accident was not considered to be survivable. Traces of aviation fuel were found on the ground at the accident site under the wing fuel tanks. There was no evidence that a significant quantity of fuel had been released during the impact. There had been no post-impact fire. The investigation established that the aircraft had been refuelled the previous day at Aldinga to a capacity of approximately 80L. It was operating within weight and balance limitations, close to its maximum weight, and close to the aft limit of its centre of gravity. There was no evidence to suggest that the aircraft was not airworthy prior to the accident, nor was there any indication that either the pilot or the passenger had been incapacitated immediately before the accident. The aircraft utilised three fuel tanks: one was located in each wing below the level of the engine, while the third fuel tank was located in the fuselage, above the level of the engine. The engine could be fed with fuel directly from any one of these. It was the pilot's normal policy to use fuel from the fuselage tank when priming the carburettor prior to starting the engine, and then to select a wing fuel tank once the engine had been started. During the flight from Western Australia, only the wing fuel tanks had been filled at all refuelling ports except for Ceduna, where it was not possible to ascertain how the aircraft had been refuelled. Investigation revealed that at the time of the accident, the low-fuel warning light for the fuselage tank was illuminated, indicating that only a small quantity of fuel remained in that tank. The investigation found that aviation fuel had been spilled on the ground, chemically burning the grass, at the aircraft's overnight parking location at Aldinga aerodrome. The shape of the burnt grass area was consistent with fuel having been spilled over the sides of a 20 L fuel drum. Police reported that fuel had been stolen on other occasions from aircraft at Aldinga aerodrome. A road near the aerodrome was regularly used for car racing, and it is possible that fuel was siphoned overnight from the aircraft's fuel tanks. Damage to the aircraft systems precluded a determination of the fuel tank that was selected at the time of the accident. A lack of both fire damage and evidence of fuel spillage at the accident site indicated that there was only a small quantity of fuel in the aircraft at the time of the accident, despite the aircraft having been refuelled the previous day. It was not possible to ascertain if the engine lost power due to fuel exhaustion from a wing fuel tank, or if the fuselage tank had been selected prior to takeoff and that that tank had become exhausted. The reason for the aircraft entering a spin after the engine lost power could not be determined.

Having recently moved next to a small country airport - let's call it "Crumpet" because, well, "Scone" is already taken, the builder & previous owner of the house & hangar that we brought was out mowing the grass on the airport side of the fence one day, when Crumpet Council's contractor was conducting an audit of the airport. Do you reckon they said "Gidday mate, 'ow ya travelling? Good to see ya taking care of things and showing an interest in keeping the grass down. Whaddave you got tucked away in ya hangar??" Nope. They wrote him up as he " ...was observed mowing the taxiway without a rotating beacon or high visibility clothing, or without any co-ordination with the ARO." Now, bear in mind this "taxiway" was one the PO had exclusive use of, as it linked his, and only his, hangar to the threshold of Crumpet's runway, the "taxiway" wasn't much more than a bit of flattened grass, with a few gravel patches and by and large, it was closer to the perimeter fence than the gables and absolutely no threat to anything with wings unless it also had feathers...But officialdom and red tape must prevail. Fast forward a few years and now we own the house & hangar, and Crumpet Council has provided us a new gravel taxiway as part of the Crumpet Airport upgrade, and are going to replace the perimeter fence to stop pesky kangaroo's getting on the runway. But, in another dazzling feat of red-tape and officialdom, CAsA have told Crumpet Council that we cannot taxi through the gate unless the gate is 31m wide, because, you know, an RV with a <9m wingspan is at risk of hitting something if the gate is any narrower, never minding the fact that a 4-seat Cessna has been going through the existing gate for 20 years... SO what to do? Do we drag the RV-9 (or Comanche/Bonanza/182 whatever we get) from the hangar onto the taxiway with the ride-on? But then, we'll be on a taxiway without our plane-proof vest & whoopy-lights! Egad! Or do we say "My plane, my property, my gate, if I hit my gate with my plane taxiing through onto my property then I'll fix my gate and my plane myself! As it is, I blithely ignore Crumpet Council's previous NCN's and happily take the ride-on & sprayer trailer out through the gate to keep the grass down around the new taxiway & spray the weeds that they seem happy to let grow. This serves two purposes, firstly it keeps the weeds out of my yards & paddocks, and secondly it just looks nicer. It's also interesting to note, the Crumpet Aero Club weren't the ones to install 4 HD weather cameras up here, nor was it the Crumpet Council. It was a local charter operator who arranged it, and mounted them on top of one of the maintenance mobs hangar's here. I'm planning on adding a 5th one at our end of the airport overlaid with METAR or PWS data, but need to find the best one to use.

Some very important points you raise @Ignition. Some very important points indeed. I built and fly my RV so they ain't hard. Even old school 3's or 4's, if you can understand Lego & Mecanno, and have the $$ to finish it, you'll finish it. Note I didn't say "time" as $$ outweigh "time". Less time = more $$ for easier-to-implement parts... I do want to help other's get into aviation, and on my local airport. We put up a new windsock at our back gate, as there wasn't one at our end of the airfield. We've installed a pair of ADS-B ground stations for FA and FR24, I'm going to install another weather camera facing our windsock & the runway threshold here, and this arvo I took Mini-Me's friend (10yo) for his first flight in a small plane. But.... I refuse to join the local Aero Club here as I really CBF dealing with the politics that go on behind the scenes, and unless you own a plane such as an RV, I don't think anyone who doesn't already own their own home can afford to fly for fun these days enough to be current. Even insurance on the RV was $3,000 a year - for only $100K coverage. At 50 hours a year, that's $60/hour Hell, I insured a fully decked out Landcruiser for less than half that, for $150K agreed value. Add in $2.446/L Avgas (current price here) at 25L/hour and that's another $60/hour. Oil is $10/qt * 6 every 50 hours ($1.50/hour), AD/RAD/47 certification and you're looking at close to $150/hour - for a dead simple RV that we own. At 50h a year, that's $7,500 to fly an hour a week. $4-8000 more if you don't have your own hangar and a hell of a lot more if you have to hire one! GA in this country is dying. Council's bunging on exorbitant landing fees (It's all "cost recovery" you know...Can't go giving all those rich RV Driver's a free landing when they fly in to spend money in our town), CAsA and their....shenanigans', ASIC, RAAus and the direction they're going now and a lack of things to do when you get to an airport after going for a jolly except buy more Avgas and go home. Coupled with the AUD/USD making it prohibitively expensive to bring in an aircraft from overseas, yet alone a new aircraft and the vast majority of the GA fleet is rapidly closing on being older than the pilot's parents. Properly maintained, we know that's not an issue, but tell that to Little Johnny and his Ma & Pa who rock up wanting to learn to fly, "This here is a Cessna 152, it has over 13,000 hours on it, and it first flew in 1978, it doesn't have fuel injection yet alone electronic ignition, the radios use old-school AM instead of FM and there's no EFIS, GPS or even electric trim . Oh, and it is still valued at $78,000 - which is about what a brand-spankers 2021 Toyota Prado VX costs... And this is what you're gonna learn to fly in Lil' Johnny!" Great look for aviation, innit?