“Seems to me that our sport spends far too much of its time and energy flogging
dead horses.”
Should I just send GQG, Jack Igullden’s and the South Cerney ES 60 to the
knackers yard then.
From: Tim Shirley
Sent: Wednesday, December 24, 2014 7:55 AM
To: Discussion of issues relating to Soaring in Australia.
Subject: Re: [Aus-soaring] IS-28B CQC's last flying day:
There is a Pegase at Horsham, owned by the Horsham Flying Club.
There is a Centrair Marianne 2 seater at Benalla, privately owned.
As a club committee member, I would have 2 comments about this thread:
1. It doesn't seem to be a wise strategy for the future of gliding to teach
tomorrows pilots to fly in yesterday's gliders. The ASK21 is not new, but at
least it is closer to modern technology than an IS28 and flies much more like a
modern glider.
2. I'm not sure where anyone would obtain liability insurance or hull
insurance for training someone or flying a passenger in an "experimental"
category aircraft of any kind.
Seems to me that our sport spends far too much of its time and energy flogging
dead horses.
Merry Christmas to all.
Cheers
Tim Shirley
tra dire é fare c' é mezzo il mare
On 24/12/2014 8:27 AM, Greg Wilson wrote:
The USA were the only country to enforce a 3,000 hour life limit on Centrair
Pegase due to their interpretation of the maintenance manual of that aircraft
which had been translated from French to English. One page of the manual stated
3,000 hour life extension while another mentioned 3,000 life. When asked for a
ruling (by some nutcase who owned one in the USA), the FAA ruled on 3,000 life
instantly grounding all Pegase in that country with more than 3,000 hours. Many
were still flying in European clubs with more than 3,000 hours. That ruling in
the USA has only recently been overturned. The 2014 release of the Pegase
maintenance manual (in french) clearly states 3,000 hour life extension.
AFAIK there are 2 Pegase in Australia, mine and one in a Vic club (Benalla?).
Cheers,
Greg Wilson.
---- On Wed, 24 Dec 2014 05:08:39 +1100 Jim Staniforth
mailto:staniforth...@yahoo.com wrote ----
For reference, it isn't just GFA / CASA.
Even though EXP registration is much more common in the USA, FAA is not
interested in moving an aircraft to EXP for life extension purposes. It has of
course been tried with the Centrair Pegase.*
Under FAA regulations, an EXP aircraft can be flown by rated pilots only.
EXP two-seaters cannot be used for instruction or rides. Single-seat EXP can be
rented just like STD aircraft, or used for towing.
In my experience, registering and insuring FAA EXP is no different to
STD. Just different paperwork.
Jim
*The Pegase now has a life extension program thanks to the work
primarily of Bob Carlton.
...a Global Alternate Method Of Compliance (AMOC) that will raise the
current 3,000 hour life limit on Centrair Pegase 101, 101P, 101A and 101AP
gliders to 4,500 hours...
On 12/23/2014 5:41 AM, Mark Newton wrote:
49-5452-46e5-9771-3e6f7d4b1...@atdot.dotat.org" type="cite">
On 24 Dec 2014, at 12:27 am, Al Borowski mailto:al.borow...@gmail.com wrote: Is
there nothing like an 'Experimental' category in the glider world? It seems
weird to me that I can (in theory) jump into a home-designed ultralight powered
with a lawnmower motor, but can't operate a glider grounded due to a paperwork
issue. The issue is fraught. GFA can issue experimental C-of-A's (or could
until an audit a year or two ago, at any rate). But experimental aircraft can't
be flown for hire or reward, including training; so a club can't feasibly
operate them. CASA seems to take a dim view of an aircraft which meets a type
certificate in all requirements except service life being operated as
experimental. Except they're not consistent about it, because they obviously
allow warbirds to remain in service well past their design life. You could
probably operate a glider on an experimental C-of-A if it has a genuinely
experimental feature, and if it was operated privately. Perhaps the IS28's at
CQC wouldn't fit that template, - mark
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