turboplanner

I have the same reservations as you Clansman, but it is comforting for the family, and I don't think it does any harm because they are the ones dealing with the shock, usually not having experienced it before.

I really hope ATSB decide to investigate this one because it involves a similar product to the one Heon crashed in, and although this is purely a theory of mine, if it turned out to be an engine failure and subsequent stall, I'd like to see some study on the effect of immediate loss of thrust from a high mounted pusher prop; I'm of the opinion that the immediate short term result might be a nose-up requiring a very fast response.

No, not in a forum environment, needs a powerpoint sequence, and about 250 hours of preparation.

.....suffer from abrasions, which Major showed me, when......

There is a culture and attitude trend on some of the crashes which could be reduced.

That's at least some relief

.......maggots, because.....

Turbo had kept this quiet, but now that Major has let the cat out of the bag so to speak, Turbo has photos of his taildragging if anyone wants them.

Major Mission with his tail dragging..............

.....want to discuss why he talks about sniffing fruit......

Back on the trail of Captain's ancestors, Turbo stopped off at Airlie Beach for a relief break and was confronted by this:

Here's the link

https://www.youtube.com/watch?v=y0hj8h3IoxY

How much more accepted would Human Factors be with this added as a study subject.

The life's decisions role playing rings so true and applies directly to safer flying.

I've experienced the denial response which delays reaction time from 25/100 second to two or three seconds, when I was doing quite well in a championship race and from my peripheral vision at around 130 km/hr saw a rear wheel moving forward ahead of the chassis. A radius rod had broken and instead of instantly shutting down to prevent the car being thrown into the air, I lifted off slightly and the wheel went back then opened the throttle slightly and the wheel went forward, and finally the light bulb went off that my race was over - only took about two seconds for this to happen but if the crack had been at the front of the radius rod I would have been airborne.

Diverting someone's attention was also well explained by the hit in the nuts.

His explanation of when someone has a gun pointed at you (clearly ahead of your ability to draw your own gun) stepping aside and drawing your gun and shooting him before he has reacted (because of the attention diversion) has parallels in the things we do flying to keep ahead of the aircraft, acting by subconscious before something develops rather than chasing it after it has already developed.

Maybe this thread should be retitled "Human Factors - Here's something to talk about it" so it comes up in searches better

Thanks David, that's the professional way to do it.

This document now confirms the concerns of a considerable body of members and paves the way for other Clubs and groups to join them in actually doing something which will improve the situation.

http://www.heraldsun.com.au/news/national/south-australian-pilot-killed-in-light-plane-crash-in-queensland/story-fndo471r-1226518584306

He flew a SeaRey.

He probably knows that Rick so that's OK, we both have tried to do an objective assessment of the situation.

Again, what's the bloody mystery? doesn't the Club want anyone to know its concerned?

This is a classic case of divide and conquer - if Clubs had the guts to stand up and speak in their own names the fixes and personnel changes would come thick and fast.

Rick, in the Pilot Notes (minor or no injury) from May 07 to Mar 12 (about half the magazines) there were 8 Rotax 912 engine failures which required forced landings.

These were:

1 Carbs overflowing

1 Vapour lock

1 engine failure, no cause specified

1 oil leakage around filter

1 spark plug fell out

1 circlips

1 oil pressure

1 tailpipe separated late final

You could probably put down all but three of these to obvious maintenance issues,

I'm yet to do the other half of the magazines, but if we were to double the figures, then the Pilot Notes forced landings for a month under five years would sum up as:

Jabiru: approx 70, mostly mechanical failure

Rotax 912: approx 16, mostly poor maintenance

That's a rough guide, but I'm working through the spread sheeting and will eventually have exact numbers and exact causes on the published reports.

Pretty consistent with what some of us have been saying for 18 months.

150 members eh? wonder whether more than 10 voted.

The ""letter" is anonymous, and not addressed to anyone; it carries no weight at all

Why is it that the Members who are the owners of the Association and stand to have to perhaps shell out a lot of their personal money/cease flying because they simply stood back and knowingly let all this happen (that's the Association's owners, not the board members and not the employees), and still circulate anonymous stories - that won't cut it as formal communication to anyone?

Major, in Las Vegas it was "Oh, your from Australia, here's the key buddy, off you go", and when I said "No, you're coming with me to do the radio, and he reluctantly got in while I was doing pre-startup checks, he said "What in HELL are you doin. let's go, let's GO!"

Hey Bruce, I just saw it on a facebook page and thought it was a good reminder.That guy in the 206 was mighty lucky it didn't hit the prop! I always make a habit of removing the tow bar... the tow bar remains in the hand when it's attached to the aircraft... is my point of view.

Kaz, the V115 fuel tap has big engraved "ON", "OFF" signs; I still managed (because the previous pilot left the fuel turned on) to turn it to "Off", very fortunately on the long taxy to the Moorabbin Holding Bays where the engine stopped.

Two guys in an executive jet in Germany left the gust lock (which I imagine would have had a draped red ribbon in the control column), and couldn't work out what was wrong as they stayed on the ground not only to the take off point but off the end of the runway and into a nearby industrial zone.

So I like Tomo's safety valve.

I've always pulled the shoulder harness down tight whenever I pull on to a race track, so firstly it's at maximum tension in case I forgot, but also that the harness is done up.......which is wasn't one night.

....kept going until the battery failed on the flashlight, and then I couldn't see a thing..........

Meanwhile the expedition into the roots of the Rat, Lockedsock, Brine and a few others was steadily heading north and had reached Rockhampton where the Cattlemen's Association (a former version of Men's Shed) promotes more beef eating by promoting statues of bulls. (Everyone knows we eat steak, not bulls)

They even have restaurants achieving "Best Steak" awards (photo 7788, but there's always someone who has to be different (photo 7789).

Turbo apologises that he forgot to get a photo of two metallic red bulls in North Rockhampton, which he thinks would be quite a rare breed.

Readers, don't be tempted by this display of Rocky Bull, Turbo's grandmother had a saying "you are what you eat", (Young Turbo had an unfortunate incident in Grade three when the teach asked "You are what you.....? , and YT put his hand up and said "Sh$t" by mistake, but got the wooden ruler)

NES readers, these bulls are fed on scrub, and the meat tastes like a burnt tussock and chews like a B&D accessory.

Even the local croc farm feeds its crocs on chicken; "the beef was grinding their teeth down too fast" said the manager

Luckily on the last day of research the team found a McDonalds serving real Angus beef, fed on real grass, but unfortunately the team wasn't so lucky in finding any trace of our NES ancestors.

Returning to the now blacked out Columbian jungle, with Rat in a state of high frustration, the drip, drip, drip of rain on the lush vegetation was interuppted by the whop, whop, whop of helicopter blades..........

And as Loxette brings a brilliant chapter to a halt with a full stop, Turbo wishes to congratulate the Rat on diverting our attention and grabbing #7000 with a post he'd clearly spent a month working on.

Turbo had just failed an audit and had been busy putting out excuses for a few days, but was back in training under a real Major who had instructed him to "Go out there, get into that $%$#$# Columbian jungle at RF, sort them out, and don't take any prisoners" whereupon he went back to watching "Days of our lives" which, as a military man he used to practise how to live a civilian life.

He looked up; "I", he began.........

I can understand that Maj, my grandfather would just give a short general description, he wouldn't talk about the action. I've found out a lot more about him from the Australian War Museum where all records for WW1 are now on line, and they are starting WW2. You can pay around $20 and they'll work on your relative and put his records online in about 8 weeks.

You can download about 30 pages from the record, and some of it where the solider died can be confronting, other parts showing how caring the Australian Army was.

You can then get Battalion diaries which show the daily location of each company, so if a soldier was wounded on a particular day you'll have a location down to a few hundred metres, and if you go to the trench map, you'll get it down to metres, and for WW1 if you go on the French version of google, which is sharp camera image, in some cases you'll see the trench where he was wounded.

My grandfather was wounded in the leg in a night raid over the lines, and the battalian diary shows that once they were picked for the raid they were pulled out of the trenches and sent to the rear for a few days, then on the night, brought in and given a hot meal about 10 pm, moved forward safely through trench lines until they formed up at the front between lines of rope laid out on the ground at the weakest point. They were in and out with just three or four casualties. Very impressive planning and care for the troops which often doesn't come out in the books.

well said Kaz..lots of 'fun'ahead...CASA has assembled the sport aviation unit...and its ready to go!...CAN THE HIERARCY OF RAA_AUS ...WAKE UP!!!

Well yes, but you don't want the Audits to find procedures and paperwork trail have continual mistakes, so what goes with that is an official procedure and checklist for manufacturers, importers, distributors and owners that is workable.

Then it's only a matter of where to apply the additional cost, and applying that cost.

And then RAA does not register a non-complying aircraft.

If that is done, along with what you're saying BP, you have a working system which will reduce non-compliance to a manageable zero very quickly, and CASA can get on with its work elsewhere

What the hell are you talking about Turbo ... what is the basis that the special resolutions passed at the AGM were invalid? Why not just cloud the waters and really piss me off.What the hell are you talking about in that persons 'unknown' .... we are not a new group and we have invited input from anyone interested to be put to Don Ramsay ... anyone agreeing with the calling of the meeting will have their signature on the proposal. All this 'unknown' group (to use your term) is going to do is call a meeting. The members make the call from that point.

When the ballot for the special resolutions was conducted there were members and non members in the room, unseparated.

The ballot was by a show of hands.

No attempt was made to exclude non members

Witnesses saw non members voting

The ballot was clearly invalid

Normal procedure for a show of hands vote in a big meeting is for all persons to leave the room, and members only are re-admitted by showing their membership identification.

There was a suggestion from someone that one or two of the resolutions had enough proxies to carry, however once a ballot is found to be invalid, you can't separate components of it.

There are two problems with this:

(a) If board members/employees were dismissed at a General Meeting, my experience is they usually mount a legal challenge, and the decision would be found to be invalid.

(b) Even if there was no challenge anything arising downstream from an invalid meeting, perhaps months or years later falls because the earlier decisions were invalid.

So it needs another meeting and another vote, this time ensuring that only Members of RAA vote.

Re the second part, we've also been over this before. On this thread alone a lot of divers action proposals have been suggested, and not even the members of this forum constitute a significant part of the membership. The IDEAS have to be circulated, discussed, worked over, so the maximum number of members have input, before a list is put up for a vote to call a meeting, otherwise you are just repeating what the present clique does with the exception of calling for signatures on pre-set resolutions. If you are arguing for open-ness and transparency you have to do the whole job.

Patience and we will do this well. Go off half cocked and we lower our own expectations.BTW the constitutional changes voted on at the AGM are valid whether published or not.

I would suggest that any vote at a GM based on the decision voted on at the AGM voting fiasco would be overturned simply and easily by a Court.

A vote where non members and members are all voting in the one audience is not a lawful vote.

That can be fixed in time, and doesn't alter the fact that a meeting should be called as quickly as possible.

However, to be safe members need to be working on the original (high) numbers required.

Also to accuse the present regime of secrecy and then advise that persons unknown are working on an unknown agenda bypassing input from members, is hypocvrytical and just as bad as the present regime.

If you are saying transparency isn't there with the present group then any new group needs meticulous transparency, and that is not a few mates getting in a huddle then landing their decisions on unsuspecting members.

Right now, by far the most important priority is rapid compliance with the CASA Audit requirements and getting aircraft back in the sky. The blood letting and alternative theories can come later.

We really are all in the sxxt together now... but I gotta ask.... Anyone still think that the introduction of faster and more complex GA types into the AUF was not having a negative effect? If you recall some of us have had this conversation for a long time... and are trying so hard not to say "I told you so"...As I have always said... I fully support LSA/GA types as many of us are now expecting to fly but am in this to fly Ultralights. As I have also always said... AUF was never intended or had systems to manage this new GA. This is exactly what I was concerned about.

Well Win, based on the questions I asked, and the vague answers. admittedly in a short time frame I'd suggest that the bulk of the Members wouldn't have a clue what you are talking about, with the exception of a very few who were going to make a killing out of it, the members did not approve the introduction and did not give the board approval to move forward with the introduction, and given the apparent mess this has created, and potential costs to unsuspecting flying schools and members, the entrepreneurs owe a lot of money.