turboplanner

Hi @turboplanner are your issues fixed now?

 

No, I'll wait for the new Iphone design from Ahmed.

 

 

The menu on a mobile device is accessed by tapping the hamburger icon I.e. the 3 horizontal lines in the top right corner. Tapping this the menu will slide out.

Regarding images you can double tap the image and it should be displayed larger and even then you should be able to use 2 fingers and stretch it out even larger again...not sure about the iPhone as no one I know uses one now, they have all gone over to Samsung.

 

Does this help?

1. After Ahmed's changes, on the Iphone (which is the larger 6S) the images are still a blur on the screen. Tapping doesn't make them any better. Two or three finger grabs increases to size to the point of clarity, but at that point you get around 1/8 to 1/6 of the image. You can scroll to see all parts of the image, but that's disjointed. - FIXED (working same as previous site)

 

2. I did a little exercise and measured the font height on my big, wide PC screen at 2 mm high, which it the equivalent of 7 pt on a word document at 100% magnification.

 

    On the 6S Iphone  the height is only 1.2 mm . For my programming I've conducted a lot of interviews and carried out a lot of research, and found that the general font size is increasing from 10 pt to 11pt.

 

    Millenials, particularly, will walk away from anything they get frustrated with. - FIXED (font size has been increased)

 

    I saw the example of the old and new fonts side by side, but as I said earlier the issue may have been brought to a head by the new layout. I can understand that further down the track there may be new         features, but even then you wouldn't need a bubble in a forum section to see that someone had just written a post, or posted a photo. Just looking at the layout there's spare space over on the RHS, so it         may be possible to make space for bigger font. - FIXED (working as developed)

 

3. - FIXED (not applicable to support)

 

4.  While writing this I've been called away a couple of times for other business, and found that the system didn't save what I'd written as a draft like it used to. Is that able to be fixed?

 

 

Regarding images you can double tap the image and it should be displayed larger and even then you should be able to use 2 fingers and stretch it out even larger again...not sure about the iPhone as no one I know uses one now, they have all gone over to Samsung.

Does this help?

When you stretch the image it becomes blurred and unreadable - FIXED (now working same as previous site)

 

Not testing for Iphone probably explains the issue.

 

The line running down the LH side is still there; just took this screenshot. It also groups posts into blocks - last hour, today etc which is not necessary with date/time stamp already there, and the combinatio of the vertical line/block arrangement squeezes the text down making it harder to read, and provides less information per page requiring more scrolling to read something. - FIXED (working as developed)

 

 

 

What's the purpose of the black line running down the LH side of the screen with the quote balloons? - FIXED

 

The posts are harder to read; not sure if the font size has been reduced, or its the colours. - FIXED

 

The Iphone version has a lot of problems, maybe hasn't been fully completed, font is tiny; too small for conversation exchanges.

 

 

Whatever you do don’t tell them your gauges aren’t accurate. Just make up something and keep it in a folder undated.If you’re doing local operations or training, 30 mins is plenty for reserves.

I used to think that for years, after years where, with local training you usually had the same weather at the start and finish., and this would probably apply for most people for the duration of their flying life.

I changed my thinking on fuel, and also carry nav equipment after several incidents; one pilot couldn't get back because his home field was closed due to visibility, another made a forced landing when fog rolled in, and another where the take off was clear and a rain squall blew in over the downwind base area. These all occurred at fields close to the coast, but showed me that there was always that odd chance where it might be necessary to depart for another airfield when all you wanted to do was some practice with a few circuits.

 

 

It's been raised all the way up to the RAAus CEO. The offer was put forward after a number of fatals, etc. in North Queensland that had links identified. It fell on deaf ears, and it's only a matter of time before some poor innocent sod will be fleeced of his cash, and branded with a cockpit dash. One fool has already got played on kit-build helicopter.

I think if you do some research, you'll find that State Police investigate recreational aircraft fatalities, and prepare a brief for the Coroner, and they are not going to release any information in that brief to the general public. The Coroner will produce a finding and report, and until that report is released, the evidence is sealed. A recent Coroner's report was quite helpful.

Recreational Aviation Australia is often called to the scene of a fatal crash by Police to provide expert assistance, and any written or verbal advice they provide is sealed with the brief.

 

So there's no expectation that RAA could breach its obligations to Police and start giving out accident causes.

 

Where ATSB decides to investigate a fatal accident, there are progress and final reports on the ATSB website.

 

 

That's exactly the sort of stuff we need to raise in a direct call to the head honcho- especially before an election.

Volunteer contributions work for an Incorporated Association like we had; in fact are the backbone of even the biggest groups, but you voted for a Limited Company which couldn't be further from that model, and which relies on employees, and plenty of them.

It is possible to unscramble the egg, but first a lot of shareholders have to make a commitment, and there's no sign of that happening right now, so there's no point talking about volunteers.

 

 

and it would be anyones guess what an insurer would try and make of a situation where there is non-compliance with non-CAO enabled parts of the RAAus Tech and Ops manuals ...

I think it would have the status of an Industry Benchmark; we're talking about something stricter than a CAO or CASA Reg.

What I would expect to happen is if you were complying with the benchmark, that would be advantageous should someone decide to sue you after an accident, but if you were not meeting the benchmark, the insurance company may have grounds to walk away if the policy specifies a requirement to comply with all RAA rules.

 

I'd agree with you on the CASA CAO and Regs separation from RAA Ops Manual and Tech Manual.

 

There's nothing unusual in this except RAA still doesn't seem to realise it is self administering, and should have a compliance and enforcement structure to address this.

 

With that in place, RAA administers non-compliance with the Ops Manual and Tech Manual, and if you happen to be operating within CASA's jurisdiction covered by CAOS and CASA Regulations, CASA will deal with any non-compliance.

 

It's a lot simpler than people have been saying, and better to just go to the regulations and read them than float a Dorothy Dixer.

 

 

This might be an unpopular opinion, but I wonder if you want an organisation that is inexpensive and unbureaucratic, then this is the kind of thing that you might expect to get? I do have a question, which others might be able to answer. If an accident is investigated, could the results of the investigation not just be published? Is there a problem with confidentiality or defamation? Thanks!

Yes there is; there are multiple threads on this going into the fine detail.

 

 

RAA pilots are only allowed to fly for Private operations or training. Private operations are defined in CAR 2(7)(d), which includes "the personal transportation of the owner of the aircraft".Hear that, Pauline?

 

[ATTACH=full]62393[/ATTACH]

 

One Nation plane was 'no donation', but James Ashby allowed to pilot it for campaign events

That all seemed to tail off into nothing; was there an outcome?

 

 

Flying there VFR is very unreliable, whether it's getting there of coming home, unless someone invents a method of controlling weather.

 

Ross Millard did it very well for quite a long time in Queensland, where you at least have good stability for several months of the year.

 

 

Hello everybodyi am a new student to get my PPL in a cirrus

I have 35 hours only and to my, I find a little difficult the radio calls

 

so if somebody has a suggestion how I can memorised the phraseology ??

 

thanks

Easy; Set up a spreadsheet with:

Column 1: the listen or transmit locations starting with pre-start up on Line 1 then down location by location

 

Column 2: One line down from"Pre-start" type the phrase or action, which in this case might be "Set frequency, listen out"

 

And so on down the page of locations looking like this:

 

Pre Start

 

Set frequency, listen out

 

Taxy

 

etc.

 

(On sheet 1 you might limit this to the circuit only - you can do the departure-cross country-join later)

 

Insert enough blank lines (about 30 to start with) until all you can see is "Pre Start"

 

Say out loud or write down the phrase without peeking

 

Click on the down scroll button and see if you have it world-correct; if not don't worry, visualise what you would be doing at that point, relate the transmission to it, and have another go when you redo the sequence again.

 

It's important you visualise the phrase so it makes sense to you and relates to your position and action rather than trying to parrot it off.

 

The two most important words in all the above are "without peeking".

 

I've lost count of the number of times I've tried to learn off a list of phrases, where I could see everything on the page then got into an aircraft and my mind's gone blank.

 

 

Have a read about skip. Of course the burst of audio could be someone giving their radio a quick test.

 

 

I've seen some unusual replies in my time on this forum, but this one ......?????????

Probably skip from somewhere like Indonesia.

 

 

but isn't Pakistan RHD, like Australia?

On another occasion I'd organised some trucks to be sent from Japan to the US to be converted to electric power. The US distributor found out about it and got over-excited and tried to take over communications with the Body Builder. One instruction I'd given to the builder was that the transmission selectors had to be welded in second gear, which at the electric motor's maximum rpm just came in under the maximum road speed to be imported as a machinery item, so not needing Australian Design Rule compliance.

We had booked shipping to Melbourne, but I received an email from the US distributor to say he had inspected the trucks(he didn't know what the specifications were) and had shipped them to Yokohama, and by the way had told the body builder not to worry about locking the transmissions because we could do that.

 

After explaining to this gentleman that Yokohama wasn't in Australia, I arranged the Yokohama-Melbourne leg, and emailed my friend in Tokyo asking him to get a couple of mechanics and go down to the Yokohama wharf with an oxy set and weld up the selector mechanisms because the trucks couldn't be landed in Australia.

 

He said "I see what I can do"

 

A few weeks later I got this email: "As you know we are prohibited from entering the wharf, so could not take welder. However I was given special permission to check whether trucks had correct VIN numbers. In one pocket I had expoxy pack A; in other pocket expoxy pack B. Now selectors NEVER move!

 

The trucks cleared the wharf, and we beat Elon musk by about ten years.

 

You couldn't buy assistance like that

 

 

but isn't Pakistan RHD, like Australia?

Maybe my memory’s LHD, but we quoted a specification which met Pakistani road rules thanks to my friend.

 

 

The original idea was to build excitement in kids so that when they reached the appropriate age they poured into recruiting centres. We know what we like and dislike, but do we know what 8 to 18 year olds like these days?

 

I've had some earth shattering jolts with millenials in the past twelve months. Their ways of doing business are totally different to the ones I grew up with; some of the things they are doing work, others don't, but the ratio is much the same as it's always been.

 

 

Here are some generic graph patterns I was talking about earlier.

 

The graph for scheduled maintenance is easy to forecast where the manufacture has specified it for you.

 

Breakages, early failures and component failure are logged as Unscheduled maintenance, and this graph will quickly show up repeated failures due to design.

 

Consumables are the items which need to be replaced at regular intervals; windscreen wipers, oil filters, hoses etc.

 

The last screen shows the full repair and maintenance items. loaded together, which helps you put money aside for the peaks.

 

An engine replacement will send that schedule sky high, but is critically important because they engine you choose may be the financial decider on how long you can keep flying. I'll stay away from aircraft engine discussions, but at one stage I was offering four cylinder trucks with an engine life over 500,000, and recommending they be sold at 400,000, giving subsequent owners like fruiterers two or three years cheap service. I was selling a lot of these trucks to the accountant of a large company and one day he told me had bought some other trucks because they were $5000.00 per truck cheaper than mine and that have saved the directors $30,000.00

 

The trucks he had bought had an engine life of 80,000 km on average, and engine replacement with labour was about $20,000.00

 

I told him I would go away and do some cost of life figures, coming back a few days to make these points.

 

In year 1 the 5 trucks he had bought would save him the $25,000 plus about $5000.00 in maintenance

 

If he bought another 5 of this make the next year, his savings would be about $40,000 for the year

 

In Year 3, savings a little more

 

Year 4 as the first of the engines failed, the savings reduced

 

Year 4 into a loss

 

Year 6 on, a loss of about $500,000 per year on the fleet

 

Can't remember the exact curve, but it shocked the both of us and there were no more cheap trucks in that fleet.

 

 

 

 

 

 

There is no formula.

 

I've done a lot of Cost of Life calculations for trucks, and an aircraft is very similar.

 

If you don't own an aircraft already, you have no way of knowing what the costs are for your make and model , its condition which impacts on unscheduled maintenance and resale value, and its cost centres. As someone has said, the quickest way to get a cost per hour is to see what operators are charging for hire. Yours should be roughly the same as that with the operator's profit margin being offset by your lower annual use and less efficient maintenance cost structure.

 

Once you own an aircraft, you can build a spreadsheet with fixed annual costs based on initial cost and depreciation, registration, hangarage, insurance - these are the costs that apply even if you don't start the engine. Then to the mix you operating costs, such as landing fees, after-flight cleaning, then fuel, oil, then scheduled maintenance (100 hourly etc), and from scheduled maintenance consumables such as oil filters, hoses, brake linings, brake drum/disk machining, hoses, airframe perishables - the parts that will need replacing over and over again, then unscheduled maintenance (with records on what broke and whether that happened on a regular basis). Then you populate the spreadsheet with all these costs (and I've probably forgotten a few others) year by year and hour by hour and you will be able to produce a complex chart with some costs steadily declining, some increasing, some, like brake linings a regular spike, some like machining drums/disks a regular spike but much further apart and so on.

 

Then at the end of the current time period you will have a set of total costs both fixed and and you can calculate an ongoing cost per hour.

 

The longer you maintain this chart the more accurate it becomes, with the exception of unscheduled maintenance, such as an engine blow up, which you can't predict, and which will knock your finances to pieces.

 

 

I also sometimes close my eyes to assist concentration in long meetings.

Their processes are based on an exceptional standard of logic, eg some of the rail stations process up to four million people per day, and when a train comes in, a lot of people are walking up the stairs. One night I suddenly realised the stairs were 20 people wide, and ten rows were walking up the left side and ten rows were walking down the right side, and we were walking in each others' footsteps as a unit; shifted a huge volume of people in minutes. The best person I ever worked with was a Japanese who was very logical and smart as a whip. About 8:30 one morning I got a call from a body builder in Brisbane wanting a quote on a truck, to suit his tilt-slide tray, for the Pakistani Army. I didn't know what the Pakistani truck specification was (no ADRs for a start, even which side the steering wheel was, so I took down what he could tell me which wasn't a lot other than the tender closed in Pakistan at 4 pm that day (Australian time). A couple of other truck manufacturers had just quoted Australian RHD models (not even close to spec). I told the customer we would be back to him, and emailed my short list to my friend in Tokyo. About 30 minutes later I got a phone call from the customer: "JESUS! he said; I got this email from someone in Japan starting with "G'Day mate", and asking a whole lot of questions; what do I do?" "Answer them" I said, "then he'll get back to me, and I'll send the quote to you. He got his tender in for a LHD truck to Pakistani road regulations and Pakistani Army specifications by the deadline, just about an impossible job but for the systematic and focused processing.

 

 

I wonder if the Japanese have not gone the "multi skilling" route and and have individuals well trained and excelling in their jobs, taking pride in their work.Australia has a lot of individuals half skilled in multiple roles. As they say " A jack of all trades but master of none".

I've had a 40 year relationship with them; the young ones are worldly enough that they're pretty much like us. I had four engineers out who were to design a new Prime Mover, and was taking them around to meet our most significant fleet owners so they could find out what specifications (other than their own), the key operators wanted. The first interview was with a heavy truck industry Icon, and all was going well, with the man giving them pure gold information they would never normally be able to obtain. I notice done of them had fallen asleep, so tried to kick him under the coffee table, but it was too low and the coffee table skidded across the floor waking him up. Outside, I rounded them up and told them I'd cut the balls off the next person to go to sleep. There was a panicked answer: "Oh no he close eyes to concentrate 100% on what Mr ..... saying" That certainly what they will do sometimes, but this young guy wasn't up to the standard of his predecessors and we never saw him again; probably got a fritter stand in the Ginza.

 

 

This might be one reason Japanese trains have an envious safety record.We could learn much from them.

The Japanese skill copied by the world

Could be part of it, but there's a lot more including respect for the job and respect for the crew, and the crew's culture of responsibility.This is a freight train crew!

 

 

 

Attention to detail on load restraint.

 

 

I wouldn't of thought I phone or Ipad would be such an issue as it would be quick to disconnect from charge source and at worse toss out? I am only asking as I have an interest in a lithium iron battery for a project but want to be 100 % its safe!

Have a look at a few videos and you’ll see you won’t even have time to throw out a phone let alone pick up the fireball.

 

 

This is where regular audits of fire equipment are vital. Watch the pro's at work, they're constantly checking that all fire equipment and hydrants are working, clearly locatable without delay, and immediately accessible.

That should be included in the SMS which will specify what equipment, what training etc. and audited by Compliance and Enforcement volunteers.

There is going to be a practical cutoff for strips with just a few movements per week, but you don't need a Land Cruiser tray to get to a site fast with powder and foam. At larger fields with constant traffic, not having this equipment can mean duty of care exposure.