Jerry_Atrick

Of course, they would be known as Aerodrome Public Safety Barriers

Over 'ere, organising a fly in is quite simple. People get on a forum similar to this one; propose a destination (either UK or somewhere continental Europe), there's a bit of a squabble on dates and once sorted, someone makes a call to the destination to ensure enough food is ordered at the on-site restaurant and we all descend using SOPs .. Only at organised events rather than these casually organised fly-ins are there w-anchors and hooligans...

@GyPy&Susi - if you go here and search for IPEC, it has some info AWA ARGOSY.. BTW - like your dog - looks almost exactly the same a mine!

Nothing to say, but bloody lucky!

@bull - looks like you've got the gong for organising Not-Kosh 2018!

I used to subscribe to Australian Flying as it had a good balance of informative articles abut fly9ing, safety and destinations. I used to particulary like Shelly Ross' writing style and although a little dramatic, I gleaned many tips from Jim Davies (or was it Davis) safety and flight technique/ratings/training articles. As it happens, my b/day and Christmas (or festive gift giving day to be PC) coincide and I am thinking about getting the missus to take out a subscription to an Aussie magazine... It may not technically be aviation related, for example, Aussie Geographic or an Australian focussed travel magazine.. However, I would like it to be aviation based. One of the advantages of Aussie Aviation was SWMBO, who hates anything aviation (I know how to pick 'em) at least read Shelly Ross' articles.. I was using them to try and get her to see sense and take a light aircraft flight with me (or this eye-candy-for-girls instructor at the local school). Anyway, I digress.. I know this is a recreational forum, but any recommendation of a magazine, prefereably that blends recreational and GA, that meets the above criteria would be greatly appreciated. TIA

I thought this was amusing...

We have very bloated bureaucracies.. They have to justify their livings... I did a gig (note, consulted to, not worked for) one of the [edit] Aussie [/edit]state health and safety authorities... The old timers there were pretty well reasoned actually - understood the objectives of the organisation and had practical ideas about how to implement them while minimising the impact on their "clients". The corporate younger one were concerned with three objectives: How to extract more money from their "clients" How to justify their empires through ever increasing rules and regulations How to punish those for even the most minor transgression - very black and white approach. I kid you not, but a judge threw out a case against an employer who's son was killed by a minor oversight in the application of H&S rules - the reasoning being the father has suffered a punishment for it way beyond anything the court could impose (and a spokesperson for the authority went on air, unbelievably to state how disappointed he was of the decision) Oh, and there were the middle and back office support functions that were next to useless... None of their measures seemed to relate to hard evidence and numbers of the risks they were protecting/mitigating. Relating this to aviation.. Well, I can't comment on CASA (in fact, I havebeen watching their out and back series and it is actually something to applaud, even though one could argue it doesn't delve enough into the subject matter). But I can say, EASA (and JAA beforehand) added a lot of rules and regs and obligations, yet it has made not a drop of difference to the accident, injury and fatality rates.. I will now put down my last glass from my last bottle of Petaluma Shiraz (if they still make it, pls let me know - can no longer get it here)

Agreed.. I am responsible for implementing compliance with some pretty hefty regulations at the moment, and small drafting anomalies will not change liability. I haven't read the whole doc, but Appendix F states: "Fly-in, Competition or Cross country event – A gathering of aircraft at an event or competition where the general public have been specifically invited to the event. E.g. World gliding competition. Note. This does not include a Fly-in where the general public have not been invited to, such as a local aero club Fly-in." Most of what's required for a fly in (or comp) seems something that commonsense would require, anyway (OK - I make that assertion from the title of what is required - not the detail within the provisions of the doc). They are: Site Survey - well, it's an airfield and has parking... Also, should be somewhere the public can gather safely.. Dunnies will have flies hoverring and women's will run out of loo paper faster than a F18 flies with afterburners on. Marking of Display Axis - A white rectangular box around the BBQ marks the display axis. Parking of a/c - Please ensure you pack you aircraft off the runway and taxiways. Also, don't park at the pub, even if you take the wings off (reference some QLD event a couple of years ago). Min height settings - Hmmm tough one.. Circuit heights - but use QFE to confuse CASA. Wx minima - erm.. refer to VFR minima; add a bit if the airport is an alitport. Briefing - Er - refer to the AIP, ERSA and some other commercial guide. If there are a lot of pilots about - lookout. Sample Schedule - Airfield open at x; closes at y; BBQ starts at 12:30 Joy/Adventure/TIF Ops -This is a fly in! If you're lucky enough to be offered a ride (in the airplane, not the other type - although that could be lucky, too, depending on whom the ride is with), then it is at your risk becaue even CASA have deemed is us to be dangerous fruitcakes heelbent on destroying the earth. Post Display Departure Planning: Please use the same planning technique you were taught - it usually works. Post Display Report (Form 694) - What display? The above should do it... Feel free to use it; even royalty free..

Well, may have to get the book.. All time fave aircraft (I have a thing for twin taoil boom aircraft - when they scrapped the IPEC Argosies that were based at Essendon (from memory), I was devastated)... Probably going to join this group once a few short term things coming up do actually occur.. Vampire Preservation Group - Home Page And this is very tempting... May have to part with the XC90.... De Havilland T22 Naval Vampire | eBay

These guys seem to be still going, but I wonder how business has fared since the ASIC, or whether they are focused on local pilots: Stawell Aviation Services - Outback Flying Tours - Stawell Aviation Services >> Home (I have no affiliation with them whatsoever).. I was wondering - if I fly a foreign registered a/c in Aus on my foreign licence, so I need an ASIC? One of my goals is to fly from London to Aus as per here: http://fundraising.oxfam.org.uk/events/downloads/0000/0629/Cherokee-Challenge-Flight-to-Australia-2013---Overview-230719.pdf (there are other links, but as they are blogging sites, I can't access them from work). Wold like to do it in i a similar plane, although, at a Royal Aeronautical Society event last night, may look at doing it in a permit, VLA or ULA instead. As I can't front up in person for them to verify my mug shot, I won't be able to get an ASIC before I would depart.. If I won't need an ASIC/AVID, then doesn't that sort of defeat the purpose?

Agree with @JG3, but I would suggest speaking to the local scout groups/AAL squadrons and similar to let them know there will be a fly in and they're welcome to come pop in and have a chat and wander around - and depending in liability laws in Aus, if somoeone's going up, they may be lucky and catch a ride. Seeing grass-roots aviation for what it is rather than though the restrictions of airshows may spark the interests of kids that may be lost through all other distractions. Also, may get mum and dad interested, too...

I don't know Peter from a bar of soap, but the day job that the net refers to may not be a permie cor contract development role - it may be running a company and that he has the staff required to get the Raptor off the ground... Would be a bit like saying whoever runs google these days that he is working on flying or autonomous cars outside his day job... The odds are against him, but isn't it the human spirit that often defies the odds? He may well fail, but the slither of chance he may succeed is worth celebrating. After all, if we look at the stats, the odds of success of starting a small business don't look great at all, but people do and their businesses thrive.

He's a software guy - he'll be used to projects taking a lot longer than planned with many unforeseen challenges..

Hmmm.. Have long lost rellies in Bowen... Navigation shouldn't be too hard - on the way up, keep the blue stuff to your right and on the way back, keep it to your left.. Job done!

This has the hallmarks of the Eclipse Jet's first attempt, which turned out to be fraus, I understand. Still, for a USD$2K deposit, may be worth a punt as one would have to wait past 1100 airframes to be built - which would give enough lead time for the early adopters to work out the snags of the design, engine, etc. 1100 orders ahead (if true) gets me wondering if I put a deposit down, my airframe would be ready before I had to hang up the headsets...

Tocumwal, Deniliquin or similar in the region might not be a bad option - almost equidistant between Melb and Syd, and not much further for Adelaide, too.. These towns usually have good accommodation options (if camping isn't allowed on the airfield, there is usually something suitable close by). Although I haven't been to Deniliquin for decades, it seems to have a welcoming aeroclub as well.. And I would doubt either would require an ASIC.

Condolences to family and those affected. Bot a very good week for GA and Cessna 210s in particular. Hope its the last fatality we hear for a long while.

Condolences to the families and those affected. I personally don't have an issue with discussion on possible/probable causes.. they help drive out potential issues I am not too familiar with and incorporate habits that increase my safety (learn from others, but I do sometimes verify with an examiner before). It also helps reinforce or bring to the fore those things that were learned many years ago but have somehow been cast to the deeper annals of the grey matter and not regularly thought of/practised. However, I would think jumping to any conclusions, no matter how obvious they may seem, is dangerous until the publication of the report by the ATSB. But even then, sometimes it doesn't really explain things. For example, one thing we all know is that if we fly into IMC (as VFR pilots), our life expectancy materially diminishes quite rapidly. Yet it still happens with alarming frequency; usually minor breaches, but all too often, major breaches that result in the usually inevitable. In fact, yours truly fortunately (from my perspective, anyway) had the presence of mind to turn around while there was still some visibility but still sandwiched in between two thick layers of stratus cloud and options rapidly diminishing. What made me do it in the first place, knowing full well the likely consequences and after many times previously abandoning plans with less marginal forecasts? Combination of frustration for not being able to fly for quite some time, "needing" to get to where I was going and a wing-and-a-prayer that the marginal forecast was overly pessimistic (in the UK? yeah, right!). If I had of met my maker on that flight that AAIB report undoubtedly would have read a non-IFR qualified pilot continuing to fly into IMC, followed by loss of visual cues leading to spatial disorientation resulting in a graveyard spin/spiral dive, but it still doesn't explain why.. In this sad tragedy, I am not sure what likely or probable cause there is. Could be anything from sudden pilot incapacitation to a wing break up in flight or anything in between. Regardless, the aviation community has suffered another loss and we should be respectful to those affected and reflect as well, as what we can constructively discuss should help us in being safer. Safe flying!

@SGIAN DUBH - I am registering interest as well; Though I will be hiring rather than buying an a/c if admitted; can't help thinking buying an a/c may yield problems (hiring can, too) and can't be faffed with offloading it after the race. I'll be starting in Melb though as I know a couple of operators that will hire me an a/c for the period and use the flight up to acquaint myself with Aussie procedures (which have changed markedly since I left Aus in the late 90's). Also, CASA has some great videos called out-n-back; suggest you take a look at them (if you haven't already); although they include a bit of tourism in their videos. They are on the CASA web site and youtoob. The other thing to think about is that if you fly a VH registered a/c you will probably have to get a temp certificate of validation or your Aussie licence (not sure as the CASA web site is a little confusing); and there will be a requirement to have at least applied for an ASIC or AVID (I think). Does anyone know if we ride with a US licence in a N reg whether we need an ASIC/AVID?

In my early solo days, I was on late final coming into 17L at YMMB on a calm sunny day. Over Kingston reserve (I think it is still Kingston reserve), I was admiring the view and then it occurred to me that I seemed to have a long time to admire it. Glanced down at the ASI and it was nudging south of 40kts (in either a C150 or 152 - can't recall). That was a ILAFFT (I learned about flying from that) moment... Still have to look outside when I am landing, but my internal scan all perked up from that moment.

Really sad.. Condolences to everyone affected.

No nicks on that blade...

back to the pictures - he flies like a dog....