PaulN

Doug, The CT has a lockable cabin but CASA deems this as inadequate. From what I understand one needs to apply a locking system that makes the aircraft inoperative ... just in case some dingbat/terrorist breaks in an gets the idea they can wreak havoc with an ultralight. I guess this means that someone whose prepared to breaks into the cabin area immediately looses incentive when confronted with a second lock ... hmmm :confused:. In keeping with this logic (or rather the reverse, locks only keep out honest people) I fit a bicycle lock around 2 of the 3 blade prop which effectively makes the plane inoperative unless the lock is removed (bolt cutter job). More common is a throttle lock mechanism with padlock (also no match for a bolt cutter). Cheers, Paul

This Is Why We Love Flying Another pristine day over the NSW alps - June 07 (Higher res file available)

Hey, a lot of us on this forum are just pilots. Please don't make them too hard to figure :black_eye:. Paul

Good onya Chris. Spread the word . I had a brief friendly with a fellow aviator yesterday (GA). I mentioned plans to fly up to Qld in the CT next week. His response "All you need now is a real airplane". Then went on to tell me he favours touring in the Bell 44. "What's the fuel burn on that?" I asked. "60 litres per hour but it does a comfortable 120 TAS". "Oh" I said, "I prefer the 20 litres the CT burns, and that at 120 too." He turned and walked away. Paul

Hi there Jordy, welcome aboard. Found it under a tree? If you noticed any CTs lying around let me know mate. Paul

Man, what a lovely afternoon!! An old friend (like 89) asked to go flying with me today. The sky here was just perfect, not a bump to be found anywhere and clear as a bell. So what does one do on days like these ... go to the snow of course. I felt sad and glad for poor old Werner. As he was gazing at the beauty passing below he sighed saying "I probably won't see this again". Here's a few shots to share. I just love this flying stuff :big_grin: Paul

This is a sound practice. To be honest, personally I take the time to pause and think this through only about 50% of the time. Slack, I know, but when lined up on our home strip of 2120m x 45m of tarmac it's easy to take for granted that in an EFATO I'll still have plenty of strip left to come back down safely. With just me on board, the CT is off the ground in about 100m and I'm turning crosswind at 500' half way along the strip. On the other hand I often find myself viewing the terrain during approaches with thoughts of "what if" in case of an EFATO. Just before power on, yes. During ground roll and early climb, no ... I'm usually concentrating on the ASI and adjacent bird activity. Paul

Hi Tristo, I guess that's one way of securing a long lasting career . Paul

Try Shih Tzu ... cutsie doggy, ain't it.

Yep. Please do. Thanks, Paul

Very impressive Geoff. What a great trip that must have been. Any chance of getting a clearer view of your map via email? If so, PM me and I'll give you the address. Cheers, Paul

Awesome. Great piloting skill. Definitely calm weather work.

Hi b1rd, I have no idea how one craps forward (sounds revolting :yuk:) but if I apply left stick and right rudder I get what I know as a "side slip" to the left. That is, the aircraft continues along the same track (eg aligned with the runway) with left wing low and tail off to the left and with me pretty much looking out the pilot side window (sort of) along my track. Get the drift? Paul

Oooooohh. I bet that will draw some comment. Paul

Good onya Doug. Thanks for sharing your day with such candour. I admire your writing style ... light, interesting, humourous and spiced with the odd personalised cliche. You have a talent that may well lead you to writing aero novels or aviation documentary scripts, maybe one day you'll be writing training manuals that make for entertaining reading ;). Now there's a thought. Looking fwd to your next episode. Oh, and thank Dave for the pics too. Paul

Excerpt taken from Aviation News article today discussing the upcoming world record attempt to fly a CTsw around the world. http://www.recreationalflying.com/forum/showthread.php?t=11146 I want one of these ... pretty impressive stats he quotes ;). Q. Can you tell us about the plane in which you are flying? A. The aircraft is made of glass fibre composite. It is 290 kilograms of unladen weight and 500 kilograms with us and our belongings. It is a small single engine, ROTAX912, that has a 100 HP and that can fly at a speed of 140 knots or 259 kmph. It can gain an altitude of 140000 feet but we will fly between 5000 ft and 10000ft. It has good navigation equipment on board, GPS and satellite phones as well.

Sounds just like home only lower elevation, eh Jack ;) ?

OK flyers, here we go again. Called RA-Aus ... no-one home until later this afternoon. Called CASA and was given a very friendly reception and helpful answers from Stuart Jones. In precis ... The ERSA is our first point of reference for legalities of what and where. The ERSA rightly identifies the restricted areas around Willy as H24 which as Mike correctly pointed out means they remain a restricted area all day every day and as such are unavailable for use by us private pilots. HOWEVER, the ERSA also identifies these restricted areas as belonging to military. Effectively this means that they are under the jurisdiction of the ADF not CASA. In this case, as has been advised by the RAAF Ops Manager, at the discretion of Willy Radar a private pilot may be offered clearance to transit these areas upon request. CASA stresses the advisability to accept the suggestion of the RAAF Ops Manager, that is, to contact Willy Radar the day before your flight for timely information to aid your flight planning if you are considering transiting the area. And check NOTAMs before your flight. If while in flight you wish for a more timely update, be confident that the RAAF guys will want to assist. So then, if you wish to transit the VFR lane west of Willy and find that due to stress of weather (or you just don't like being too close to the ground) you'd rather climb to a safer altitude, don't hesitate contacting Willy Clearance Delivery (130.35) for clearance to so do. Chances are they will be happy to assist, unless of course they have military ops happening. I'm told by the RAAF guys that this applies also for non-transponder a/c. Please note: I have editted my previous post for corrections and clarifications. Hope this clarifies the issue a little more. Paul

Quite right Ian. If you do experience a fuel leak between the tank and the transducer (flow sensor) it won't register. However, any leak issue that appears beyond the transducer (as in Ian's case) will register as an unexpected high burn rate. So I guess it's in the interest of the owner to install the sensor as close to the tank as possible. For me, it's still a much better option than the inaccuracy of the sight glass. I speak only from my own experience here but the CT sight glass is fitted in such a way that it can't read any fuel in the tank below about 10 litres. Added to that, with its dual feed system (no left or right options, just both simultaneously) it's not unusual for one wing tank to drain sooner than the other, so knowing how much fuel is remaining is pure guess work without the FS-450 (or similar). I read in a US publication somewhere that "aircraft fuel gauges are notoriously inaccurate. In fact the FAA requires only that they read accurately when displaying empty". Hmmm :confused:. Paul

The plot thickens ;). You're right in supposing the Ops Manager may simply be advising their local practice as opposed to the letter of the law. I'll speak with RA-Aus and CASA in the morning and get their interpretation. Watch this space. Paul

Mike, That's why I spoke with the Ops Manager on the phone. I too was becoming confused on these H24 conditions for the R areas. He assures me that when deactivated they revert to "G" airspace. H24 means that they may be activated w/out notice at any time, that is, not limited to set times. JL has rightly advised that when transiting these areas when deactivated one should listen out on 118.3 to be alert to any non-scheduled activation. If these areas were Prohibited rather than Restricted then they would be unavailable 24 hours daily. Paul

Alan, The CT has only plastic tube "sight glasses" at each wing root (on the end of the fuel tanks) that may be viewed in the cab. Personally I hate them. Never have I been able to read the one above my head and when I do look at the RH one it's usually moving up and down all the time with the movement of the a/c. I have fitted JP Instruments FS-450 and am delighted with it. We do a bit of touring, and frankly I don't know how anyone can confidently travel distances without a fuel readout of some kind. The FS-450 monitors Fuel Used since last refuel, Fuel Remaining, and importantly, Endurance at current fuel burn rate. It also constantly displays current fuel burn rate, which obviously varies with throttle setting. In fact, I often find myself setting the cruise throttle at my preferred fuel burn rate rather than IAS. The instrument can be tweeked over time to set it to reflect the exact numbers of actual fuel usage and remaining. Mine is set so that I can tell to the litre how much fuel is on board. Although I haven't done so, it can be interlinked with the GPS to read out leg quanities also. I wouldn't be without it now. Paul

Guys, Have just been on the phone with Willy Ops Manager who advises thus ... 1. TWR HR are normally 0800-2130 (local) M-F only. However, restricted areas may be active at any time, even outside TWR HR and may be de-activated at any time during TWR HR also. It is strongly recommended to contact Willy Radar on 0249647973 the day before your flight to determine tower hours and/or status of restricted areas at time of your flight. Also, check YWLM notams. R583B, which is flagged as NOTAMed, when not activated is to be regarded as any other "G" airspace with the same privileges you are now used to. 2. If your a/c IS NOT transponder equipped you are not permitted to transit any restricted area when activated. You may transit via the defined VFR lane west of Willy and within its limitations. If due to stress of weather you wish for greater height don't hesitate to contact WILLY CLEARANCE DELIVERY (130.35). They are flexible and co-operative and will give the clearance if at all possible. 3. If your a/c IS NOT transponder equipped the coastal VFR lane may or may not be available during TWR HR and/or while restricted areas are activated, this being solely dependent on WILLY CLEARANCE DELIVERY and current work loads. Your northbound call at say 1500' alt should be made about 5nm sth of Nobbys ... "Willy clearance, (a/c desc), (call sign), 5 miles sth Nobbys at 1500, tracking northbound coastal, nil ATIS, nil transponder, request clearance". Then wait with bated breath for the OK or prepare to take a left at Nobbys and head for Maitland. If tracking southbound your call should be made abeam Broughton Island. 4. If your a/c IS NOT transponder equipped while the restricted areas are deactivated (see NOTAMS) these areas become like "G" class airspace and you may transit as in any "G" area, incl heights. However, during TWR HR you should contact WILLY CLEARANCE DELIVERY before attempting to transit any de-activated restricted area. But, be prepared to be chased out if the RAAF suddenly decides to re-activate. Similarly for the Willy CTR, when outside TWR HR this reverts to a normal CTAF®. Of course, normal radio calls must be made when transiting. 5. If your a/c IS transponder equipped and the areas are active or during TWR HR you may exercise the privilege of transiting the coastal VFR lane without fear of refusal (except, of course, under exceptional circumstances). 6. If your a/c IS transponder equipped you may request clearance from WILLY CLEARANCE DELIVERY at any time while active to transit any of the restricted areas at your preferred alt. Depending on MIL activity, you may expect clearance as requested. 7. Apart from emergencies, at no time may a private aircraft land at Willy strip. Hope this helps, Paul

I feel for you Rob. It's no wonder so many have a deep disrespect for our legal system. It's true, "The law is an ass". I remember the days of the Goons on ABC radio (that's telling of my age :confused:) and particularly remember an episode entitled "Insurance - The White Man's Curse". Ain't that a fact !! Paul