Ballpoint 246niner

just the normal re-registration process! ICP's factory built Savannahs are caught up in this audit fiasco, I had concerns that were raised with Adam and Reg at Monto. They never have held a current Aussie type certificate, trading off the old euro 450kg certificate and have been allowed to operate at 544kg on the say so of many of those who no longer exist in RA. The audit has bought all this to a head, but for the last 3 months I have been asking what exactly had to be done to ensure my aircraft could continue to operate, and the mumbles were indecisive and vague until yesterday . The first year renewal of this aircraft was submitted late last year for renewal with full copies of all the technical information needed for rego but the lack of a type certificate at the current weight meant if I wanted it to continue to operate effectively, it had to go to LSA and have special C of A issued before the renewal could pass audit and proceed,why the distributor or RA have not telegraphed this info prior to yesterday is beyond me.... Great with a rivet gun but hopeless with the rule book... I honestly think there are probably less than a handful of importers that can be trusted in Oz- buyer beware in the choice of your distributor and choice of aircraft. Look deep past all the glossy brochures and flash you tubes, the pain of a poor choice may last for a long time. Even if it flys great, it's useless if its grounded!

A race to the post today to get a Special CofA for my Savannah S which I only was advised of yesterday by both RaAus and the dealer has unfortunately not succeeded in keeping my aircraft which I use for business in the air. Until advised its grounded. Hopefully not for long due to a big effort by DB today . All factory built Savannahs will have two options. Revert to the euro type certificate with a 450kg MTOW or go to a SLSA with special CofA and stay legal for school use at 560kg. I tried to get this info from both the dealer and RA for the last 3 months but it took until yesterday, the day before my rego expired to get to the facts. It truly is a disgrace how the whole technical administration of RA has come to this and the dealers and importers are not immune either. I have virtually zero faith in our organisation and many aircraft representatives in this country who should hang their heads in shame for the lack of professionalism that taints what should be a strong and robust part of the aviation industry.

Thanks mate for yours and Leonie's hospitality and Chauffereage( not Schaeferage!)- the Ballpointed one!! Your both welcome home anytime if you want to keep your currency. Awesome weekend. BP

Checking the Q1 spot height....

Great to catch up with you Ultralights and yes a fantastic weekend, we all got back safely to Caboolture including the warbirds and BigBird! Thanks to Gai and all her team and Peter Lynch for persisting with the Airpark project. Paul Bennett you are an absolute legend.

The hours logic will never add up in aviation- even in commercial ops sometimes- 1 hr drive to airport- 45-1.5 hr wait, parking, baggage, cues to check in, security, flight, diversion/delays, -wait for luggage- cab to town- etc etc, etc. We fly because we can and we love it- doing it personally is the best when you can. The rest-well it's just cream on an aviation love sandwich. You either eat it with pleasure or walk away and go to Macca's. Look out for "Jaffa" and I- we'll both be there if the weather says so!

And here I was just packing my cynical hat away in a Christmas gesture. Time to put it back on....

Merry Christmas Haydn- worlds biggest and best present is coming along nicely.

Welcome Michael- I just converted one of your locals to our CTLS- he has the cow design scheme CTSW in Jakarta.

Another great report! Just remember that a 12kt NNE won't present as a 12kt x-wind unless at 90 degrees to runway.Get your instructor to run you through x-wind component vectors. Neverthe less the Jab's do tend to run out of rudder early( maybe not the latest ventral mod ones), so well done. You hit the nail on the head ayavner with respect to the head game- as you know it's where most learning really happens. Keep up the good work....

A willing student and a good instructor help too. Good work Steve. The storms down your way last week would have made the navigation training interesting? I was on a navex to YSTW on the Wednesday before the bangers fired up around YGLI. Not a nice place to be after midday. Congratulations.

Pud, where do I start..... Every flight go up with 2 destinct plans I reckon. First one have fun and be safe... 'there is no greater safety device than a free state of mind and a happy state of mind by the pilot at the controls of an aircraft" Second- pick one part of your basic training and review your instructional notes, discuss with your instructor and then go out and practice it. Do this on every flight. Third- review each exercise and have an honest introspective assessment of how you went. If you're not sure or satisfied( sounds like a good night out!!) then get an instructor to go up with you. I don't charge for a short review for our students, I like to encourage them and keep the communications open. Great to see people who want to keep learning- this is the essence of flying I reckon. Cheers:cheers:

Over the last month I have personally done over 145 EFIC's or PFL's and some of my students have done over 10 in the last mth alone( each). The issue is not the training- I believe pilots fail to review these practical but essential aviating life skills in their day to day flying and therefore lose touch with the judgement, decision making and appropriate actions if and or when faced with it in reality. Currency has to be a self imposed discipline for every pilot.

rumour has it that the pilot of said Cirrus noted fluctuating oil pressures a long time prior to flameout and passed at least 2 seviciceable AD's before the talk got loud and the thing seized up... makes you wonder if this is the case.....

half the height -half the distance, angles stay the same, hold some power in base turn whilst configuring the a/c. Thats what I would do...

I understand that whilst the embargo on rego renewals has been lifted, the re reg process is in such a state of backlog and depth of new procedures that many are not having their renewals processed, thereby effectively grounding them! Is this information supported by other members in their attempts to renew existing due registrations?

A very decent guy who was dropped in a s%$#t sandwich to fix the incompetance of others.

Hi Ryan, I'll cover both these techniques with you on Friday OK?

I deal with the front line staff on a daily basis and find all of them very professional and helpful, I can count on them even when I stuff up paperwork! There's no problem at the front end in my opinion...

:roflmao:you bet a real mover and shaker

I use the 3R's RECOGNISE- identify that something is wrong, changed or needs attention. REACT-Do something!! Don't just sit there (denial, disbelief, what tha!) The correct reaction can be trained in. REPAIR- Fix the problem AND ReAssess. Remember in life there are generally 3 types of people- Those that MAKE things happen Those that LET things happen And finally those that just say....... "WHAT HAPPENED" Good airmen should be in the first type I would suggest....

Spot on post Steve, in RA -Aus this is one of the few areas we can legitimately build pilot skills post Pilot certificate in a training environment.Everyone who does a bush/STOL type course says they come away from it a far better pilot for all the reasons you mention.

As I understand it, LSA is based on the premis that the manufacturer states that he meets the conforming standards fora cepheid aviation practices in production, and as such is granted a Special CofA or statement of compliance in his production documentation. The onus is on the manufacturer to meet these standards Type certificates are issued following an INDEPENDANT inspection of an aircraft and are pertinent to the country issuing the CofA and by the issuing authority and by one of its approved inspectors, who will inspect and approve the aircraft in accordance with the relevant CAR in AUstralia in our case. So following audits conducted by the FAA in the US and here following ATSB /CASA investigation of some LSA registered aircraft, it has become apparent that "some " LSA manufacturers or importers have not been able to substantiate the appropriate conformance. At the same time the body responsible for accepting registrations was not able to also provide evidence supporting the registrations. Hence CASA's involvement in auditing the processes relating to LSA aircraft. So as to the future of LSA it would appear that the only way to ensure the robust delivery is to have regular independent audits to determine conformance. My personal view only.