biggles

Hello Jabiru Fleet, This week CASA invited representatives from Jabiru, RAA and SAAA to meet in Canberra with them to discuss the expiry of the self ceasing instrument that placed precautionary limitations on Jabiru powered aircraft and what, if anything is to follow after the expiry on the 30th of June. The meeting was very productive and positive. Mr Alan Kerr Chief Engineer of Aeronautical Design Service and CASA Design Approval Delegate also attended the meeting and made a presentation summarising and explaining clearly the many detailed technical reports that have been provided to CASA over many years and also in recent times regarding through bolt and valve train developments by Jabiru. He outlined how Jabiru has addressed issues by service bulletins and letters, design changes, maintenance requirements and instrumentation. CASA, RAA and SAAA were pleased to have received the insight given by Alan into the extent and amount of technical research and development undertaken by Jabiru. They encouraged Jabiru to continue to be more communicative of research and development work. Jabiru proposed that all limitations be lifted on Jabiru powered aircraft that are found to be compliant with service bulletins and letters, that are operated and maintained in accordance with Jabiru manuals and have no unapproved modifications. SAAA explained the risk assessments their organisation do on their experimental aircraft and that experimental aircraft are limited by SAAA’s individual assessment of the modifications used on each aircraft and reviewed at 100 hourly intervals if necessary. They should not be limited by CASA limitations. RAA also explained that they can assess modifications and apply the appropriate limitations to their experimental fleet. All parties will continue to liaise over the coming weeks for further discussions and to finalise the outcome of the meeting.

Nothing that most students are not already told, but mainly tips about late in the flare eg. transferring attention to far end of runway resulting in better control during rollout . I probably missed it with my earlier instructor but never forgot Ian's advice ..... Bob

Yes , unfortunately my instructor didn't . I thought the little Jab was a bit nippy in the climb, The other legs were pretty quick also . It was when I flared that things went pear shaped . I tried again ,but despite the long runway decided to go around, something I was told to do .It was late in the afternoon at Bundaberg and during my entering call I added "first solo", probably to warn others to 'keep clear ,and heard the reply " good luck mate " . Apart from my instructor who didn't have a radio, the only other aircraft there were two large military choppers from Townsville . I assumed that the call was from them which somehow gave me confidence , and that at least someone was watching in case something went wrong . That was ten years ago. A month or so prior to that I happened to meet a unassuming fellow who introduced himself as Ian Bent. He had a Pitts at the time and had just returned from a late afternoon flight . He gave me some valuable information which greatly improved my flying , for which I shall be forever grateful, somehow coming from a Pitts pilot it seemed to have greater credibility . An extremely likeable fellow who well deserves much success in his future endeavour ...... Bob.

Do we know if it was activated Teck ?..... Bob

Maybe even Phil-thy Phil ......... just sayin' .... Bob

Anyway Frank this is what I did today . That's Bass Strait in the background with the small settlement of Loch Sport in the centre facing Lake Victoria . The point on the headland in the foreground is Waddy Point .

Hmmm Frank, I've had a look at that post again and can see it could be misconstrued . When I said ..... "Many people would support that stand " I was referring to CASA taking firm action like they did with Jabiru powered a/c , and " people " referring to the general public ....... Bob

Wasn't me either Frank ..... Bob.

What about" Phabulous Phil "

I'm certainly not advocating that action Bull , too many good people would suffer due to the actions of another. Just trying to alert people as to what may be possible if this trend continues ...... Bob

I seem to recall RAAus being requested to assist the police in similar circumstances some time ago , even though they are not really involved . Just seems reasonable in these matters when ,after all ,we are the experts and should assist wherever possible ...... Bob

I think the general thrust of Andy's post is one of shear frustration ,both as a board member and a recreational pilot ,which I'm sure also applies to all here . It is also clear to me ,that if this state of affairs continues, the regulator could be forced to take action ,which could include grounding all aircraft until RAAus come up with a solution . We have already seen the lengths they are prepared to go to with the Jabiru issue, and many people would support that stand . I'm sure that those owners of aircraft and others ,that try to do the right thing ,not being able to use their aircraft for 6 months or more , would not be pleased ...... Bob

Yes Dazz , and all of them would end up up in court also ...... broke , the Government have deep pockets ! .... Bob

Frank , this article reproduced ,in part ,from Post #132 may be of interest ... Bob " The study of human behavior is an attempt to explain how and why humans function the way they do. A complex topic, human behavior is a product both of innate human nature and of individual experience and environment. Definitions of human behavior abound, depending on the field of study. In the scientific world, human behavior is seen as the product of factors that cause people to act in predictable ways. The Federal Aviation Administration (FAA) utilizes studies of human behavior in an attempt to reduce human error in aviation. Historically, the term “pilot error” has been used to describe an accident in which an action or decision made by the pilot was the cause or a contributing factor that led to the accident. This definition also includes the pilot’s failure to make a correct decision or take proper action. From a broader perspective, the phrase “human factors related” more aptly describes these accidents. A single decision or event does not lead to an accident, but a series of events; the resultant decisions together form a chain of events leading to an outcome. Many of these events involve the interaction of flight crews. In fact, airlines have long adopted programs for crew resource management (CRM) and line oriented flight training (LOFT) which has had a positive impact upon both safety and profit. These same processes can be applied (to an extent) to general aviation. "

Phil, he's just known as FT . Stands 6'4 and weighs 244 ...... Bob

In fact in some respects we are getting information more valuable than what is being churned out by ATSB ( Quote TP) Yes TP ,I think that the timely response by RAAus regarding this incident which occurred earlier this month, clearly demonstrates really how far we have come as an organisation. Investigation of any accident is rarely straightforward nor completed within a short space of time . Nor is it assisted by conflicting witness reports , rumour or innuendo . Often weeks or months of follow up is required . The investigator is also very mindful of the legal implications of his/her report and the likelihood of being cross examined in a court of law ........ Bob

E News just received from RAAus Recent Fatality near Stradbroke Island It is with regret that we inform our membership of a recent fatality involving a member flying a Lightwing Speed aircraft. While the investigation is still ongoing we believe it is important that we communicate relevant information about accidents of this nature to our membership as soon as practicable. As part of our initial investigation we can advise members that we hold no immediate safety or maintenance concerns for this type of aircraft. As with all accidents of a serious nature, fatal or otherwise, if any areas of immediate safety concern are identified as part of our risk analysis we are committed to continuing to inform members as soon as practicable.

As I have indicated on these forums many times before , don't hold your breath waiting for the ATSB to investigate our accidents, however it should be of interest to all, that the preliminary report of the incident involving the Jabiru, in the Nattai National Park on 2/4/2015 , appeared in on the RAAus website within 30 days of the accident occurring, the investigation done by your fellow pilots who are also RAAus trained accident investigators. I'm a little perplexed as to why there appears to be a preoccupation with receiving immediate reports of accidents , other than ones natural curiosity ,when it is well established , that any findings that do have safety implications for any of our aircraft ,will be notified immediately . Whatever the reason, it should be noted that there has been very few, if any , new causes of accidents during the past 40 years , with around 98% still due to the same old Human Factors ( yes Pilot Error ), including events such as VFR into IMC , fuel exhaustion , engine failure over inhospitable country, primary flight control failure , operating outside the aircraft flight envelope , turn back after engine failure , base/final turn stall , insufficient knowledge of fuel management systems and so it goes ..... Nothing new , most if not all preventable ,but often ending with dire consequences .... all things that we know or were taught during our training. Of course , now that we have 100 or more hours experience, we are very capable pilots , supremely confident ,able to cope with almost anything , and the old book of rules gets thrown out the window . Recently we have had .... "highly experienced ,high hour and very capable pilots " coming unstuck , why ... complacency, a feeling of invincibility or whatever , but that should be a wake-up call to the rest of us , no exemptions . We can't change the past, but let's ramp up our professionalism a notch or two, and see how long we can go without another fatality, the ball is in our court , you and me ,nobody else, us RAAus pilots ! It also appears that many hirers of aircraft , have little knowledge of the aircraft systems, such as the fuel system physical layout and operation ,making it very difficult for them to analyse inflight abnormalities . Also often tolerated is an abnormal degree of lost motion ,or sloppiness in the flight controls, which should set alarm bells ringing that maybe 'all is not well' . There appears to be some sort of unquestioned trust that, because the aircraft is maintained by an L2 or whatever, that the aircraft is safe to fly, even though the last inspection may have been weeks ago . One can only imagine how the aircraft may have been treated by the 15 or so hirers since that last inspection . Assume the worst case scenario and actively look for things you consider abnormal, if you don't know 'what's normal' ask somebody that does ! . A thorough pre flight inspection can go a long way to eliminating most of these issues , and will often prove to be the best investment you will ever make , after all you do have an obligation to yourself , your passenger and their families ...... Bob

Russ , as long as your directional control etc. is stable , and you are absolutely sure you can continue a safe landing, apart from going through the fence ,shutting down the engine will considerably shorten your rollout ...... Bob

Oh I see , he's got a bit of a lithsp there poor chap ..... Bob

Hmm "Frying " crew .... Surely just a 'slip of the pen' Gandi ..... Bob

Here's some reading for you Frank ! http://www.atsb.gov.au/media/3148330/aair200501977.pdf

This accident investigation included pilot interview, manufacturer input, and an independent assessment of the engine. As with all accident investigations, a single root cause was compounded by a number of additional factors. The engine failure was caused by water contamination of the fuel system, compounded by an insufficient knowledge of the aircraft fuel system. Prior to flight significant water was detected in one tank by the PIC which may not have been completely eliminated from the other tank. The engine assessment revealed no mechanical issues with the engine.

Correction to the above .... Insert ' Jetjr '...... Bob

Many newbies on this forum Teck , they don't need to be further confused ...... Bob