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John Brandon

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About John Brandon

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  1. Two things surprised me about the job description on the RA-Aus website. Firstly nothing relating to the safety of the membership is apparent in the job description. The first of the key responsibilities states: - To develop and implement national training strategies to ensure the continued growth and success of the business. According to RA-Aus policy "Safety is one of our core business values and functions". I believe safety of the membership is more important than 'the continued growth and success of the business', so that key responsibility ought to read something like: -
  2. It wasn't on the 2015 list of RA-Aus accidents confirmed by Katie Jenkins but I'll run it past her again to confirm that the pilot was not an RA-Aus member and the aircraft was not registered with RA-Aus. If that is so and it is not an HGFA aeroplane then I guess I'll have to dig a bit deeper. John
  3. Sorry about that, some extraneous text got mixed in. I may not be able to correct it as I can't see how to edit an established post. John
  4. The Super Petrel accident was June 2011 and LightWing Speed was September 2011, doesn't seem like four years ago, does it? John
  5. Perhaps it should be mentioned that 'draft report' refers to an ATSB draft report and not to any RA-Aus accident investigation report. RA-Aus is not a certified agent of the ATSB. John
  6. I don't have a lot of faith in the utility of statistics, which is why the opening section in http://www.recreationalflying.com/tutorials/safety/intro2.html is titled 'Lies, damned lies and statistics', a remark which was first published by some thinking person more than a century ago. Statistics do not reflect the reality of a fatal accident; i.e. the heart-broken person who has lost their life partner, the stunned child/grandchild whose parent/grandparent suddenly no longer exists in their life, the family adjustment to straitened circumstances and so on, for many years. However, to answer
  7. Comparison of the RA-Aus accident rate and the total annual flight hours The bar and line chart is derived from the annual number of RA-Aus fatal accidents and the total annual aircraft flight hours (reported by aircraft owners at the time annual registration is renewed) to provide the number of fatal accidents per 100 000 flight hours. RA-Aus staff, of course, presume that the annual aircraft flying hours reported by the owners is reasonably accurate. The bars* indicate the number of fatal accidents divided by the number of 100 000 flight hour blocks flown that year and the line indicates
  8. A person contacted me a few days ago in regard to the '29 deaths in 29 months' statement in the Recreational Flying forum plus the 'Recent RA-Aus fatal accident history' web page in the Recreational Flying tutorials. He thought that my seeming concentration on RA-Aus fatalities was neglectful of the HGFA fatalities and that, as my tutorials are no longer part of the RA-Aus website and are now part of a non-aligned recreational aviation website, then there is every reason to have a broader approach to recreational aviation accidents. I guess he is quite right and I intend to start modificat
  9. I don't have access to the accident investigators reports and other data so I'm unable to go into it more deeply. However I'm sure the operations and safety staff in Canberra will be conducting an extensive examination of all data available and working towards implementing a realistic safety dissemination program without the creation of new regulations. Also, my ophthalmologist has informed me that chronic glaucoma has reached the point that I am now legally blind and extended periods of reading are no longer possible. I prefer to devote the bulk of my available reading time to other intere
  10. In regard to the belief that RA-Aus trikes make up an unduly high proportion of the 29 month fatalities, I have listed below all the RA-Aus accidents that I am aware of: 2013 1. January 11 - Australian LightWing GR912 near Beaconsfield Tas. 2. February 3 - Skyfox CA25N Gazelle Glasshouse Mountains Qld. 3. February 6 - Alpi Pioneer collision with power lines near Ouyen Vic. 4. February 8 - Murphy Maverick Texas, NSW. 5. March 5 - Airborne XT912 collision with water Tuggerah Lakes NSW. 6. March 12 - Tecnam P92 collision with terrain (air work) at Kihee Station, E
  11. Yes, it is interesting that since the beginning of 2011 two student pilot certificate holders have died in fatal accidents, but in both cases they were not PIC, they were accompanied by an instructor. It would be most interesting to read the accident investigators' conclusions. I don't recall any significant student pilot appearance in the statistics for the prior 2006-2010 period. JB
  12. The graphs are not out of date, they reflect the actual statistics for the 1985-2011 period. However the chart information is quite bare so rather than extending the preceding charts for the more recent years you might have noticed that I have provided descriptive text for each year, starting with 2007. Actually RA-Aus doubled in size between January 2004 and January 2012 when total voting membership peaked at 10 008 and subsequently experienced a net reduction during 2012-2014. The RA-Aus aircraft register also peaked in early 2012 at 3414 and has reduced to around 3300 in early 2015
  13. In the 29 months from January 2013 to May 2015 inclusive, the fatalities within the RA-Aus sector of sport and recreational aviation have reached the very disturbing total of 29 persons i.e. one death per month. The answer to the question — "Does it look like recreational aviators are now getting safer and that there is less chance of fatal accidents?" — is that they are most certainly not getting safer, despite the 2008 introduction of human factors training and the more recent managerial measures — and despite some recent board member statements. Assuredly, we are not improving; perhaps the
  14. All recreational aircraft accidents/incidents are, or should be, reported to the Australian Transport Safety Bureau. Section 12AB of the Transport Safety Investigation Act 2003 states: 'the ATSB is not subject to direction from anyone in relation to the performance of its functions or the exercise of its powers'. Thus a coroner cannot control the release of information by the ATSB. Unfortunately ATSB is not a large organisation, perhaps around 100 personnel (it was required to reduce its numbers by about 10% in 2014) and is also responsible for rail and marine safety investigations so it l
  15. The Transport Safety Investigation Regulations define 'immediately reportable matters' thus: All aircraft operations (1) For the purposes of the definition of immediately reportable matter in subsection 3 (1) of the Act, the following investigable matters, in relation to an aircraft operation ... are prescribed: (a) ... the death of, or a serious injury to: (i) a person on board the aircraft or in contact with the aircraft or anything attached to the aircraft or anything that has become detached from the aircraft; or (ii) a person who has been directly exposed to jet blast;
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