walrus

How much do all the VFRG electrons weigh? I want to calculate my weight saving.

Don’t know. I think it was for aircraft and pilots with RAA Permits. Expired about 20 April.

Doesn’t RAA operate under a CASA exemption that expired in April?

I just plan a stop every two hours.

That CASA Regulation is interesting.

How do you cheat at gliding? Flapping your arms?

Keith, what concerns me is that the associations don’t become miniature CASAs and then inflict pain on their members like CASA allegedly does to GA.

I hope the survivor makes a good recovery. Three points that might or might not be relevant: 1. With a constant speed prop, the engine can often make rated rpm but produce little power. Manifold pressure won’t tell you. You have to check fuel flow to confirm you are making rated power. Flow would be about 23l/h at 5800 full power. Mere engine noise won’t tell you much. Furthermore, if the prop is installed and adjusted correctly, you should be able to take off on the full coarse pitch stop at the cost of overloading the engine. 2. When the aircraft takes off it is flying relatively easily in ground effect until it reaches about 1.5 times wingspan. Climbing above that depends on power available and aircraft weight. 3. I have a 912iS, not yet flying, it has lots of redundancy. About the only things, I think, that might go wrong absent complete mechanical collapse, are air and fuel flow. On my aircraft, shutting the fuel cutoff stops the engine in about two seconds. Rotax normally supplies two fuel pumps in one assembly. Provided both were on for takeoff there shouldn’t be a fuel problem unless there was a restriction like a clogged filter(gascolator and high pressure filter) or water somewhere. The pumps and ignition use generator A and if that fails there is instantaneous switch over to generator B so if the engine was turning the pumps were running. Assuming the Aircraft had an EFIS, you would expect voltage and fuel pressure warnings.

Only listed businesses are required to close. Some like cafes can offer takeaway. Schools are optional in some states. I don’t think there is anything specific about flying schools. There is advice against non essential travel but no definition other than “common sense”. Doing a BFR involves “close contact” which is your only problem. However beauty salons, dentists, physio, chiropractors any other business not listed is allowed to operate.

Who. told you recreational flying ceases?

Aircraft type? VH?

My understanding is that aircraft that are designed and built as LSA have a design and certified mtow of 600kg. if you build something with a higher mtow that is not built by a manufacturer as an LSA, then you can get the higher MTOW. Is that correct?

Weekend course for an international certificate of competency and you can charter a yacht in europe.

And

Jet fuel is a very good insulator and that means it is a great source of static electricity- much more than petrol - which is often “dirty” so conducts. Several explosions and fires have been caused by “switch loading” - filling an empty tank that had petrol in it with diesel or jet fuel. Petrol leaves an explosive vapor and the diesel provides the spark. But back on topic, to get an explosion from fuel vapor you need to have the concentration between the upper and lower explosive limits and then supply a spark of a high energy. Fuel proof phones and radios are termed “intrinsically safe” if they can’t produce a spark of sufficient energy. All you are trying to do with bonding and earthing is to get all the gear at the same potential.

Looks to me to be a good setup. The only thing you might like to consider is using an aluminium suction side tube instead of plastic - less chance of spark production. If you are using a recognized fuel hose (ASTM - something) that should have enough conductivity to prevent static build up. Assuming your aircraft battery is earthed to the airframe and the pump frame is also earthed to negative, then you shouldn’t have a spark generating issue - except that poly pipe. If your switch breaks the positive wire, then everything stays connected after switch is off as long as you remove hose from tank before removing the Anderson plug.

How does your vane pump handle suction?

CASA have published the paper on the MTOW increase proposal. Generally, people are for it. However the devil may be in the detail in regard to maintenance and medical standards. We will have to wait and see. If I was cynical, I'd be concerned that there is an element of 'divide and rule' in CASA's thinking because the proposal as it stands, disadvantages associations other than RAA. It could perhaps be wondered if the weight increase is a "present' to RAA for swallowing the self management bait. https://consultation.casa.gov.au/regulatory-program/dp-1912ss/results/socondp1912ss.pdf

They hate private aviation, period.

Going back to the early 1970’s - flying around Australia with three friends in a tri pacer, our leader made a point of having us rotate into the RH front seat and do the flying in cruise so he could navigate. Only problem was that one of us non pilots flew into cloud...

Engine failure followed by an attempted turn back?

Read the first paragraph of your privacy policy. You are called "customers" not "members". This has huge strategic implications because the association is now a "business". There are huge implications for members control over RAA implicit in that.

Airsickness will stop after acclimatisation. Ask any DAME, its quite common when you start aerobatics.

If you read the regulations for 149, in my opinion, RAA is jumping out of the frying pan into the fire because CASA actually INCREASES its control of sport aviation under these regulations. CASA must approve all major staffing positions and there are criminal penalties attached to the administration of all RAA activity. CASA can direct in detail all RAA operations and the members get no say whatsoever. Of course if you are a CASA approved RAA staff member, you can name your own salary because replacing you can be made virtually impossible by CASA. RAA effectively becomes a CASA ‘mini me” and can be all the more vicious because it is outside even the lax prudential controls that limit CASA behaviour.

You are completely missing the point. What must be understood is that safety, like all other decisions, is about costs and benefits. You have forgotten the benefits side of the equation like most people. So yes, you might possibly be right about reducing accidents but have you considered the economic benefits of car driving? No. You can easily reduce car accidents to zero by prohibiting driving. The trouble is you are then faced with the massive economic consequences and costs of moving goods and people manually. Use horses? They had massive costs including safety issues as well. Use public transport? Same same. The free market generally works and the driving standards and technology we currently use provide something like the lowest cost option. Electric cars and self driving technology may reduce those costs again. This is why CASA approach to aviation regulation is such a disaster, they refuse to use a risk management cost benefit approach, even though ICAO codified everything I’ve said in manuals, right down to the probability figures to be used as thresholds.