DWF

I am not a lawyer (even a bush one) but I have read through the Act and Regulations and as far as I can see timb is correct. The Act specifies that an association MAY adopt the model rules but is not required to do so as long as certain provisions of the Act are complied with. 31 Rules (1) The rules of an incorporated association are— (a) if the association, or a group of persons proposing to form the association, has adopted the model rules under section 16 © (i), 26 (1) (b) or 33 (1) (a)—those rules as in force from time to time; or (b) if the association, or group, has adopted rules other than the model rules under section 16 © (ii), 26 (1) (b) or 33 (1) (b)—those rules as altered from time to time in accordance with section 33. (2) If the model rules make provision in relation to any matter not provided for in the rules of an incorporated association, the rules of the association are taken to include the provision of the model rules in relation to that matter. 32 Rules other than model rules For sections 16 © (ii), 26 (1) (b) and 33 (1) (b), rules other than the model rules are taken to comply with this section if they— (a) provide for the matters stated in schedule 1, column 2 as required by schedule 1, column 3; and (b) provide for any prescribed matters; and © are arranged numerically by subject matter. I have not found anything in the Act which prohibits postal voting or prevents an association adopting postal voting in its rules. Although it does incorporate some of the model rules the RAAus constitution has many provisions that are not in accord with the model rules. In the short term one provision of the model rules that I would like to see incorporated in the RAAus constitution is: 29 Voting (1) ................... (2) All votes must be given personally or by proxy but no member may hold more than 5 proxies. (my bolding. Only 3 would be even better!) This would limit the ability of any one person/group to unduely bias the vote (provided there was reasonable attendance at the meeting). It would be even better if it read: (2) All votes must be given personally, by postal vote or by proxy but no member may hold more than 3 proxies. DWF

From ANNEX A Summary of responses to NPRM 1303MS - Proposed Airworthiness Directive to mandate inspection or retirement of control cable assemblies with terminals manufactured from SAE-AISI 303 Se stainless steel. "RA-Aus have issued SB-002-15-08-2012 requiring aircraft with control cable assemblies constructed of SAE-AISI 303 Se stainless steel, that have total time in service of more than 15 years, to be replaced before next flight."

Better than Dick Tracey and his wrist watch radio! Anyone remember the comic strip? The author would be truely amazed at how far technology has come.

Aviation wisdom used to be that the size of a pilot's watch is inversely proportional to that of his wedding tackle.

How well does it work on aircraft canopys (which are not glass)? Have you tried it?

Those are not "spoilers". Spoilers are lift dumpers. See http://en.wikipedia.org/wiki/Spoiler_%28aeronautics%29 They are leading edge "slats" and, as you say, are retractable. See http://en.wikipedia.org/wiki/Leading-edge_slats See them in action: h Enjoy. DWF

All you ever wanted to know about UAV (Remotely Piloted Aircraft Systems) regulations in Oz. DWF

I have not come across the Blujescrew tiedown. Do you have a link or picture? I use The Claw. Light, easy to use (mostly), usually holds well - depends on the ground you put it into. Downside - it has 3 pegs for each rope. Here is a . DWF

Yes. There are a number of centres worldwide monitoring the satellites 24/7 and relay any signal received to the appropriate Rescue Co-ordination Centre (RCC) which also operate 24/7. The beacon frequecy is 406 Mhz (not 401). The NZ Search and Rescue website has a good simple explaination of the system. There is also some good info on Wikipedia DWF

John Walmsley Coominya Flight Training http://www.coominyaflighttraining.com.au/ Lightwing

Statistics show that most civil aviation accidents occur at Low Level .... often when an aircraft collides with terrain.

G'day Nev. A little picky there I feel. I should have been remember you were lurking there and been more specific so I shall rephrase .... Being dead is also a severe restriction to your RAAus flying in this jurisdiction. (I assume that is the part of my post to which you are referring.) Ghost pilots in the sky?? How do you know? Agreed. DWF

I think you are living up to your name on this one, Nong. Low level is a rather harsh and unforgiving environment for (usually low time) pilots to be teaching themselves by "trial and error" "on the job". One could say it is a "target rich environment" for Darwin Award candidates. The [high] failure rate (as Kaz infers) for students of this school is a major reason why CASA already devotes some attention to this area. Low level operations that come unstuck can only result in further unwanted attention from CASA and more restrictions imposed on our flying operations. Being dead is also a severe restriction to your flying. DWF

Thanks MM I am satisfied that there is no change in the risk of an engine failure which I have been willing to accept for the past 700 hours of Jabiru flying. You are correct in the Instrument (whether activated or not) increases the onus/risk on me in deciding to send the student solo - or even flying dual. In informing him and his parents of the instrument there is the possibility (likelyhood?) of increasing their aprehension about flying RAAus. I possibly have an alternative aircraft available (Tecnam Bravo) but it would involve some negotiation with the owner and a considerable increase in cost to the student in transferring to another aircraft type at a critical stage in his training. DWF

I have a dilemma which I think may affect others as well. I have a young student, who has done all his training in a LSA Jabiru, and is almost ready for his first solo. The CASA Instrument has been proposed but not implemented ... yet. As far as I can see the activation of the Instrument does not affect the actual risk involved in flying a Jabiru powered aircraft. We (or most of us) have been willing to accept the engine failure risk for many years to this point in time. That risk has not changed. Ignoring for the moment the arguments for and against the Instrument but knowing that the activation of the Instrument is potentially imminent should I: a) send the student solo now before the Instrument is activated, b) send the student solo now, before the Instrument is activated, but brief the student and parents on the impending Instrument and have them sign the "form", [as far as I can see this is not leagally required but there may be a moral obligation], c) wait until the situation is resolved (which may be a long time), d) take up bowls? Any other suggestions? DWF

SAFETY PRECAUTIONS BEFORE TAKE-OFF (CAR 244) "Immediately before taking-off on any flight, the pilot in command of an aircraft shall: • test the flight controls on the ground to the full limit of their travel and make such other tests as are necessary to ensure that those controls are functioning correctly; • ensure that locking and safety devices are removed and that hatches, doors and tank caps are secured; and • ensure that all external surfaces of the aircraft are completely free from frost and ice." Controls - Full, Free and Correct Movement. Is the last item on my checklist - for all the aircraft I fly. The pilots First Commandment: "Maintain thy airspeed lest the earth arise and smite thee." The ONLY reason a wing stalls is because the angle of attack has exceeded the critical angle. In (almost) all cases the angle of attack correlates very closely with the stick (control column, etc) position - even with a fully flying tailplane. I think the base/final turn is probably the most likely inadvertant stall situation: - Reduced airspeed - increased AoA required to maintain Lift (approx)= Weight - Reduced airspeed - causes yaw to the right in most aircraft if not corrected by appropriate rudder application to maintain Balance - Glide or Reduced power - requires lower nose attitude in a turn to maintain airspeed - Turning - requires increased AoA to provide turning force - Flap Down - masks "apparent attitude" change due to AoA increase Add to these Distractions and close ground proximity and things can go wrong very quickly. DWF

I know very little about the finer points of torsional vibration and other loads on engines but it occurs to me that most testing is done while the engine is stationary in a test bed. Could the offending force(s) [assuming that is the problem] be generated or triggered when the aircraft is manoeuvering? In an incipient spin recovery exercise the aircraft [and hopefully the engine] is moving in 3 physical dimensions and the poor little pistons are reciprocating up and down (or backwards and forwards - as the case may be) and being subjected to all sorts of accellerations/decellerations and other forces. I dare say that at such times some of the bits in the engine have a hard time determining which way is UP. Is this a valid scenario/question or have I lost the plot? DWF

Ian. You shouldn't be monitoring the forum on such occasions. It's definitely not the way to win brownie points!

Well done kasper. I hope you have passed your suggestions on to RAAus Ops. But don't give them your real name unless you want a job rewriting the manual! I don't think your list is complete yet so read on. DWF

From the new Ops Manual (page: Abbreviations and definitions - 2): Aeroplane Group See Section 2.04 for designations, which are generally divided by control design e.g. Group A – three axis control aeroplane. Aeroplane Type Aeroplane undercarriage configuration, design features, flight envelope (e.g. high drag/low drag and considerations of inertia), stall speeds and normal/emergency handling characteristics as designated by the manufacturer. DWF

So does the Garmin Aera500. But the plaintive voice saying "terrain pull-up, terrain pull-up" is very annoying on final to land. DWF

SPECIAL NEWS ALERT Aircraft fitted with Jabiru Engines Members are advised of a consultative instrument issued by CASA today, regarding proposed restrictions for all aircraft powered by Jabiru engines.This document proposes to impose significant restrictions on RA-Aus members with approximately one third of all aircraft and more than two thirds of all flight training facilities being affected. See http://www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD::pc=PC_102279 for more information. CASA has not previously notified RA-Aus of their intended actions, however, we acknowledge the engine failures associated with Jabiru power plants. It would appear the proposed actions by CASA are disproportionate to the risks faced by owners and operators. Of more than 90,000 Jabiru movements recorded by RA-Aus in the year to date approximately 0.03% have resulted in some form of engine malfunction with no fatalities being attributable to these events. RA-Aus will be working with Jabiru and the regulator to discuss the operating limitations proposed by CASA and the detrimental impacts it may have on aircraft owners, flight training facilities and maintainers. In the meantime if you are an owner or operator of a Jabiru aircraft or another aircraft with a Jabiru power plant we encourage you to contact CASA and express your views on their proposed actions. RA-Aus is also supportive of members and businesses contacting their federal and local members of parliament and the Minister for Transport to convey their thoughts on any CASA imposed restrictions and detail any potential impacts of the actions. These may include, but are not limited to, any financial impacts or distress, loss of potential customers, any negative effects on employment, reputational damage, adverse impacts on regional Australia, etc. The Minister for Transport, the Hon Warren Truss, can be contacted at [email protected] while your local federal member details can be found at www.aph.gov.au with state and local details available at the relevant government website. Lee Ungermann of the SASAO office within CASA can be contacted at [email protected] Please include [email protected] on all correspondence to CASA and members of parliament.

Landed Kilcowera 20 May 2013 for 2 nights. They go 20mm overnight. We were there for 4! DWF

There seems to be a considerable amount of hysteria and over-reaction to this proposal. For a start it is still only a proposal - you have a period (albeit rather short) in which to voice your support or objections to the proposal. CASA, Jabiru and RAAus are meeting to hopefully resolve the problem. (There will no doubt be some derogatory comment about this.) The draft Insturment will only apply until June 2015. It could be extended but it could also be cancelled sooner if it is indeed activated. Assuming the reasons for the proposed Instrument are valid the restrictions are fairly reasonable. It could have been much worse - they could have grounded the whole fleet. I am optomoistic that this action will help resolve the percieved problems with Jabiru engines by establishing the facts and determining what the problems (if any) with the engines are and hopefully providing a resolution. Unfortunately there will be considerable inconvenience and/or financial pain to a number of Jabiru engine owners and users (myself included). Here is the CASA summary of the proposal: http://www.casa.gov.au/wcmswr/_assets/main/newrules/download/spc-cd1425ss.pdf and a draft of the proposed Instrument: http://www.casa.gov.au/wcmswr/_assets/main/newrules/download/consult-draft-cd1425ss.pdf You have until 20th November (next Thursday) to get your objections or other comments in to Lee Ungermann at CASA. DWF