damkia

MASH

Radar O'Reiley: "Please sign here to indicate that you signed where you should have initialled...."

Aircraft Movement

A take-off (aircraft departure) or a landing (arrival) is recorded as one aircraft movement. A "touch and go" operations is counted as two movements.

Ambulance Functions Operations as an aerial ambulance for the transport of ill or injured persons.

No "Airwork" that I could see.............

I'm wondering if the Jab 2200 would benefit from a bit more weight in the flywheel to even out the pulses.

http://www.engineeringtoolbox.com/awg-wire-gauge-d_731.html

http://www.engineeringtoolbox.com/amps-wire-gauge-d_730.html

To help in wire selection...

Note that these are actual copper wire cross section NOT insulator cross section measurements, as has been noted elsewhere there is definitely different thicknesses of insulation around the same sq mm copper.

Be aware of the real killer, voltage drop. go for the biggest gauge wire you can tolerate with W&B. From what has been indicated from the Rotax data supplied in the above posts (16mm^2) that would equate to about 4 Ga AWG if the battery distance to the starter is less than 5m (from above links). I would think this would apply to most Rotax electrical installations.

But what do I know, I'm an OHS Advisor/Registered Nurse.............

Money saved is inversely proportional to lives saved when it comes to safety.

How little is you life worth?

Do it right the first time and there will be subsequent times.....

In terms of jurisdiction I believe there may yet be another thorn in the side of "going it alone" separate from ATSB.

RAA is incorporated in ACT and actually has its regulations based there. If an accident occurs in another state, does it ever have the authority to demand anything from the legal system of what has been described as "another country", given its own legal boundaries? I fail to see how other than out of courtesy, any reports of incidents the 3rd party investigations done by the coroner/police could be gained.

ATSB is the only way forward, even if it is going to cost more in fees. They have the authority to investigate and subpoena other investigations and evidence collected for full examination.

I still think the issue is more to do with differential expansion, what is torqued OK and within metallurgical limits, may not be so well controlled with the amount of expansion of the aluminium alloy vs the steel through bolt on a hot day under full power. Unfortunately there is no real way of measuring "in flight torque" of the nuts/bolts/studs. One marker would be if the bolts loosen after a while from crush defects in the alloy pots.

What may be useful is to mount some "ping detectors" commonly found on EFI cars and associated electronic sensors/data recorder on or near the offending area to sense if there is any residual resonance of the through bolts. This would prove/disprove whether fatigue from resonance is partly or wholly to blame.

I don't think that covers TIFs, as there is a certain grace period (3 hours from memory?) before you even have to have the student cert, since why would someone spring the $185 for the membership and student pilot cert if they then go up on their first lesson and crap down both legs as soon as the wheels leave the ground?

My point was (as was the OP point) check with the flying school first regarding the legal age for a TIF. It would really be disappointing for the young fella to get to the airport and be told "Sorry, but...."

Minimum age 14 for student pilot RAA and 16 SPPL, not sure whether that covers TIF's.

They should have a box a the door for every meeting, leave the egos in the box until the meeting is over, the world would be a better place.

I would like to take the contrary view that it is in fact a very good material to use in engine manufacture. That low emissivity means that the heat of combustion is actually held in the cylinder as increased gas pressure, improving efficiency. By all means, after the combustion process is complete (exhaust) then dissipate the heat as needed, and be aware of the maximum working temperature of the aluminium in the cylinder head/components.

Thanks DI. The poor board communication leads people to contact their rep or someone they know and get a partial story or a biased story. In a public company selective briefing of shareholders is highly illegal for obvious reasons. I think it is most undesirable here too. Any information about "board" matters should come out regularly and officially. What happens in their meetings, who voted for or said what, must remain confidential otherwise members will be afraid to vote or speak for the common good. I think the "leaky board" is at the root of our problems. And I use the word board deliberately - whatever the structure and constitution might be, good governance demands that our elected representatives behave as a board. What happens within a board meeting is confidential, the outcomes are not.

RAA Safety-Training-Compliance Coordinator appointed

Perhaps this thread need a bit of a clean up and split?

It would have to be a reasonable time frame otherwise it would be unlikely to pass a vote after hearing any objections to the motion. There is little point in "sticking it to them (Board Members)" simply because of past mistakes.

Keep it civil, realistic, and workable. There is the possibility that there will be changes in the composition of the elected members, and these people have at least the basic right to not be thrown off the deep end. There is also the requirement for "talent acquisition" in selecting the appropriate staff to actually write and formulate an implementation plan (Change management).

Any harsh demands are also likely to deter anyone from nominating for Board positions.

That this meeting of members of the RAAus directs the Board of Directors to have the Integrated Management System ready for implementation ninety (90) days from the date of this meeting.

Notwithstanding that, there should be appropriate steps implemented with a report back to the members about progress (not specifically to committee or executive) every month via the magazine, per a dedicated schedule of targets (Gann chart). As long as progress is seen to be happening with this over a period of time with the achievement of all targets then the committee would be seen to be achieving adequate performance.

Yes, it will cost money to get it right, but we have seen what happens when things are left to deteriorate....it ultimately costs lives, whether by not getting sufficient report backs from incidents or simple stuff ups like the current registrations fiasco regarding gross weights.

This NEEDS to be put right once and for all, economising now will lead to similar issues occurring again.

Would a subcommittee of 3 or so qualified volunteers be another way to go, full time for a period to get the systems up and running and then regular audits conducted during the year, with the day to day responsibilities falling to a position already in the office?

It isn't really necessary to have a dedicated Quality Manager, as long as you have separate dedicated managers performing the tasks (for us, training, financial, registrations, technical, etc) with internal audits (measuring performance) by the "opposite" managers, and yearly external audits (measuring compliance). All aspects of audits should be specified within the construct of the QMS documentation

The internal audits should pick up most of the issues before they have time to escalate to the point we have recently seen with RA-Aus, with the external audit giving guidance on how to correct thee issues.

Nothing about business arising from the Extraordinary General Meeting in the agenda. EGM I would suspect should be treated specifically on its own due to the broad range of subjects broached compared with those of a standard AGM (routine presentation of communications/statements/etc)

ISO 9001 and ISO 19011 are the two relevant standards.

Again, too big to cover here...

This is a very critical point. Most of us who have been involved in them over the years have screwed up and overwritten them, and people have ignored them until they were fixed.

TP,

It may be useful to look at high risk industries for some guidance on how to frame a SMS.

A few examples would be mining, oil/gas (offshore), and chemical manufacture.

A little more info (well written btw) on how to write an SMS for aviation by CAA (UK)

http://www.caa.co.uk/docs/872/SMSGuidanceForSmallNonComplexOrganisations.pdf

Obscure general answer, but the most volumetrically fuel efficient engine RPM is that at which the peak torque is developed. This is the point at which it will produce the most power for the least fuel consumption.

Have a look at your engine specs and check the peak torque RPM.

www.casa.gov.au/sms

Starting point is already there - if we are working under the guardianship of CASA this would be a logical first step

Nothing is ever simple with CASA is it.

http://www.iso.org/iso/home/standards/management-standards/iso_9000.htm

Far too large a topic to cover here, but this is what most companies aspire too,

ISO 19011 at the very least with what is currently in the organisation.

What is needed desperately is an internal audit mechanism of the systems within the RA-Aus to alert early to any issues, rather that relying on CASA to wield the big stick with an external audit as has been happening.

I am not suggesting that the CASA audits are not required, simply that RA-Aus should be looking to have a more introspective look at their performance benchmarks.