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ave8rr

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Everything posted by ave8rr

  1. ave8rr
    T There is a GT 500 in our hangar at Bundy. The owner lives in WA and I think it may be for sale. PM me Cheers
  2. ave8rr
    Ayavner, have a look at the NZCAA publication GAP (Good Aviation Practice) on Takeoff / landing performance. Some very good info in that publication on this subject. http://www.caa.govt.nz/safety_info/GAPs/Takeoff_Landing.pdf Cheers
  3. ave8rr
    Some comments on the recent RAAus AGM at Heck Field have been written in the Nov issue of the Brisbane Valley Flyer along with some other interesting articles. http://www.wattsbridge.com.au/files/news_bvsac/bvsac1211_november2012.pdf Cheers
  4. ave8rr
    I think the manufacturing rights were sold to Malaysian interests. Cheers
  5. ave8rr
    Talk with Solo Wings (Colin Alexander) in Tauranga as they have approval to load /unload containers and do all shipping paperwork and include quarintine inspections etc. They will also have some idea of a container cost between NZ/ Brisbane. Cheers
  6. ave8rr
    I think if you look at the weights on these aircraft that you can't carry a pilot and passenger and take on full fuel. RAus would loose a further 50kg. Not sure about stall speed etc though.
  7. ave8rr
    Has there ever been an accident report or cause on the second CH601 accident. I think it was in Qld somewhere?? Cheers
  8. ave8rr
    Might have his contact details on the home computor. I am out at a mine site till 06 Nov. You could call RAAus and have them give the owner a call with your contact details. I think he is Western NSW somewhere. Cheers
  9. ave8rr
    You may very well be right eightyknots. Am I right in that in NZ you can't sue because there is a system of Accident Compensation for ALL. Cheers
  10. ave8rr
    Hi dman8, yes there is one CH200 on the RAAus Register that I know of It used to be VH-URR from memory. The owner had to do a fair bit of weight reduction from what I can gather. CH200's are around 420kgs empty and 650kgs MTOW. I think the stall speed was about 46kts. Converting over to RAAus paperwork wise is not a problem. Make sure the aircraft has a valid GA maintenance release though before you do the change. Makes life easier. Cheers
  11. ave8rr
  12. ave8rr
    Andy, is it time that we all look at taking out PL insurance as individuals on RAAus Registered aircraft? My aircraft (GA Experimental RV9A) is insured for both PL and Hull but through a group scheme. Thoughts? Cheers
  13. ave8rr
    Ian, If remember correctly there was a thread or two running on this when the Coroners report was made public. There were a number of recommendations made by the Coroner which were discussed at the time however, I don't believe any of these have ever been implemented. In particular Nr 3 in his list at the end of the Report.
  14. ave8rr
    What might this mean for RAAus IF the case goes the applicant's way?? Would members have to cough up or would RAAus have to declare bankrupcy? Is there a way of having passenger/s sign something to say that there will be no proceedings in case of injury or death as a result of their ride in your aircraft prior to taking a flight???
  15. ave8rr
    Looks a bit soft but as you say it was in the wet season up north. Where is the strip? Cheers
  16. ave8rr
    Scotty, can't be registered RAAus as stall speed is well over 50kts. The DA-2A does not have flaps. Empty weight of these aircraft is around 350kgs and design MTOW is 1200lbs / 544kgs. With a fuel capacity of 90 ltrs then can't carry two 80kgs people and full fuel. Cheers
  17. ave8rr
    Hi Toby, No only one passenger so all RAA aircraft have only one or two seats with a max TOW of up to 600kgs. I would suggest you look at doing a PPL then maybe check out the SAAA if you want to build. You can build some nice 4 seat aircraft from kits, the Vans RV10 is one such example. Cheers
  18. ave8rr
    I think something else that is not fully understood is that ALOT of the current European ultralights flying here have a very low rough air or max structural cruise speed. We have some very rough air out there especially in summer months and we need to get back below the yellow or caution area on the ASI or could end up with a structural failure very quickly. I think when looking for an ultralight that offers good cruise speeds then the max rough air speeds should also be looked at closely. Cheers
  19. ave8rr
    Some more clips of the Mosquito at Ardmore. http://nzcivair.blogspot.com.au/2012/10/five-merlins-and-goblin.html http://nzcivair.blogspot.com.au/2012/10/mossie-and-vampire.html http://nzcivair.blogspot.com.au/2012/10/more-mosquito-from-ardmore-last-weekend.html http://nzcivair.blogspot.com.au/2012/10/more-video-form-ardmore.html Cheers
  20. ave8rr
    I use pre takeoff checks as follows: TMPFFIHC T - Trim set. M - Micture Rich. P - Pitch fine. F - Flaps set as required. F - Fuel. Contents, correct tank, Pressure, Primer locked Pump on, Pressure ok. I - Instrument scan (adjust DI), Temps n Pressures ok. H - Hatches and Harness secure. C - Controls full, free and in correct sense. I use pre landing checks as follows: BUMPFH B - Brakes check for pressure and off. U - Undercarriage down and correct indications for locked M - Mixture rich, Ignition on both. P - Pitch fine F - Fuel Qty, Correct tank, pump on pressure ok. H - Hatches and Harnesses. Short final check PUF P - Pitch U - Undercarriage F - Flaps Cheers
  21. ave8rr
    Yes the Apache. Did my initial twin endorsement way back in they mid eighties in the Apache then on to the Aztec. Cheers
  22. ave8rr
    One Association for all sport aviation then have one Pilot Certificate with endorsements for the type you fly e.g. 3 axis, flexwing, hanglider and powered parachutes etc. It is then easy to convert from one to the other with out the cost of joining another association. Cheers
  23. ave8rr
    Another good reason to have all sport aviation under one umbrella IMHO. Cheers
  24. ave8rr
    The Ibis is operating in NZ on their Microlight (non LSA) regs as far as I know. I wonder how the NZCAA are looking at this IF at all?
  25. ave8rr
    Thats a possibility Tomo however, if an aircraft goes into that heavily wooded area with very tall trees then the canopy would close over and unless you were right on top of the area would never be seen. There are a number of aircraft both here and across the tasman that have never been located. I am still wondering WHY the PLB (if that is what it was) was not on for longer. Maybe it was tuned on while still flying then stopped on any impact with the ground or water?? Does anyone know what type of beacon (fixed or portable) was fitted to this aircraft? Cheers
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