old man emu

Work Health and Safety Act 2011; Part 2 Division 2 Section 19 (3) (f)

A person conducting a business or undertaking must ensure, so far as is reasonably practicable:

f) the provision of any information, training, instruction or supervision that is necessary to protect all persons from risks to their health and safety arising from work carried out as part of the conduct of the business or undertaking,

Work, Health and Safety Regulation 2017; Chapter 3 Part 3.2 General workplace management

Division 1 Information, training and instruction

39 Provision of information, training and instruction

(1) This clause applies for the purposes of section 19 of the Act to a person conducting a business or undertaking.

(2) The person must ensure that information, training and instruction provided to a worker is suitable and adequate having regard to:

(a) the nature of the work carried out by the worker, and

(b) the nature of the risks associated with the work at the time the information, training or instruction is provided, and

© the control measures implemented.

Maximum penalty: (a) in the case of an individual—$6,000, or

(b) in the case of a body corporate—$30,000.

(3) The person must ensure, so far as is reasonably practicable, that the information, training and instruction provided under this clause is provided in a way that is readily understandable by any person to whom it is provided.

Maximum penalty: (a) in the case of an individual—$6,000, or

(b) in the case of a body corporate—$30,000.

The Queensland WH&S Act and Regulations are the same as for NSW.

I'd say that DreamWorld is up for a minimum of $60,000.

But that was my point in advising my clients to document and record. How else can you prove "suitable and adequate" or "readily understandable"?

Ships everywhere these days in the "corporate" world Emu. Didn't you know?

I sent to following to the organisations for whom I conduct management audits. I think the message is well worth posting here.

DreamWorld and the Importance of Records of Training

There is a Coronial Inquest being conducted at the moment in Queensland into the deaths of four people on a thrill ride at the DreamWorld theme park in 2016. The evidence already given to the Inquest should be ringing alarm bells and waving warning flags in the face of every organisation that has a legal responsibility to safeguard the safety of persons (Work, Health & Safety) and the environment.

The evidence so far is pointing to a corporate culture in which training (in this case, of safety related matters) is haphazard. There also appears to have been no documentation of the content of the training topics, nor of the successful completion of the training by recipients.

Earlier, a former Dreamworld employee described witnessing an incident in which four rafts collided on the Thunder River Rapids ride over 15 years before the tragedy on the same attraction in 2016. Joe Stenning was beginning a shift as a deckhand on the ride in January 2001 when the empty rafts collided, forcing one to flip over. Mr Stenning said he couldn’t recall if he underwent any emergency training or retraining on the Thunder River Rapids ride after the incident.

The Inquest heard Dreamworld staff had openly discussed among themselves their desire to undertake emergency drills, a Queensland Inquest has heard. Training and compliance officer Amy Crisp told the court that emergency training was something staff were keen to receive.

“It was something that as operators we talked about wanting,” Ms Crisp told the Inquest. “It was just in conversation with other operators that there was an operator that used to work at Movie World and at Movie World they did things like this.” Ms Crisp is just one of several staff to tell the Inquest that not only had she not undertaken any emergency drills at Dreamworld she also had no CPR or first-aid training.

What has this got to do with Environmental Management?

Quite clearly this Inquest has brought into the open the fact that, if an incident occurs that gives rise to an inquiry with legal ramifications, either criminal or civil, then the inquiry will place a great deal of reliance on documentation of procedures and records that show that persons required to carry out those procedures have been adequately trained (including exhibiting their competence in following the procedure).

During audits conducted by Shark Consulting, attention is paid to the existence of this documentation, and related records. At previous audits, the focus has been on the practicalities of environmental risk management, and not so much on the documentation and records. This previous focus has proved effective for most client organisations.

Commencing with the 2018/2019 triennial independent audits, the focus will be on documentation, training and records. Not because these things are niceties, but because these things are an organisation’s insurance policy if it is drawn into an inquiry having legal ramifications.

He burnt Phil!

The higher compression ratio engines are just the result of normal engine development over time. Don't forget that the air-cooled aero engines are virtually the same as stationary engines used to power farm pumps and the like. They develop their power by having large diameter cylinders and corresponding large diameter pistons. Engines like the Rotax have smaller diameter cylinders, so to get the same or better power production, the engines need to spin faster, and to do that a higher compression ratio is needed. Along with a higher compression ratio comes the risk of detonation, so the need for high octane fuels arises.

Remember way back when we used 80/87 in small Lycomings and Continentals? It seems that once the power rises above 120 HP the compression ratio gets to 8.5:1 and from there on up, 100LL is required. Below 8.5:1, 80 octane is OK.

https://www.lycoming.com/sites/default/files/SSP-110-1%20Certificated%20Engines.pdf

OCTANE NUMBER:The octane number of a gasoline has little to do with how much power the engine will make. Octane number is the resistance to detonation.....

Octane Number is simply a means of comparing samples of fuel with each other by comparing the resistance to detonation of each sample with a standard fuel. The standard fuel is a mixture of Heptane and Octane where the percentages of Heptane and Octane are known.

Thus 94 "octane" fuel has the same anti-knock response as a mixture of 94% pure octane and 6% pure heptan.

This string might be finished, but you've got to start another to tell us about your experience building your plane. The first entry will be to tell us that your order has been confirmed and the expected date of delivery.

Ever been dive-bombed by a magpie?

To parachute in, as in The Board had to parachute in a management guru to fix the problems with administration.

Don't call me Shirley.

Morning Neil i am a microlight pilot that did my training in south africa. Been in aus for few years and just bought my own trike ;want to get back into saddle

I wonder which member of the ground crew failed to pull out the safety lock on the seat before releasing the aircraft for use.

The larger plastic bag is for putting all the broken bits in one evidence bag for later examination.

It's 360 nm from YSCN to YMMB. Have you ever thought of getting yourself an RAAus plane and flying yourself back and forth?

Either one is OK by me. This will get me hate mail, but I think there are some having difficulty coming to grips with the concept of remote controls for their TV.

Rules for buying an aircraft:

1. Find one you think that you would like to buy.

2. Pay a qualified and experienced aircraft maintenance engineer to travel to the aircraft and conduct an in-depth inspection of the aircraft and its records.

3. Based on the engineer's report, either walk away, or enter into commercial negotiations.

Well you got home safely, thanks to CASA's Safe Skies policies. 

Now we know why the announced forum outage did not happen.

There's a hospital in London that has a falconer on the books who sets his bird onto the pigeons when a medivac helicopter id due in with a patient.

What a falcon good idea!

Re the abandoning of northern Australia, or the "Brisbane Line" controversy. Here is what a reliable source has to say about it:

https://www.awm.gov.au/articles/encyclopedia/homefront/brisbane_line

As to Japanese atrocities towards POWs. I think that the Japanese used conscripted Koreans as POW guards. The reason may be that the Koreans were a conquered people, but not European, so could be conscripted to do tasks that were undignified for the Japanese to do. Also the Koreans would not be expected to fight for the Emperor with the ardor the Japanese had instilled into them. The Korean guard units were ultimately commanded by Japanese officers, and these officers were the ones tried for war crimes. Liberated Australian POWs walked past the Koreans guards without even offering them the recognition that  they were worth the effort to suffer retaliation.

:offtopic:

We are getting stuck on the aircraft of only three of the belligerents. What about some of the Italian fighters. Or Russian MIGs. Don't forget the CAC-15 which was a pretty prototype.

You also have to take into consideration the different uses that the Hurricane, Spitfire and Bf-109 were put to in the BoB.

The Bf-109 ( and Me-110) were used as bomber escorts. The Spitfires, whose performance was equal to the Bf-109, were tasked with drawing those escorts away from the bombers. Once that was done, the Hurricanes could home in on the bombers and chop them up. No doubt the people on the ground saw the actions involving the Spitfires and Bf-109s as exciting duels, whereas the attacks of Hurricanes on the bombers were more like sharks attacking a sick whale.

There is also the fact of the place where the fights took place. The British were fighting over their own territory, so they could force land anywhere without becoming POWs. On the other hand, the Germans nor only had to get away from British territory, but cross the Channel. It's 55 nm from Maidstone to Calais by straight line which would take about 10 minutes at 300 kts.