turboplanner

Remembering that I am not a pilot, yet, but obviously turning base onto final is the most dangerous point in the circuit. Does that mean that circuits were safer back whan they were circuits like the speedway with long sides and a gentle curve at each end joining the two sides, instead of having a sharp turn at reduced airspeed near to the ground as we have now? Is there any way back?

They were never like that in my history - always a rectangle, however what WAS drummed in to me was setting up the landing from mid downwind and a religious (preferably 20', rap on the knuckles at 50') adherence to correct altitude. The radius of the corners was to suit the aircraft. Despite best judgement sometimes I undershoot the alignment with Final tracl, sometimes I overshoot it. Since the Lancair crash, if it's going to overshoot I let it, and realign as part of the turn, I never yank it into a tighter turn if I've misjudged and started to overshoot.

 

 

Biggles, it was rather than ME regurgitate what many have spent hours writing, not you.

 

 

The old Aviation Safety Digests really stopped me from being an aerial hoon - the explanations were so good you just put them into practice and when you dropped over to others on the field they were doing the same.

 

I've been aghast at some of the same names you are probably thinking of.

 

To me the bottom line is currency in flying, and currency in the aircraft you are flying.

 

 

Yes, reading your posts over the years I'm sure it would be a good buy.

 

 

Funny you should say that OK, my aspirations have turned from the 210 to the 205 after reading discussions over the last couple of years. In fact I'm probably lucky I ran out of spare cash to fly the 210 - I was throwing it round corners like a Cherokee, probably very lucky.

 

 

I thought you were talking about ewes Alf and wondered why a four tooth would be an upgrade.

 

 

It's a valid question MR, I guess that information will come out quickly, but regardless of that, this one brings to mind the Lancair spin on final at Bankstown by a 2000 hour pilot.

 

 

I was trying to show, Andy, that a smart guy like you would be able to put together a bulletin covering these points and load it on the web around the start of when the leaks started (and nobody seems to be concerned that some people received prior advice)

 

But I didn't spell it out clearly enough, so here, based on my records is the time it would take me to put together answers which would give customers a fair idea of the magnitude of the problems. Obviously this is a two stage process, the first being to immediately provide this information, and the second to get responses from insurers etc.

 

So the times it took me to answer your questions were:

 

1) 1/2 second

 

2) 1/2 second

 

3) 1/2 second

 

4) 2 minutes

 

5) estimates 2 minutes

 

6) 1/2 second

 

7) estimates 5 minutes

 

8) estimates 10 minutes

 

Total 19 minutes and 2 seconds

 

And in the corporate world I live in I'd be fired if I didn't assess things that fast and get the information immediately to the customer before the rumours hit.

 

The hardest thing to ever do is give someone bad news, but if you do it quickly, and if you tell them what you know, and what you don't know yet, they can plan their business around it. They may not be happy, but they almost never desert you.

 

 

I would still like to see ALL accidents investigated by the ATSB so we at least get some sort of report.

There may well be grounds to suggest that ATSB and RAA are not following the known safe practice of the past, where pilots were educated by timely reports and warnings about many issues and cultures which didn't show up in day to day training and operations.

 

The RAA accident reports do appear in every magazine, but are called "Pilot Notes", and they don't include the serious injury and fatality events investigated by the Police because the Police will not release their reports (I understand Police do not have the exemptions that ATSB has). What's left are minor accidents but we are still left in the dark on mnay accidents we could learn from by reports such as "on landing the aircraft departed the runway hit a ditch and nosed over." The same editors then go and produce a trip report of someone travelling from Port Pirie to Port Augusta, talking about the wonderful hosts who provided afternoon tea......and that's written at YOUR expense!

 

 

Biggles, rather than regurgitate what many of us spent hours writing, my advice is for you to spend a little time reading through the several hundred posts on Jab engines, because some of your conclusions are not consistent with information in those threads, and early alertness and prevention is better than a nasty surprise simply because you weren't aware of all the little pieces of the jigsaw, many of which could extend the life of your engine.

 

 

Missed yours Ian, don't kid yourself the Association is too big; that's what the airline pilots thought and many never worked again.

 

This is not a commercial activity so duplicated organizations would just double the complexity in memberships, registrations, but more importantly in who audits what performance - You could have two schools on the same field with different procedures, different training, different documentation, different maintenance culture and different aircraft specifications.

 

Having worked directly with a Minister without a "CASA" I would be exploring the legality of a stand alone self administering Association.

 

 

Well how many hours would it take you to provide answers if a similar request was made to you Andy - that would be an interesting comparison.

 

 

One dark night Oz.........

 

 

I just skimmed some discussion on weather, but it sounded a bit rough. Wind shear or a big gust right at the wrong point in the circuit perhaps?

 

 

Would facts be Jab bashers too!

 

 

Several in fact

 

 

A lack of BAK maybe?

 

I once went up in a Chipmunk with an instructor and tried to imitate my uncle who'd pulled a Tiger Moth into what seemed to be a 90 degree turn.

 

The Instructor was a bit of a sadist and decided to let it all happen.

 

We went into a spin, and I had no idea of orientation, what had happened and what the aircraft was doing other than feeling my cheeks pressed against my teeth.

 

So I can understand his comment.

 

 

Rick, in case the groan was a response to what might appear to be a vacuous comment:

 

1. I researched about half of three years RAA magazines (couldn't find the other half), and found 37 Jab forced landings.

 

2. Not scientific I know but if we double that it's 74 forced landings (I've since found the other magazines, so I'll get to it one day.)

 

I'm not aware of anyone else on this site spending the hours required to get that result.

 

If you then get the ratio of VH to RA and apply that, there should be about 5 reports (deduct a percentage for LAME maintenance, and using correct oil and fuel) in that three year period.

 

Historically then we would expect a lot more than 5 VH reports, but as Captain says, he can't find them.

 

I know of one case where the owner of a VH registered Jab reported engine work that could only have come from a failure, so at the extreme lower limit it should be on there, so hence my comment.

 

 

That's another fascinating story in itself Keith, but it doesn't look as if it comes into play in this case.

 

What could happen though is that the Minister will come under scrutiny for this, and that could have all sorts of effects very quickly all the way down the line.

 

 

The board is a board of management, not a board of directors, and as such they run RAA, not the CEO.

 

The term CEO was given to Lee Ungermann, and in my opinion was a huge mistake - after all how many executive officers do you need to have a chief executive officer - maybe in a National Company, but certainly not in an Incorporated Association without a Head Office, Branch Operations, Subsidiary Entities etc.

 

 

There are several split threads on this with, it seems, everyone too busy to read what is being said, or bother to secure their future.

 

When you get time, have a careful read, it's critical to your ongoing business.

 

Non-renewal of registration means grounding despite what has been published.

 

 

John, I also want to thank you and Nick for the work you do under circumstances where you would be copping the collective blame.

 

Qld Members should be stepping up and personally reinforcing what you say, and that will have an overall impact.

 

 

Capt I can only put any inconsistency down to a reluctance to report it.

 

 

So you can live in hope Capt.

 

 

Andy Scoffs, makes the point that Goldenbars has secreted the members millions to protect them, but Turbo says "Show us the Map", and of course Mr Scoffs can't do that.

 

Turbo respectfully points out that there's a long history of secreted treasure never being found.

 

For example, you never heard of Robinson Crusoe buying a Cessna Citation and having a yacht in the Bahamas, did you. And he LIVED there.

 

And Blackbeard's treasure at Queenscliffe - many have dug but none are driving Ferraris.

 

And now there's a Plan A stage 1 to let all registrations run out, NOT GROUND the aircraft for those who suggested that. Of course without registration the aircraft is grounded, but we won't tell anyone that in case we are branded as "just a few trouble makers"

 

These aircraft will then become as valuable as garden ornaments, at which time an offer of fifty bucks will be made for each one - Plan A Stage 2.

 

When everyone has their money and is sitting back relieved that at least they got a small part of their investment back, Plan A Stage three will go into operation, where all registrations will be renewed and the aircraft offered for sale at pre Plan A Prices.

 

And that Boys and Girls will really produce a Treasure.