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We are talking of 2 different procedures. Bruces Protocol is the stress ECG type used in Aviation Medicals TOO often and not good with older people. 7 stents is way above the normal number. Angiograms inject a dye that show arterial restrictions and has some risks associated with it. Stents are often inserted at the same time as it's convenient to do it then. You have to cut an artery to get in there. Nev

Dunno. You can't edit anything here after 15 minutes, so that could be tricky

....hookers and alcohol,,,,he had to think quick now so he............

Wow cheers from Bull mates,,,,,,is you know just asking any coin attached to this AO thingy?

I was Particularly referring to the Inadequacy of the Often recommended Stress ECG in predicting Cardiac events. Many of these events DO give warnings. Nev

.... asking for their money back. That is never good when you are a One-Man-Show and when the takings have already been spent on .....

The Stress ECG 3 months before the Incapacitation was no Predictor of the Heart attack and never is IMHO.. There's plenty of evidence of Pilots dying of a heart attack not long after doing the Test. Nev

If you've had an inspection and FOUND NOTHING Its's NOT a very satisfactory position to be in, with the ONE control you cannot do without. HE Knew it wasn't right the day before.. I'm suggesting this to be the case. as I cant see him ignoring IF a fix had been done. (Not JUST an inspection.).Plenty of failures are intermittent.. Plenty only show up when it's cold after flight at High altitude.. (as an example). When you have High time on a Plane you get to Know a lot about them. I had the elevators Jamb and landed on stab trim. I've also had stab trim jamb but at a different time and caused by Incorrect Grease on the stab trim Jack screw FREEZING.. Something we knew More about. Nev

The ATSB has released its final report on this crash, and have concluded that the crash was caused by pilot incapacitation, more than likely related to a severe gastro intestinal infection, which infection had stopped the pilot from flying the previous day. While the pilot claimed he felt better on the day of the crash, the ATSB has concluded he was still quite unwell - and coupled with other factors such as a possible lack of hydration, and prescribed medication being taken, it was highly likely all the events combined to cause the pilot to faint at the controls. Fatal plane crash in WA's Midwest likely caused by medical episode, ATSB report reveals - ABC News WWW.ABC.NET.AU A report by the Australian Transport Safety Bureau reveals the pilot of a fatal crash in Ogilvie likely suffered an "incapacitating" medical episode. Collision with terrain involving Cessna 150M, VH-WWU, 40 km north-west of Northampton, Western Australia, on 21 March 2025 | ATSB WWW.ATSB.GOV.AU

NEWS FLASH - 1root uses the word "opprobium" twice in one NES post. What a w ................ inner

A good spot may be in 'Resources' title Rotax 912 parts suppliers by Danny. Just a thought.

I can recall being on a Virgin flight from Perth to Brisbane and we boarded, were pushed back, got out to the taxiiway, and the aircraft halted. The Captain came on the PA and announced he was going to have to hold off on the takeoff for a short time, while he organised some adjustments in the cockpit. A LAME came on board promptly, spent about 5 mins in the cockpit, and then left. The Captain then announced the adjustments had been carried out, and we were going to take off shortly, and thanked us for our patience. We departed promptly and had a good flight. I couldn't even begin to guess at what control in the cockpit wasn't performing to the Captains expectations, but I was pleased he was careful enough to get the adjustment carried out to his satisfaction.

.....Terse Code, with the leading capital "T" used as a nod to Turbo's input, and the word itself well known as the definition for sparseness in the use of words. What wasn't well known of course, is that Turbo is also a man of few words, so when he speaks, one has to ensure one doesn't miss a word anywhere. This character trait long ago deemed him entirely unsatisfactory for the primary qualification required to become a politician, so Turbo was denied a life full of excessive pay levels, free bar tabs, free business-class travel, and lots of kickbacks, along with general public opprobium. However, Turbo made up for it, by going into the business and corporate world, where excessive pay levels, free bar tabs, free business-class travel, kickbacks, and general public opprobium still ruled, so it was all good. Turbo appeared as the primary speaker at a major conference one day, and after he cleared his throat, he launched into the start of the talk with a joke, as all good public speakers do. However, due to Turbos trait of using as few words as possible, he told a one-line joke, and condensed it into 3 words - which left the audience scratching their heads, and..........

Just having a "gut feeling" about the safe condition of an aircraft doesn't seem like a satisfactory reason to refuse to fly it. I would've expected a professional, practical reason for the refusal.

.... that the AUF Morse Code Sub-Committee (the MCSC) had put a motion on this to the Board, a very slick & professional proposal had been received from Turbine Blechley Park Code Breakers and Makers Inc, which was basically to simplify the Morse Code by removing all of the dashes as a money and time saving initiative ("The dashes are a pain in the bum, and very expensive, plus are harder to carry around, as they are many times bigger than the dots" said Turbo in a promotional video), and it was proposed to rename it the .......

It's pretty $#!t Form. Not very professional or ethical. That's why He's an Ex friend.. Would he have made a PA informing the PAX and Flight attendants that He was flying a plane another pilot had just refused. Would the Safety Authority Approve that if it was brought to their attention? Nev

Got it.

An EX-friend of mine volunteered to fly a Plane (Commercial Airliner) that another Pilot had just refused. . Nev

I should have said Light aircraft and also U/L's have a limited required (slow) stall speed which helps reduce risk. Nev

Most planes don't glide as fast as WW2 Fighters Must to maintain control. Nev

STOP PRESS - Eean has seen fit to nominate Turbo, oneroot, bull and Cappy for an AO, each, next January, for services to the NES. Thank you Eean. It is well deserved.

For those of you who hold the quality control of AVgas in high regard the following article might temper your beliefs. I'm not sure if standards were changed or adopted as a result of this. Trust but verify is a pragmatic approach & knock sensors might be relevant. https://www.atsb.gov.au/publications/2001/sir200103_001

Knock detection allows a safe way to operate closer to detonation limits especially with lower quality or variable fuels, and also could allow for the detection of a bad batch of fuel on the ground with an engine run up. As has been suggested, knock detection goes hand in hand with digital engine controls which on automotive vehicles add a cost of far less than $100 per engine. Digital systems can and do operate engines far more reliably and intelligently than people and the ongoing reliance on manual engine control is a blight on the industry. There is no reason for FADEC on a plane to cost significantly more than automotive systems or to be anything but standard, however we are where we are through well intentioned but poorly implemented policy controls. It's also worth pointing out the knock and preignition are different beasts. Knock is detonation of fuel air mixture where the chemical reaction is propogated by a shockwave rather than a flame front. Preignition is where something other than the spark is igniting the fuel air mixture, such as an overheated exhaust valve. Both can ruin your day, however it's important to understand the distinction. Knock sensors will detect detonation but not preignition (unless the preignition then also creates a detonation event) There are a number of controls that can be used to stop knock. Making the mixture richer Cooling the intake charge Retarding ignition Octane enhancers such as water or Water/methanol Reducing manifold pressure. Running rich of peak is safer for sacks of meat because humans can't effectively juggle the variables in real time in a consistently manner. In short, digital systems have operated engines for the last 40 years lean of peak through all phases of operation far more safely, reliably, efficiently and at higher power levels than people can. The question is, can we utilise some of the technologies developed in the Automotive space to make flying safer? Knock sensors are a baby step with limited gains however it is an important functional sensor for safe engine operation. For those concerned about the octane ratings of lean vs rich fuel mixes, water injection also can increase the RON by 25 which if implemented would provide significant safety margins for METO operations. It's not new technology, the Germans in WW2 used it effectively to compensate for their poor quality fuels. It's also available, far less toxic and cheaper than Tetra-ethyl Lead. It's also cheaper to retrofit than an engine rebuild. https://pmc.ncbi.nlm.nih.gov/articles/PMC6389520/

When everything old is new again? Seems a lot of problems of this subject has solved many times over. Fadec is talked about in newer aircraft, the FW190 from a couple of years ago (80) had a single lever throttle/propellor. The mighty Constellation had a very complicated engineers panel that involved all sorts of trickery to delay detonation on the Wright compounds. Water injection was involved in a lot of WW2 aircraft to delay detonation at higher power settings. Even lean of peak is not a new thing with Lindberg teaching rookie pilots how to get more range from Pratt 2800's in Corsairs during the pacific battles.

If it's a Boeing, I ain't going.

A 27-year-old pilot has died in a helicopter crash in Far North Queensland. Emergency services launched a search and rescue operation after the Robinson R22 helicopter failed to return to its homestead at Yagoona near Kowanyama at 7.30pm yesterday. The Australian Maritime Safety Authority Challenger Jet and Rescue 510 helicopter were deployed to search for the missing aircraft. The helicopter was found at 8.30am today about seven kilometres south-east of Yagoona. The pilot was the sole occupant of the aircraft and he has not been formally identified. The Queensland Police forensic crash unit will prepare a report for the coroner. The Australian Transport Safety Bureau is also investigating.