turboplanner

Self reporting saves them money. They have to encourage it. It sits strangely with their general Infringement Rule of Strict Liability. One extreme to the other.This putting the undercarriage down thing is pretty basic. CASA have had a bad record of it with it's own pilots. They could claim lack of experience often which is not available to professional charter at RPT folk. Anyhow that would be BS.

I have always said IF it's important enough for you, you WILL give it the required attention. This is a self discipline thing. Having the gear down and locked stops expensive scraping noises which can also be dangerous. Fire etc and directional control, plus .. would YOU give this bloke a job? as in your professional standing. You can't just shrug it off..

 

Sterile cockpit should cover the situation where the plane is on the approach. ie NO non operational distractions at critical phases of flight.. Amend the Operations Manual first of all and.... You do it at a funeral. Turn the B... Thing OFF Nev

Did you bother to notice that was the second gear up landing and they had not finished investigating the last one ! Why investigate the last one and not this one !It’s very obvious if you listen to seven news interview or read the newspaper article !

So what caused the mishap ? failure to put wheels down ! That’s quite a significant mistake showing failure to check ! He is commercial not private !

 

Big difference !

 

Should have banned himself from gear up landings not just phone calls !

You might like to check the Self Reporting policy.

Simple gear up landing with a lot of damage (rear prop strike etc)

Channel 9 Melbourne sent someone down, and unless they got it wrong or Darren Chester didn't know what he was saying, he insisted the incident be handled as if he was any other citizen, the pilot self-reported to ATSB (not OH CASA AGAIN!) that he got distracted by using his mobile phone, and had banned himself from doing it again, and ATSB followed the decades-long convention with self-reporting and are not taking any action.

'Wheels-up' landing puts air safety minister's flight in perilwww.theaustralian.com.au/national-affairs/wheelsup-landing-puts-air-safety-ministers-flight-in-peril/news-story/121e31aa70ad1cc1e45e4fc8dd9b5502

6 hours ago ... The cabinet minister responsible for air safety was involved in a “wheels-up” landing after the pilot became distracted by a mobile phone and failed to lower the landing gear, in what the regulator dubbed a “serious incident”. Transport Minister Darren Chester was travelling in the back seat of the light plane ...

If you cut right back to the beginning of this; this guy did everything right to prevent a fatality.

He engine failed, he was not flying over country where the only alternative was a fatality, so he's well off the bottom of the historical pack, he picked a possible landing site, he kept the aircraft flying at glide speed all the way down, and that put him in the position of landing on whatever terrain he was dealt at touch down speed, and so maximising the result of not being killed, and not being seriously injured.

This guy hit the bullseye for smart flying.

https://www.youtube.com/watch?v=5X7wXiTvYzc

older helmets were definitely poorly designed and constructed - a doctor once told me to leave the strap undone so it would fly off in an accident - he reckoned my chance of survival would be higher that way - he went on to say that a lot of fatal motorcycle accidents were caused by broken necks and he blamed that squarely on heavy helmets

I'm not sure how you would judge the g factor; much like the old story of putting your hand on the windscreen to save it from being shattered by oncoming stones; you never knew whether your hand saved the screen from a stone, or whether it shattered because the stone was too big. However, with the advent of full face helmets, which were flat on the bottom, high density foam "Horse Collars" which kept the spine stretched and restricted neck movement were introduced into racing in the 1970's and now there has the Head And Neck Support.

these days most 'good' helmets are made of much lighter materials, the best ones are made of carbon fibre. the major problem is simply G forces to the brain - it doesn't matter how good the helmet is, if the head inside the helmet gets a 10G force applied to it (or a lot less I would imagine) the brain simply can't withstand that kind of punishment, mainly due to the fact that it is a squishy soft thing inside a bony structure

btw, as a Drifter driver I do wear a quality helmet (not the old white one in my avatar) - the thing that scares me about pranging in the Drifter is the removal of said head due to going through a barbed wire fence at speed, or a big level vertical impact that could damage the fuel tank located under the fuselage....

when it comes down to it, if you spend your life worrying about what might happen to you (people die falling off ladders!) then you'd never get out of bed!

 

BP

You also cut yourself off from quite a bit of sensory awareness, the more you wear about your head. Hearing. peripheral vision ability to move your head etc. It's not all plusses and we don't fly fast pre and WW2 fighter planes often which have much higher levels of "ground" high force (inertia) events likely. Safety measures have to be effective and well proven before strong recommendations or rules should be made about their implementation..Nev

It's OK to laugh at yourself, but not have clowns laughing at you. The man has lost his aeroplane through a mechanical fault and deserves a bit of sympathy not a lot of stupid smartarse, "how good am I ?" remarks. I'm disgusted with the lot of you.

No wonder Nicola Sturgeon is such a sourpuss, eh.....Mind you, the other lot would have done the same if they'd got the chance.

Bolshy lot you Aussies, aren't you. Start a punch up out of any old thing. Pity you aren't full of peace and karma like us Poms

It seems Cumberland had a hissy fit that day.

Bolshy lot you Aussies, aren't you. Start a punch up out of any old thing. Pity you aren't full of peace and karma like us Poms DO NOT talk to me about cricket because then there will be trouble.

.. was n't Mein Kampf such a written strategy ......................... that proved a bit deficient ?

Thanks. Yup, remember it now. Strange though, whilst the incident report refers to the right rear prop reversing pitch, many of the pictures of the XF-11 show it with only one prop per engine. Perhaps those pics are mis-titled and the tested XR-11 didn't use the twin axial props?

Heah we go..........Hughes XF-11 - Wikipedia

6000 horsepower....720 km/hr........8000 km range

The rules imposed by virtue of the agreements (is there a current agreement regime or is CASA just handing over the dosh) with RA-Aus and GFA these organisations have re-written Ops and Technical manuals which have imposed expanded regulatory regimes on members. If the GFA leadership spent more time flying and less time writing rules the GFA would be in a healthier position. An end result of this is, for example, members can be turfed out of the organisation for bringing the organisation into disrepute, not a breach of any aviation regulation. And then there is the mess that has been created for maintenance organisations by new regulations not to mention the complete inability to reconcile the 1988 CAR and 1998 CASR into one comprehensible document.

Group 1

Rules imposed by Organisations (such as RA-Aus and GFA) which include rules such as bringing the organisation into disrepute, and rules which are not a breach of any Australian regulation, are required by law to include Natural Justice All of this, making new rules, deleting rules, changing rules, providing natural justice is within the voting powers of the members convoluted as they now are. Following some previous comments, I read the articles of the GFA very carefully. I don't want to say anything publicly on that.I'm not telling anyone anything new by saying the member environment at present has to change before the current situation can be changed.

Group 2

The GA rules are just unnecessarily hard to follow; while a lot of potential changes have been discussed, in some cases for decades; compliance with ICAO regulations has had more on the ground effect both here and in the US. Anyone who doesn't like ICAO rules should be lobbying at the ICAO level, which these days of online communication doesn't have to involve a million dollar a year airline account.

Turbo your moniker is interesting: "Strategy can compensate for lack of talent but talent never compensates for lack of strategy."In retort others have made these observations:

“Strategy without tactics is the slowest route to victory, tactics without strategy is the noise before defeat.” —Sun Tsu, Ancient Chinese Military strategist

 

“However beautiful the strategy, you should occasionally look at the results” – Sir Winston Churchill

 

“Any intelligent fool can make things bigger and more complex. It takes a touch of genius – and a lot of courage – to move in the opposite direction”—Albert Einstein

 

and best of all

 

“We don’t like their sound, and guitar music is on the way out” —Decca Recording Co. rejecting the Beatles 1962

 

So before blowing people off take a minute to think about this:

 

“There is nothing so useless as doing efficiently that which should not be done at all” —Peter Drucker (the father of modern management theory)

Nevertheless, it was an extremely complicated design from an era when prototypes frequently took out test pilots.

I loved the precision of his project, but it reminded me of the Howard Hughes contra-rotating prop aircraft he force landing into a Holywood Rooftop - brilliant speed but so many things spinning at once that any bearing cold take out the whole show.

Already are. Have been for several years but that's for privately owned aircraft being used for recreational purposes. $385 between 10 an and 2 pm.Otherwise $15 for business, commercial or private outside those hours. If his company owns the aircraft it's OK and if he flies in early it's OK

The point is that the road in question is a mountain range road, single lane, blocked by landslides, traffic accidents or similar about 4 or 5 times a week. Enough blockages that it has an SMS service which you can subscribe to which tells you when it's blocked and when the traffic is limited and when it clears. I subscribe to it as I have to take that road to my home airport.

 

The other ridiculousness about his case was that after the initial court case where the complainants said his noise would cause problems ( before he had even built it or landed there once. But after the outcome was formalised they then asked for him to be made to submit a log each month of take offs and landings. And when asked why they admitted they couldn't hear it well enough to know when he was taking off and they needed to be able to tell if he was following the rules.

When all else fails look at the Planning Scheme applicable to the property. Curiously enough IT says what can and can't be done, yet time and time again, owners get sucked in to discussions with objectors who haven't done a stitch of research, the Council is called and someone who commutes from another town starts "negotiating a solution" and before you know it the owner has agreed in writing to conditions which have no basis in the Planning Scheme.

Not sure if this is related but my outside left tyre wears the most.I'm thinking it is from scrubbing on take off with the engine trying to pull to the left and I'm feeding in right rudder/steering.

Not a jab aircraft or engine I will add.

Yes, I would sit there and take a very close look at where that wheel might articulate for any given weight, or thump on to the runway, and compare that to the wear pattern; you might be lucky enough to pick the problem point where an adjustment might work. (However as SSCBD said, don't forget the factory first because they may have dealt with multiple examples and have the answer.)

It's interesting that three point harnesses crept into aircraft; they started as a means of coaxing Americans into cars, and some were attached to the door so those traumatised by the spider web problem of how to get into the seat could be tempted in.

There is very little difference in weight between three point and four point, but the retention of the body is much much better. The anchor points are usually the weakest point as you found, the belts being quite able to slice you up. The car industry resolved that problem. and I suspect the aircraft industry could set some similar standards, however:

1. Cars are designed for head on crashes, and while this can happen in an aircraft too, you are just as likely to have the big impact in any of the three dimensions, but I would think the survivable impact g force would be less than a highway 100 km/hr collision.

2. Most overturn aircraft accidents are tumble over-nose or over-wing and nose, and quite a bit softer and slower than a car rollover.

It's all quite possible though.

Not sure how some think this accident is a joking matter.

Point taken

If there’s another Jab getting good tyre life you could check the angle on that.