So how long has Alan Jupp been fiddling with things that fly?
As a young boy with my Dad in Germany we and my brothers used to play with models. The old man built some beauties. If you look at my CV you will see I have been involved in one way or another since 1965. I recall seeing photos of Concorde s/n 2 being full of computers. These days we would fit the lot in a palm top. I worked on a wooden bladed helicopter called a Sketter at Middle Wallop upon my return from the Far East. Whilst I am obviously no longer a spring chicken and somewhat folically challenged I do hope I am a little wiser than that brash, know it all, 17 year old I was in 1965. That’s for others to judge I guess.
So AJ how many CoA’s have you issued?
Well since gaining my initial Instrument in early 2005 I have issued the following types of CoA;
- Special – Light Sport Aircraft – Aeroplane – Qty 40
- Special – Light Sport Aircraft – Weight Shift – Qty 3
- Standard – Helicopters – Normal – Qty 32
- Standard – Helicopters – Transport – Qty 1
- Standard – Aeroplane below 5,700 kg – Normal – Qty 22
- Standard – Aeroplane below 5,700 kg – Restricted – Qty 4
- Standard – Aeroplane above 5,700 kg – Transport under 38 seats – Qty 3
- Standard – Aeroplane above 5,700 kg – Transport over 38 seats – Qty 5
- Standard – Aeroplanes above 5,700 kg – Commutor – Qty 9
- Export CoAs (Included in above data) – Aeroplane – Qty 5
That’s a total of 119 completed to date.
This information was last updated on 03.02.16
How long will it take me to get my CoA issued?
Some traps to avoid if possible in the CoA process:
- Aircraft has not had a detailed pre-purchase inspection.
- Legal ownership not 100% established.
- Aircraft not de-registered from its country of origin.
- Registration mark not reserved.
- Aircraft not registered in Australia (At the appropriate correct time)
- No Australian Type Acceptance Certificate.
- Type Certificate cancelled.
- Aircraft is a first of type or first of model in Australia.
- Application for CoA not submitted in a timely fashion
- Aircraft does not comply with Type Certificate Data Sheet.
- Aircraft does not comply with all country of original type certification Airworthiness Directives.
- All lifed items are not fully tracked and controlled.
- Log Books are missing or inaccurate. Ensure ALL log books are to hand. Without these and operational logs (Journey Logs) it will be impossible to ascertain an operating history and current technical status. It may also impact on service lives of components/structure.
- Australian Log Books not raised or alternate system approved and in place.
- Australian noise certificate not available.
- Maintenance staff and sub-contractors not adequately briefed on the project.
- System of Maintenance not revised or established.
- Not all drawings of modifications and major repairs are to hand.
- Aircraft Flight Manual missing or incomplete
- Modifications that might require assessment by CASA Engineering or a CAR 35 Engineer
- Electrical modifications incorporated without suitable Electrical Load Analysis being performed and documented.
- Aircraft reweigh report does not carry a detailed equipment listing
The above list is not exhaustive. Any one the above could cause delays during the CoA issue process and are to be avoided wherever possible as a delay means more cost in most cases. PTA cannot be held responsible for delays or costs incurred that are outside its control. Detailed CoA procedural instructions may be found in PTA’s CoA Procedures Manual. PTA also issues a “Progress Report” in an EXCEL format that lists all required tasks and as one is completed to PTA’s satisfaction its details are hidden.
What aircraft types can Alan Jupp issue Certificates of Airworthiness for?
What is a “Dumb Laddie” question?
Strange question isn’t it. Indeed why is it even in the “Technical” category of FAQs? Simple – These are types of questions that often are not asked because the person doing the asking is a tad shy and possible unwilling to admit he/she doesn’t understand a subject or area when it might seem they should. Also I use this approach to great effect when I ask tradesmen “Why do you need to replace part X?”. When faced with this question the answers can be most enlightening and can on some occasions lead to a change of decision (Potential cost saving). This result is of course only OK if there is not potential negative impact on safety of flight.
I own a Light Sport Aircraft – Is it important to carry out maintenance per Manufactures Schedule?
Short answer – YES!
Whilst you might think otherwise and treat the love of your life (Aircraft) like your car its nowhere near as forgiving. And given that LSA are designed and built to a lower standard than normal aircraft one might even argue its even more important to get the beast in tip top condition.
OK its only your backside that’s involved. Or is it? What about the general public, I doubt they would be too impressed if you drop into their lounge room unannounced. And there again what about your family and friends.
Do your required maintenance and servicing “At or before” its scheduled time, not “when you remember to do it”.
Then of course there’s the legal guys, God bless them. Don’t make life too easy for them.
I would like to use a better Maintenance Release than the generic one offered by CASA – How can I do this?
Easy. Give me a call or drop me an email.
I have an “off the shelf” system designed that once we insert your leading particulars it will gain CASA approval with a minimum of fuss.
Where can I obtain legal copies of useful FAA Advisory Circulars?
Easy – Goto FAA web site http://www.faa.gov/regulations_policies/ then enter the AC number you are looking for.
For example a copy of that very useful AC 43-13 can be downloaded for FREE as against paying A$40-$60 for a bound copy.
I own a Light Sport Aircraft, how do I find out what if any Australian Airworthiness Directives apply to my aircraft?
You might be tempted and just ask the import agent who sold you the aircraft or you mate who already operates one and be tempted to believe them rather than dig a little deeper.
Light Sport Aircraft are not exempt from compliance with any applicable AD’s. You might think that by going to a site like the RAA Inc’s you will get the answer. You will certainly get the good oil on OEM SB’s etc but AD’s, sorry but you will not get the full story. You really do need to go to the CASA web site and do a little searching/reading.
In particular don’t forget those nasty “GENERAL” ADs. Then there’s the INSTRUMENT, RADIO & ELECTRICAL ADs. All need careful review.
Would you like a neat little tool to help you in your search for the truth. Send me an email (email@example.com) and for a small donation to my retirement fund I will post you out a CD with a neat little data base on it that does the dead for you. CD includes a Users guide on the dB and should you need it a special program to allow the dB to run if you are not running MSOffice Professional/MSACCESS.
Will that Australian AD dB you mention for LSA do any other types of aircraft?
It downloads the latest CASA AD master table, some 12,500 ADs covering all Australian registered flying machines.
It can be set up to do an AD review for any Australian aircraft from a Glider to a Jumbo Jet.
What are PTA’s hourly rates?
Well this is a leading question.
Truth is I negotiate my charge rates dependant upon the client and the size of the project. I do however only use a standard “Flat” hourly rate approach (Ie: No overtime on costs).
I also offer daily, weekly and monthly rates. All are geared to give the client a significant discount because of the block booking involved.
I also have a low hourly rate for travel. It only applies for projects outside the Perth metro area.
I will in some cases be prepared to offer a fixed quote. This very much depends on the scope of work involved in a given project. However it is sometimes nearly impossible to judge with precision at the outset how long any given project or part thereof will take.
I do however believe in only charging for time actually taken (If on hourly rate option) and to facilitate this I log times in min 6 minute units.
When requested to work outside the Perth metro area I require expenses to be covered and a per-dieum. The per-dieum varies if overseas projects are involved.
For more complex projects I often develop with the client a simply contract where the scope of work and deliverables are defined. This would by default also include the clients obligations and the commercial terms and conditions to be applied.
I prefer a formal Purchase Order be raised but I can work off an email, FAX or letter authorisation.
Terms vary again dependant upon the client. I seek to always minimise my risk. In some cases I may even request a deposit be paid.
What are PTA's BPAY arrangements?
PlaneTorque Australia is pleased to offer its clients an alternate payment method.
Simply go to the following page to set up your BPAY account with us.www.safepayme.com.au/PlaneTorque