Happyflyer

Agree Oscar and summarily dismissed by Mr Morgan.

Of course Dick doesn’t make aviation policy for Australia (unless he goes back CASA again). He is entitled to put his view out there as are we all. I don’t think CASA and ASA are doing such a wonderful job that we should not discuss change, and copying a successful system is one avenue of discussion. The most cautionary approach of course would be to kill GA by over regulation, which many believe is happening.

I don’t think you’ll have to wait 20yrs! I’m surprised that we now have an electric training aircraft in use so soon. 1903: “The horse is here to stay but the automobile is only a novelty – a fad.” — President of the Michigan Savings Bank advising Henry Ford’s lawyer, Horace Rackham, not to invest in the Ford Motor Company.

Kaz, you keep on saying, as fact, that all aircraft would be required to have a transponder in E under Dick’s proposal. Is this a scare tactic to put people off it? As I understand his proposal, it is US class E and that has no requirement for transponders. This has been pointed out to you before. Where do you get your information about making transponders mandatory from?

It’s reported the aircraft rego was ZK-CZJ. Morgan 10 Cheyenne owned by G.S. Morgan. https://www.caa.govt.nz/script/aircraft-register-query/RegisterationMarkForm See also Incident Morgan 10 Cheyenne ZK-CZJ, 31 Dec 2017

RAAus registered aircraft only unfortunately. No physical reasons, just paperwork!

Better have another look at the Adelaide VTC Kaz. Class G only to 2500 around YPPF class D.

They are metal skinned. I think the shrink wrap was supposed to replace the paint.

That's interesting. Can you tell us who came to that conclusion please?

Gee Keith, I thought CASA were good at using a lot of words to say very little but you are far better than them at that.

Somehow they manage that in the US so I'm sure we could find a way.

That is remarkably low and would seem to indicate Australia is over represented. By comparison we lost close to the world wide number of aviation deaths on our roads.

Of course if we adopt part of the FAA system we may also go to US class E which has no radio or transponder requirement. https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/media/17_phak_ch15.pdf

We don't know it was a gotcha moment that caught out the pilot. Could have been structural failure that no one could save. Experienced or not.

On the subject of Beaver flying characteristics you may be interested in this from the PPRuN forum on this subject. Sea Plane down in Hawksbury - Page 4 - PPRuNe Forums Aviation Investigation Report A15Q0120 - Transportation Safety Board of Canada Quote: In the controlled conditions of certification, the stalling of the DHC-2 was described as gentle. However, as is the case for many other aircraft, a stall in a steep turn under power triggers an Incipient spin with few or no signs of an impending stall, and the flight path changes from horizontal to vertical. In low-altitude flight, stalling followed by incipient spin, no matter how brief, prevents the pilot from regaining control of the aircraft before impact with the ground. Quote: In 2014, Transport Canada and the manufacturer, Viking Air Limited, recommended that stall warning systems be installed, but only 4 have been installed on Canadian‑registered DHC-2s. There are currently 382 DHC-2s registered in Canada, 223 of which are used in commercial operations. Level of risk is determined by the probability and severity of adverse consequences. Given the number of DHC-2s without a stall warning system in commercial operations, combined with the fact that low-altitude manoeuvres are an integral part of bush flying, it is reasonable to conclude that a stall at low altitude is likely to occur again. Because stalls at low altitude lead to catastrophic consequences, this type of accident carries a high level of risk. Until, at a minimum, commercially operated DHC-2s registered in Canada are required to be equipped with a stall warning system, pilots and passengers who travel on these aircraft will remain exposed to an elevated risk of injury or death as a result of a stall at low altitude. Therefore, the Board recommends that the Department of Transport require all commercially operated DHC‑2 aircraft in Canada to be equipped with a stall warning system. TSB Recommendation A17-01 Appendix C – TSB aviation investigation reports on accidents involving aircraft that stalled and were not equipped with stall warning system Quote: Accident Type Fatalities Summary A14O0105 DHC-2 Beaver 0 The float-equipped DHC-2 Beaver aircraft (registration C‑FHVT, serial number 284) rolled to the left prior to the flare. The pilot attempted to regain control of the aircraft by applying full right rudder and right aileron. The attempt was unsuccessful, and the aircraft struck rising tree‑covered terrain above the shoreline. The aircraft came to a stop on its right side and on a slope. Two of the 3 people on board received minor injuries. The aircraft had no stall warning system. A12O0071 DHC-2 Beaver 2 The DHC-2 floatplane (registration C-FGBR, serial number 168) stalled and crashed during a go-around while attempting to land. Two of the 3 people on board drowned. The aircraft had no stall warning system. A11C0100 DHC-2 Beaver 5 The DHC-2 floatplane (registration C-GUJX, serial number 1132) stalled and crashed during takeoff. All 5 people on board received fatal injuries. The aircraft had no stall warning system. A10Q0117 DHC-2 Beaver 2 The DHC-2 amphibious floatplane (registration C–FGYK, serial number 123) stalled and crashed during takeoff. Two of the 5 people on board received fatal injuries. The aircraft had no stall warning system. A09P0397 DHC-2 Beaver 6 The DHC-2 floatplane (registration C-GTMC, serial number 1171) stalled and crashed during takeoff. Six of the 8 people on board received fatal injuries. The aircraft was equipped with a stall warning system, but it was not functioning, and the TSB identified this as a cause or contributing factor. A08A0095 DHC-2 Beaver 0 The DHC-2 floatplane (registration C-FPQC, serial number 873) stalled and crashed while the crew was attempting a forced landing. Five of the 7 people on board sustained serious injuries. The aircraft had no stall warning system. A05Q0157 DHC-2 Beaver 1 The DHC-2 floatplane (registration C-FODG, serial number 205) stalled and crashed during takeoff. The pilot, who was the sole person on board, received fatal injuries. The aircraft had no stall warning system. A04C0098 DHC-2 Beaver 4 The DHC-2 floatplane (registration C-GQHT, serial number 682) stalled and crashed on approach. The 4 people on board received fatal injuries. The aircraft had no stall warning system. A01Q0166 DHC-2 Beaver 3 The DHC-2 floatplane (registration C-GPUO, serial number 810) stalled and crashed on approach. Three of the 7 people on board received fatal injuries. The aircraft had no stall warning system, and the TSB found this to be a risk factor. A01P0194 DHC-2 Beaver 5 The DHC-2 floatplane (registration C-GVHT, serial number 257) stalled and crashed on approach. All 5 people on board received fatal injuries. The aircraft had no stall warning system; the TSB noted this fact under "Other findings." A00Q0006 DHC-2 Beaver 3 The DHC-2 (registration C-FIVA, serial number 515) stalled and crashed while climbing. Three of the 6 people on board received fatal injuries. The aircraft had no stall warning system. A98P0194 DHC-2 Beaver (modified: maximum weight increased) 0 The DHC-2 floatplane (registration C-GCZA, serial number 1667) stalled and crashed following a missed approach. None of the people on board were injured, but the aircraft sustained substantial damage. The aircraft had no stall warning system, and the fact that the pilot had no warning of the impending stall was identified by the TSB as a cause or contributing factor in this occurrence.

A Qantas captain is not responsible for a false declaration by one of his passengers. When I fly a charter flight I don't search my passengers luggage for illegal substances. In this case I would suggest the pilot was entitled to believe his employers would fill out their entry declaration cards in relation to the dogs correctly. Amber Heard did not, that's why she was charged. The pilot did nothing wrong otherwise he old have been charged.

Keith, can you, in plain English, with no riddles, winks or nudges tell us what RAAus did that was so bad in relation to Jabiru, tell us what we should be shocked about in relation to the RAAus restructure and tell us how RAAUs should have been involve in training Chinese airline pilots? If you've got no facts or are not prepared to present them perhaps silence would be a smarter option.

So why have you had to re write everything just because the implementation date has changed?

Not sure why you say it's a rant. As far as I'm concerned Australia would be a better place with more people like Dick Smith.

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I would have thought insurance would cover the Pax to some degree. Hard to know what happened in this case, did the pilot contribute to the crash? Aust courts have said flying is inherently dangerous and are reluctant to award against the pilot.

I would have thought insurance would cover the Pax to some degree. Hard to know what happened in this case, did the pilot contribute to the crash? Aust courts have said flying is inherently dangerous and are reluctant to award against the pilot.

You need a L1 endorsement on you licence. When you have that you can work on your own aircraft, no matter registration number, as long as it is not used for training.

Bald eagle. Seven posts, and nothing of substance so far.

I wonder who the poor bugger was? Plenty of self congratulation going on at Ballina security central I'm sure. Another major terrorist plot foiled by the ASIC scheme!