coljones Posted October 22, 2016 Posted October 22, 2016 Hello ColYou seem to have an issue with RAA. Why not take it up with your local rep. You say "If RAA was given the same right as your GA instructor to issue a Class C/D endo then you would be good to go into Class D " I say If RAA was given the same rights as GA it would be called GA not RAA which is my original point..........RECREATIONAL flying. (Edited - Moderator) RAA is on the ball, the issue is with CASA.
facthunter Posted October 22, 2016 Posted October 22, 2016 There's nothing in getting into somewhere like Alice Springs on an 8/8 clear day pre arranged with no difficult traffic around and that should continue under my suggestion and be clarified. IFR planned traffic go via totally different points Localiser, instrument radial (VOR) and chart waypoints. You go by local knowledge rivers, suburbs, coast,. AGAIN imagine you are directed to do something at a major airport. ( head 230 descend to 1500 and report runway in sight). somewhere north of Sydney near the harbour) and you radio starts to smoke and dies etc What do you do if you only have one radio? You've got dual runways and planes everywhere and its a bit hazy . There are procedures but you don't have time to fly it with the stick between your knees while you get the book out. Nev
kasper Posted October 23, 2016 Posted October 23, 2016 The costs and impacts on Raa and Raa pilots of increasing access and alignment with GA access is not always explicit. 1 if you are going into GA ops and controlled airspace there is a legitimate demand from casa that the training syllabus in ALL areas be at the level of GA added costs in the training and Raa 2 once you up the syllabus the need to manage the training organisations goes up. Added costs in the schools and Raa 3 once your aircraft are allowed to mix it with GA the maintenance is legitimately open to challenge ... and if Raa run 1 size fits all then everyone levels up with costs at the Raa level to manage additional oversight and at the aircraft owner level. So even if you exclude the direct costs of certified and calibrated instruments the entire organisation has upped the level of cost across the board. 2
kaz3g Posted October 23, 2016 Posted October 23, 2016 Unfortunately by your own admission above you cannot differentiate between the equipment requirements of an RAA or a GA aircraft to fly in CTA. Your underpinning knowledge and understanding of the requirements is not up to speed. . Really? Please explain where I made this admission and how you came to the conclusion I don't have the necessary underpinning knowledge and understanding from what was, I thought, a fairly innocuous post. Kaz 2
frank marriott Posted October 23, 2016 Posted October 23, 2016 It might be informative for some people to read CAO 95.55 particularly section 7.3. The fact is certain RAA registered aircraft already have CASA approval to and DO operate in class C,D & E and have been doing so prior to me buying a LSA in 2008 (and using it in class C since then). The debate should be confined to whether RAA certificate holders are able to get a CTA endorsement or not - the aircraft are already covered and have been for years (not all RAA aircraft but certainly qualifying ones). 6
frank marriott Posted October 23, 2016 Posted October 23, 2016 Why not take it up with your local rep P4D, bit out of date there, we haven't had local/area reps since the new "improved" constitution . 3 1 1
coljones Posted October 23, 2016 Posted October 23, 2016 The costs and impacts on Raa and Raa pilots of increasing access and alignment with GA access is not always explicit.1 if you are going into GA ops and controlled airspace there is a legitimate demand from casa that the training syllabus in ALL areas be at the level of GA added costs in the training and Raa 2 once you up the syllabus the need to manage the training organisations goes up. Added costs in the schools and Raa 3 once your aircraft are allowed to mix it with GA the maintenance is legitimately open to challenge ... and if Raa run 1 size fits all then everyone levels up with costs at the Raa level to manage additional oversight and at the aircraft owner level. So even if you exclude the direct costs of certified and calibrated instruments the entire organisation has upped the level of cost across the board. What costs accrue to RAA? I think you are over egging it. 1
bull Posted October 23, 2016 Posted October 23, 2016 You don't need a dispensation for your Technam to fly into Class D. An RAA trading school maybe given a dispensation for flying STUDENTS at some controlled airports. The plane is not constrained. If RAA was given the same right as your GA instructor to issue a Class C/D endo then you would be good to go into Class D. If you have a TSO'd transponder you could fly in Class C and E as well. The cost of the Endo is.for the pilot to cover. The cost of the transponder is for the plane owner to cover. RAA has no costs different from any of its other endos. It is called user pays Everyone seems to be trying to cover the so called costs of cta as minimal ,and yes the printing of cta in certificates will be minimal,,,,THE elephant in the room that no one seems to want to talk about is the COST to RAA that has already been spent and future spending to lobby for these changes , as in travel/accomadation administration of paperwork etc etc etc, that is ALL ADDED costs to RAA spending of members funds which as we are in deficit now will have to be made up in extra fee increases etc to the ordinary member who the closest he probably will get to CTA or want to ,is in an a330 going to visit rello,s 2
coljones Posted October 23, 2016 Posted October 23, 2016 Everyone seems to be trying to cover the so called costs of cta as minimal ,and yes the printing of cta in certificates will be minimal,,,,THE elephant in the room that no one seems to want to talk about is the COST to RAA that has already been spent and future spending to lobby for these changes , as in travel/accomadation administration of paperwork etc etc etc, that is ALL ADDED costs to RAA spending of members funds which as we are in deficit now will have to be made up in extra fee increases etc to the ordinary member who the closest he probably will get to CTA or want to ,is in an a330 going to visit rello,s The high cost is on the CASA side. We send Mick Monck down to CASA on his pushbike (because we don't have to pay him and he gets no pushbike allowances). CASA fronts with 25 heavies (at their cost) and the sandwiches. I am not sure where you get your costings from. Using your logic, perhaps RAA should refuse registrations on rag and tube because the legal costs of investigating accidents is excessive and will drive the organisation into bankruptcy. 1
kasper Posted October 23, 2016 Posted October 23, 2016 The high cost is on the CASA side. We send Mick Monck down to CASA on his pushbike (because we don't have to pay him and he gets no pushbike allowances). CASA fronts with 25 heavies (at their cost) and the sandwiches. I am not sure where you get your costings from. Using your logic, perhaps RAA should refuse registrations on rag and tube because the legal costs of investigating accidents is excessive and will drive the organisation into bankruptcy. or do what GA do and leave it to ATSB and/or CASA with no cost and time to RAA .... you do not HAVE to do everything that the govt regulators don't want to do or will not pay for. 1 1
Nick Sieczkowski Posted October 23, 2016 Posted October 23, 2016 The costs and impacts on Raa and Raa pilots of increasing access and alignment with GA access is not always explicit.1 if you are going into GA ops and controlled airspace there is a legitimate demand from casa that the training syllabus in ALL areas be at the level of GA added costs in the training and Raa 2 once you up the syllabus the need to manage the training organisations goes up. Added costs in the schools and Raa 3 once your aircraft are allowed to mix it with GA the maintenance is legitimately open to challenge ... and if Raa run 1 size fits all then everyone levels up with costs at the Raa level to manage additional oversight and at the aircraft owner level. So even if you exclude the direct costs of certified and calibrated instruments the entire organisation has upped the level of cost across the board. Nonsense. RA and GA mix everyday outside AND inside controlled airspace. The problem is the moment someone gets their pilot certificate they are no longer permitted inside controlled airspace even though they may have done all their training (including solos) from an airfield which is inside controlled airspace. Your point about having to align GA and RA syllabuses is mute. An RA-Aus issued pilot certificate IS already equivalent to a GA RPL. CASA even recognise most endorsements, including navigation. See Getting your recreational pilot licence (RPL) | Civil Aviation Safety Authority I can't see why there would be any changes to maintenance requirements. Last time I was at Archerfield there were Slings, a Jabiru, Eurofox and Tecnam operating from there. 1
bull Posted October 23, 2016 Posted October 23, 2016 The high cost is on the CASA side. We send Mick Monck down to CASA on his pushbike (because we don't have to pay him and he gets no pushbike allowances). CASA fronts with 25 heavies (at their cost) and the sandwiches. I am not sure where you get your costings from. Using your logic, perhaps RAA should refuse registrations on rag and tube because the legal costs of investigating accidents is excessive and will drive the organisation into bankruptcy. Rag and tube accidentscosting RAA ah ,well lets look at that shall we Col, All Date range Location Status Make Engine make Clear filter Date Location State Aircraft Model Engine Model Summary 23/10/2016 Caloundra Airport QLD AEROPRAKT A22LS Rotax 912 912ULS 21/10/2016 Toorbul QLD Texan Texan Rotax On file 19/10/2016 Gawler Airfield SA Jabiru J170D Jabiru 2200B An aircraft was backtracking on the RWY after landing and another was on final. The aircraft that wa... An aircraft was backtracking on the RWY after landing and another was on final. The aircraft that was backtracking had only just turned off and vacated RWY when the second aircraft touched down to the same position that had recently been vacated. 19/10/2016 South Grafton Aerodrome NSW Morgan Sierra Jabiru 3300A On short final the pilot followed procedure as prescribed in the POH. The aircraft was flown down t... On short final the pilot followed procedure as prescribed in the POH. The aircraft was flown down to a flare height of a couple of feet and began slowing for touchdown by adding back pressure to the stick. The pilot felt the main wheels touch the seal and added more back pressure to the stick. The aircraft rose and held the stick steady. The nose then dropped suddenly and the nosewheel struck the tarmac. The propeller hit the tarmac, the pilot pulled back a bit and it rose and dropped again, this time the nosewheel fully collapsed and the aircraft skidded to a halt. 18/10/2016 YBUD QLD Jabiru J160-C 17/10/2016 SW of Fort Cooper QLD Jabiru J230D Jabiru 3300A The aircraft experienced a sudden and total engine failure and consequently landed on a dirt road. 15/10/2016 bundaberg QLD Austflight ULA Drifter A-503 Rotax 503 DCDI 12/10/2016 Bankstown Airport NSW AEROPRAKT A22LS Rotax 912 ULS During landing, the pilot bounced the aircraft three times before going around for another attempt t... During landing, the pilot bounced the aircraft three times before going around for another attempt to land. After the go around, the pilot realised the rudders had jammed and did not move at all. On the second attempt at landing, the pilot did not have any directional control and ran off the edge of the RWY 29R after landing. 12/10/2016 South Grafton Airfield NSW Jabiru 230 Jabiru 3300A The pilot carried out the usual walk around and pre-flight checks. The aircraft proceeded to take of... The pilot carried out the usual walk around and pre-flight checks. The aircraft proceeded to take off. On climb at 80 knots and around 500 feet, the pilot noticed that there was little response from the joy stick controlling the ailerons when wanting to turn right, the aircraft wanted to veer left. The pilot managed to overfly the airfield and tried to setup a landing. The aircraft suddenly went left, lost height and impacted the ground. Both pilot and PAX removed themselves from the aircraft. Emergency services attended the scene. 8/10/2016 Moe VIC Tecnam P2002 Sierra Rotax 912 ULS A pre-flight check was carried out, including wing tank fuel drains and gascolator drain completed. ... A pre-flight check was carried out, including wing tank fuel drains and gascolator drain completed. The aircraft departed, approx. 30 minutes later, cruising at 2500ft a severe vibration and partial loss of engine power occurred. Carburetor heat was applied, fuel pump turned on, addition fuel tank selected with no improvement The aircraft was then set up for best glide speed and a mayday call put out to Melbourne Centre informing them of the current situation. Trouble shooting during descent over the potential forced landing area a strong smell of fuel inside the cabin area was noted which indicated to the pilot that a needle and seat or a needle jet in one of the 2 carburetors was possibly stuck open or blocked flooding 2 cylinders causing the engine to run rough and vibrate. After descending 2000ft over 3 minutes with carburettor heat, the fuel pump still on, the throttle continuously manipulated and the engine still vibrating, engine power was suddenly reinstated and the engine began running smooth again, carburettor heat control was put to cold. Melbourne Centre was notified that the aircraft was running smooth again and that the aircraft was returning to YLTV. The aircraft landed with no further incident. 6/10/2016 Sunshine Coast QLD The Airplane Factory Sling 2 Rotax 912 Flying into YBSU, the pilot was given instructions to join downwind RWY 36 and report at Mount Coolu... Flying into YBSU, the pilot was given instructions to join downwind RWY 36 and report at Mount Coolum. At mount Coolum the pilot received instruction to make a short approach. The pilot misinterpreted this instruction as a short approach onto RWY 18. 5/10/2016 Emerald QLD Thruster T300 Rotax 582 While conducting a landing, following the touch and having just applied power to go again, the Right... While conducting a landing, following the touch and having just applied power to go again, the Right (Starboard) Main spring gave out and the pod dropped onto the grass, (the pilot was using the grass part of the runway) most of the momentum had the weight forward so the fibreglass pod bore the brunt of the deceleration. As it stopped the weight came back and the starboard wingtip sat on the grass. 5/10/2016 Wiluna WA Jabiru J 230 Jabiru 3300A After inspecting the landing area the aircraft made a normal approach from the West and touched down... After inspecting the landing area the aircraft made a normal approach from the West and touched down normally The plane started to veer to the left after approx. 70m, the pilot had applied full right rudder in but it kept veering to the left. The pilot applied brake with the aircraft still veering to the left. The aircraft ran off the landing area hitting a tree and knocking the left wing off. The aircraft came to a stop and fuel was going everywhere. After the pilot exited the aircraft caught fire. 2/10/2016 Edgeroi NSW Tecnam Serria Rotax 912 ULS Landings were being conducted on a local farm strip. Whilst turning the aircraft around to line up t... Landings were being conducted on a local farm strip. Whilst turning the aircraft around to line up the aircraft hit a Rutter of a vehicle causing it to pitch forward and allowed the prop to hit the ground damaging one of the paddles on the propeller. 28/9/2016 Private Strip Beerwah QLD ICP Savannah XL Rotax 912 UL-S The wind was 10Kts gusting to 15Kts from WSW. The pilot was landing on a tree lined strip when Filters All Date range Location Status Make Engine make Clear filter Date Location State Aircraft Model Engine Model Summary 28/9/2016 Wollongong Airport NSW Jabiru LSA55/3J Jabiru 2200 The pilot had taken the aircraft up for a few circuits, RWY16 operative. The pilot was lined up well... The pilot had taken the aircraft up for a few circuits, RWY16 operative. The pilot was lined up well on late final at the end of the first circuit. Experiencing some sink the pilot applied power. When satisfied with position went to pull the throttle lever back to closed, however was unable to shut the power off. As they toggled the throttle lever back between 100% and about 60% open the pilot could feel the lever was suffering some mechanical interference. Rather than open the throttle full and assume it would remain like that to sustain a 'go around', and as there was a lot of runway in front of the aircraft, the took the decision to knock the 'mags' off and land the aircraft. The 'mags' were switched off, the propellor stopped in the 9:3 position. The aircraft was quite unsettled and the landing was difficult resulting in some bouncing, on about the third bounce the nose wheel assembly partially collapsed. The aircraft stopped without further incident. 26/9/2016 Connemarra, Springsure QLD Best Off Nynja Skyranger Rotax 912uls Pre-start checks had been completed. The engine was hard to start and the pilot had used choke. Once... Pre-start checks had been completed. The engine was hard to start and the pilot had used choke. Once the engine did start, it started at extremely high RPM (throttle was closed). The aircraft took off forward 30m and ran into a pile of steel and the engine stopped. 23/9/2016 Redcliffe Airfield QLD Tecnam Eaglet Rotax 912 Returning from a training flight from Gympie to Redcliffe Airfield. The instructor and student overf... Returning from a training flight from Gympie to Redcliffe Airfield. The instructor and student overflew Redcliffe to check wind direction, then student gave a call joining the circuit on cross wind for RWY 25. After that they heard a call from another aircraft that they were Beachmere at 1500' and descending to 1000' (5nm out) to join Base. The instructor and student were late downwind ready to prepare for Base when the other aircraft radioed if they had the visual. To their surprise the other aircraft was coming from their left to join straight into Base. The instructor had to take over and turn away as they felt the other aircraft was too close. 22/9/2016 Gayndah QLD Jabiru J230 Jabiru 3300A Engine failure believed due to low fuel, the pilot proceed to carry out a forced landing in a paddoc... Engine failure believed due to low fuel, the pilot proceed to carry out a forced landing in a paddock. Landing was completed with only damage being to the wheel covers and crack in right wheel leg. 18/9/2016 Port Pirie SA Jabiru J170 Jabiru 2200B Two possible places that may have caused stone damage to the propellor. One after start up having pa... Two possible places that may have caused stone damage to the propellor. One after start up having parked on a grassed area a considerable amount of power was required to get the aircraft to taxi. Secondly the taxi way to RWY 17 was unserviceable due to the wet weather so a back track to the threshold of 17 was the only option. There was an aircraft in front of me and as there was not a lot of room on the RWY, the pilots attention was on getting as close to the side of the strip as well as maintaining separation to the aircraft departing. The pilot had brought the aircraft to a stop alongside the departing aircraft with the nose wheel turned towards the direction to line up for take-off. Once the threshold was clear the pilot commenced their turn to line up and knowing that more aircraft departing would also be backtracking and the fact that the nose wheel was not straight they applied more power than would normally be necessary to get the aircraft moving. 16/9/2016 Wollongong Airport NSW Pipistrel Alpha Trainer Rotax 912UL When beginning the approach for landing on Runway 26, the pilot found he was unable to reduce engine... When beginning the approach for landing on Runway 26, the pilot found he was unable to reduce engine rpm below 4,000 rpm, despite the throttle lever being fully closed. The pilot conducted a number of circuits to ascertain the extent of the problem, and determined he was unable to reduce the airspeed below 85 - 90 knots after flaring, thus preventing a safe landing. The pilot then conducted a final circuit during which he shut down the engine while on short final, and concluded an uneventful landing. Later examination of the aircraft revealed that an electrical connector had become disconnected, allowing the connector on the free end of the cable to lodge against with the side of the LH carburettor and prevent the throttle linkage closing completely. 16/9/2016 9 nm North of White Gum WA Liteflite Dragonfly Rotax 912 On take-off from a narrow strip in a cropped paddock the pilot misjudged directional control of the ... On take-off from a narrow strip in a cropped paddock the pilot misjudged directional control of the aircraft. The aircraft veered off towards the side of the cleared strip and the undercarriage dragged through the heavy crop. The pilot immediately closed the throttle to abort the take-off. The drag of the crop on the undercarriage caused the aircraft to flip over upside down. 12/9/2016 Emkaytee Airfield NT Jabiru 230 Jabiru J3300A After finishing the pre take off checks the pilot commenced to taxi onto the RWY and did not see the... After finishing the pre take off checks the pilot commenced to taxi onto the RWY and did not see the obstruction (Landing Light) under the nose. The pilot felt the aircraft pitch down and realised they had collided with a ground object. The pilot immediately turned off the switches and on exiting the aircraft noticed that the nose wheel had hit a tier protecting a landing light thus causing the propellor strike. 11/9/2016 Goolwa SA Tecnam P2002 Sierra Rotax 912 ULS While carrying out an annual maintenance inspection on the airframe one lateral undercarriage retain... While carrying out an annual maintenance inspection on the airframe one lateral undercarriage retaining bolt was found to be broken. The bolt had sheared at the base of the retaining nut and also the head of the bolt. The only remaining part was the nut, the rest had fallen out of the airframe. At each of the previous annual/100 hrs inspections the nuts had been check torque loaded and the nuts had been checked as complying with Tecnam service bulletin No23-UL and RAAus Airworthy notice 070807-1 dated 9 Sept 2007 11/9/2016 Bunbury WA Flight Design MC Rotax 912-S A pilot was conducting circuits with south-easterly crosswinds around 5-10kts, gusts and shear close... A pilot was conducting circuits with south-easterly crosswinds around 5-10kts, gusts and shear close to the ground. On the third circuit, the pilot landed very heavily on the right main wheel while attempting to keep right wing low into the crosswind. The pilot taxied off the runway onto grass to clear RWY as it was clear the suspension was damaged. 10/9/2016 Black Hill SA FK FK-9 Rotax 912 UL On finals for runway 25L, the pilot selected full flaps at threshold for a short field landing. The ... On finals for runway 25L, the pilot selected full flaps at threshold for a short field landing. The pilot selected aim point of touchdown just past the crest of the main undulation on runway. Seconds before touchdown the aircraft unexpectedly sank at a greater rate than expected. The pilot was unable to react sufficiently in time before touchdown. The aircraft touched down approximately 10-15m short of aim point before the crest on an inclined section of runway, exacerbating the severity of landing. 10/9/2016 Archerfield QLD The Airplane Factory Sling 2 Rotax 912 IS Climbing out of runway 28L at Archerfield the pilot made a left turn to join the circuit but when he... Climbing out of runway 28L at Archerfield the pilot made a left turn to join the circuit but when he went to reduce the throttle at top of climb it would not come back. The pilot immediately requested a climb to 1500ft overhead the field to try and fix the problem. After several attempts he managed to pull the throttle back but felt something break when he did. Before descent the pilot performed some checks to make sure that he had full and free operation of the engine throttle before attempting to land. Once the pilot was satisfied, they reported ready for descent to ATC and made a faster than usual flapless approach to the runway to ensure he had enough speed and height in the event the throttle suffered another malfunction. The aircraft landed safely and there was no further reported issues. 10/9/2016 Caboolture QLD taf Sling rotax 912 IS Birdstrike: On final circuit, a masked lapwing (Vanellus miles) flew up from the grass during holdof... Birdstrike: On final circuit, a masked lapwing (Vanellus miles) flew up from the grass during holdoff phase prior to touchdown and was struck by either the left wing or left undercarriage. The aircraft was undamaged but the birds health is unknown. 10/9/2016 7.5 nm Nth of Boonah QLD Jabiru Sp 500 Jabiru 3300a Tracking north from Boonah a loss of power was noticed, the oil pressure light came on and the press... Tracking north from Boonah a loss of power was noticed, the oil pressure light came on and the pressure gauge fell to zero. A suitable landing area was selected, and commenced approach, the engine had stopped with the propellor horizontal a hurried radio call was made with no response. The landing was OK on wet ground, the aircraft travelled about 150m when the nose wheel bogged at slow speed bringing the aircraft to a halt. 7/9/2016 All Date range Location Status Make Engine make Clear filter Date Location State Aircraft Model Engine Model Summary 5/9/2016 Caboolture QLD The Aeroplane Factory Sling 2 Rotax 912 During scheduled maintenance excessive play was noticed on the port flap. This, with pressure, enabl... During scheduled maintenance excessive play was noticed on the port flap. This, with pressure, enabled a movement of 3/8" at the trailing edge. On investigation the holes in the flap tubes under the pilots floor were found elongated slightly allowing the movement in the flap tube joint. 4/9/2016 Gabyon Station, Yalgoo WA Australian Aircraft Kits Hornet Stol Rotax 912 On landing there was a strong gusty Northerly wind. When the aircraft was approximately one meter of... On landing there was a strong gusty Northerly wind. When the aircraft was approximately one meter off the ground a strong gust of wind hit the nose of the aircraft which caused the nose of the aircraft to rise and, on correction, the aircraft nose dived into the ground and somersaulted to land on the roof. 29/8/2016 Caboolture QLD Bantam Bs Rotax 582 While descending to the dead side from 2000 ft to finally join crosswind on RWY12, and some where ab... While descending to the dead side from 2000 ft to finally join crosswind on RWY12, and some where above RWY06 the pilot noticed a bird attacking what looked like a blue plastic bag (not uncommon sighting due to location of airfield to the tip). The bird and bag/ paper were making strange movements and the pilots thought that it could have possibly been a drone. The pilot lost sight of the bag and bird and landed safely. This possible drone sighting was mentioned at a later date to the local CFI and a student and the student confirmed that there had indeed been a drone flown over the hangers on that date that was playing with a bird. The pilot determined that the drone was about 1200 ft to 1000ft above RWY06 with no drone activity scheduled for the airfield. . 27/8/2016 Watts Bridge QLD Edra Super Petrel LS Rotax 912 ULS Pilot experienced a radio communications failure after take-off from Watts Bridge fly in. Receiving ... Pilot experienced a radio communications failure after take-off from Watts Bridge fly in. Receiving communication from other traffic was very weak and scratchy however the pilot maintained planned outbound track and climb to 2500 feet. The pilot attempted to resolve the issue by using alternative headsets and jacks and squawked 7600 to contact Brisbane Ctr 125.7 to advise other aircraft of the radio issue. The pilot revised their track to remain OCTA and divert around Archerfield CTR. The pilot broadcast twice more to Brisbane advising of other minor track and height changes and landed at Heckfield safely. 27/8/2016 Riddell Airfield VIC TOPAZ KR 030 Rotax UL After a one hour local flight, when the pilot was on late final with 90 degree cross wind varying be... After a one hour local flight, when the pilot was on late final with 90 degree cross wind varying between 10 and 15 kts. Approaching over the threshold at approximately 50 kts, nose into wind, the aircraft suddenly lost speed. The aircraft was then too slow to line up with the RWY. The aircraft landed heavily on the left main wheel cracking the leg. 27/8/2016 Wollongong Regional Airport NSW Jabiru J160C Jabiru 22B Aircraft was lined up for take-off on RWY26. As the pilot commenced the take-off run, the aircraft s... Aircraft was lined up for take-off on RWY26. As the pilot commenced the take-off run, the aircraft started to veer to the left and the pilot over-corrected. The aircraft ran off the left side of tar runway onto the grass, hit water pooled in grass, then bounced up off a drainage channel. The aircraft then ran along a barbed-wire fence (on left of aircraft) until the aircraft went through the fence (where it made a right-angle bend). It then continued along the fence (now on right side of aircraft) until a fencepost tore the right wing-strut off the wing. The aircraft then dug the left wingtip into soft earth of the paddock, causing it to nose over and come to rest, inverted, on the barbed-wire fence, facing back in the opposite direction to the one it had been travelling. 26/8/2016 South Grafton Aerodrome NSW Morgan Sierra Jabiru 3300 After returning from a local flight to land on RWY08 the aircraft touched down on the bitumen after ... After returning from a local flight to land on RWY08 the aircraft touched down on the bitumen after floating in ground effect for some distance. When the seal ends there is another 300 metres of grass and the aircraft continued onto the grass on the left hand side. There had been significant rain in the days prior and there was a very soft patch of ground. The nose wheel sank into the soft patch, the nose leg bent and the aircraft came to a halt. The aircraft crossed the fence at approximately 65 knots with more than 30 feet of altitude. The air was particularly buoyant and the aircraft seemed to float along forever however eventually ran out of energy. The pilot touched down on the main under carriage and had the nose wheel on the ground before the end of the bitumen. 20/8/2016 Crab Claw Island NT Tecnam P92 Echo Rotax 912 UL Pilot had set up to land and was flaring before landing. As they pulled on the control stick (back t... Pilot had set up to land and was flaring before landing. As they pulled on the control stick (back to flare) the passenger's drink container cooler (located between his legs) restricted the stick from any backwards movement. The plane landed heavily on the nose wheel first then the pilot felt the tail hit the runway and the plane veered to the left of the runway. The pilot began to brake hard and steer back to the centre of the runway however the plane did not change course and continued into the trees. The left wing hit the trees and the aircraft went sideways and stopped. 20/8/2016 Adelaide Soaring Club, Gawler SA Jabiru J170C Jabiru 2200B The pilot (instructor) and student were taxiing out towards RWY23 whilst listening out on the radio ... The pilot (instructor) and student were taxiing out towards RWY23 whilst listening out on the radio of where all circuit traffic was. There was a light 5-10 knot head wind towards RWY23 use. At the hold point, prior to crossing over the active runway, the pilot and student conducted a good visual lookout to ensure that no aircraft was on final (and that no one was having an emergency and doing a tail wind landing) and that no aircraft was about to take off. The pilot and student heard no radio call of any aircraft on final, no rolling call from the aircraft on the threshold and no threshold traffic was moving. The pilot made a radio call to taxi across the runway, as is procedure, and taxied across the runway. Almost across the runway, the pilot and student received a call from a tug and glider combo that they were rolling right behind their aircraft. Neither the pilot or student had heard any radio call and when they started crossing RWY23, the tug and glider were stationary. The pilot had sufficient separation and taxied out of the way and the two aircraft were airborne and behind and above them when the pilot was alerted that they had taken off. The pilot exchanged radio calls to the effect of maintaining sufficient separation. On returning to the ground after the flight, the pilot and student discovered from numerous sources that their taxiing crossing radio call came through however the rolling call did not and both aircraft had transmitted at the same time. Radio communication and situational awareness/good lookout prevented any incident. 20/8/2016 Crab Claw Island NT Tecnam P92 Echo Rotax 912 UL80 Controls obstructed on landing flare by passenger. Pilot lost directional control of the aircraft an... Controls obstructed on landing flare by passenger. Pilot lost directional control of the aircraft and impacted trees at the edge of the runway. 15/8/2016 Unknown SA Foxcon Aviation Terrier T200 Rotax 912 15 DEFECT: An aircraft owner had a partial failure of the reduction drive belt, in that about 15mm of t... DEFECT: An aircraft owner had a partial failure of the reduction drive belt, in that about 15mm of the 60mm belt was shredded. In this instance it was fairly soon after a major service. The service had been done because the aircraft had just been purchased. During the repair it was discovered that the belt had never been at the correct tension. 15/8/2016 Moorabbin VIC Aeroprakt Foxbat A22LS Rotax 912 ULS A student was sent for a solo circuit to be completed inside the Moorabbin airspace, which was succe... A student was sent for a solo circuit to be completed inside the Moorabbin airspace, which was successfully completed. Upon landing the student took the bravo taxiway exit from RWY 35r. ATC asked the student to hold short of RWY35l. The student proceeded to cross the holding point of 35l. ATC asked the student to stop immediately as another aircraft was airborne on RWY35l. OUTCOME: Pilot was trained in CTA procedures, held a PPL and was undertaking a single solo circuit to confirm competence in CTA operations. The aircraft rolled through a taxiway threshold by one plane length and the aircraft on take off passed over head at 200 FT AGL. The pilot and Senior Instructor have been counselled and further assessment and retraining will be undertaken prior to further solo flight. CFI also holds weekly Instructor standards and safety meetings intended to raise awareness of these or other issues. 15/8/2016 Moruya Airport NSW Rutan Varieze Continental O-200A The pilot was flying to Moruya from Cooma to for unscheduled maintenance. About 15 NM from the Moruy... The pilot was flying to Moruya from Cooma to for unscheduled maintenance. About 15 NM from the Moruya airfield the engine started missing beats, about 10 NM from the airfield, having applied cold air induction, it started surging, at about 4-5 NM out the engine died. An attempt was made to restart the engine by closing the cold air induction, adding carburetor heat and changing fuel tanks. The aircraft has no starter. The pilot was within gliding distance of RWY36 and called their intentions and was acknowledged. The pilot lowered the nose wheel undercarriage, cut the corner of the circuit to clear hangars and completed a radical turn, close to the ground but safe, to line up on the airfield and landed safely. The pilot was then gripped by a thought that they had not lowered the undercarriage and without confirming this thought wound the undercarriage up whilst the canard wing was still working during the ground run. The canard wing eventually stalled and the nose dropped onto a rubber pad located on the retracted nose wheel leg. The rubber pad is sacrificial for wheel up landings. The rubber pad sheared and fuselage fiberglass and pitot tube were ground away. The pilot vacated the aircraft and pushed it off the airfield. 11/8/2016 NW of Brisbane QLD Evektor Sportstar Plus Rotax 912 ULS Tracking direct from YRED to YKCY the pilot clipped the very edge of the 3500' step. The pilot was m... Tracking direct from YRED to YKCY the pilot clipped the very edge of the 3500' step. The pilot was momentarily distracted by a question from the passenger and then mistook a ground landmark and started the climb to cruising altitude of 400' about 1NM early 7/8/2016 Penfield VIC Skyfox Aviation Gazelle Ca25n Rotax 912A Pre-flight: engine start and run-up normal with smooth running as per recommended THIS LITTLE LIST is only for the last 2 months and out of the 48 accidents and incidents ONLY 3 aircraft are of the rag and tube variety,, the large MAJORITY are HIGH performance """plastics/alloys'''So your statement looks like it,s sinking before it,s launched ah Col.................
bull Posted October 23, 2016 Posted October 23, 2016 AND Col the MAJORITY of airframe failures ARE FACTORY ''approved and assembled aircraft,,so that shoots down your arguments about homebuilt/95.10 aircraft too,Even before you say it,,,as we all know you where going too ah................ 1
bull Posted October 23, 2016 Posted October 23, 2016 All the talk about costs and such, it would be nice to know how much of our aircraft rego fees go,s toward insurance and how much of our member yearly pilots certificate fees go towards insurance and how much go.s to admin costs and how much is spent on salaries and wages ,and how much IS spent on lobbying trips for cta etc ,, so we can have some REAL FACTS to work with and argue over without the BS Can anyone from RAA tell us how much has been spent for lobbying for cta access over the last 3 years In a real $ figure so we the members can really see where our yearly fees are going,and how much of our fees ACTUALLY go towards INSURANCE,in real $ figures for members to look at,,,,hmmmmm,or being like HILLARY,will RAA have too much to hide, to show us unruly MEMBERS where OUR funds are being spent????hmmmmm 1
Geoff13 Posted October 23, 2016 Posted October 23, 2016 All the talk about costs and such, Only seems to be one bloke continually bringing up costs. 1 1
bull Posted October 23, 2016 Posted October 23, 2016 Only seems to be one bloke continually bringing up costs. OH sorry Geoff are you refering to me , as I scroll back through the posts of late ,I seem to see 7 different forum members querying costs of ,several different areas of RAA administration of our sport using MEMBERS funds 1
DonRamsay Posted October 25, 2016 Posted October 25, 2016 ? . . RAAus is DIFFERENT. It can't be GA and have GA rules superimposed on it. Too many years of effort have occurred for this to be the end game. Progress YES. Not assimulation. Back to the past is not the future. Nev Nev, the trend as I see it is regulation for the recreational end of GA (not for reward) will *reduce* overtime based on the success of LSA in the USA. Medicals are already being moved in the right direction in the USA and the UK. I don't see a risk of regulation of RAAus getting more like the current GA unless you want to do something that we are not currently doing - like transit CTA. It is not unreasonable if you want to transit CTA to have a recently calibrated pitot system - annually rather than biannually. But there is no suggestion that all RAAus aircraft would need to change from the current bi-annual calibration for flying in Class G below 10,000 ft. Don
DonRamsay Posted October 26, 2016 Posted October 26, 2016 Don unfortunately I don't agree with the way you are going with this. Just because you have been into Tamworth (not a particularly simple thing don't get the idea that is all there is in flying in CTA.)You cant expect to mix it with the expensive stuff and not be required to upgrade in many ways. you won't be VFR always either and you have to cruise where you are cleared. Give amended ETA's, know radio fail procedures and much more A lot of CTA is over rough country, you will need adsb shortly. Its a different world. All WE ned is transit rights and procedures across /through airspace and into specific aerodromes which would be better done with "special VFR" procedures. Like Victor one. Nev Nev, accessing CTA is just a skill that something like 700 RAAus pilots who trained for their Pilot Cert in CTA have achieved. Of course, once they have achieved their Pilot Cert they are no longer allowed access to CTA regardless of demonstrated skill or compliant aircraft. That is just nuts! And then there are the thousands of average 17 year olds who obtain a PPL with CTA endorsement. I'm not saying it is a trivial exercise but it is not something that is beyond the ability of the average RAAus Pilot Cert holder to learn. Of course it is not for every RA pilot. You wouldn't go to the expense or bother unless you had a pressing need like living at Coffs Harbour. There is no additional expense to anyone other than the individual who chooses to seek CTA endorsement. In al likelihood, all I would really need is transit CTA but others in RAAus have the demonstrable skill and need for full CTA rights and that right is currently, unreasonably denied when it is not denied in comparable jurisdictions like NZ, USA, UK. 1
facthunter Posted October 26, 2016 Posted October 26, 2016 Don I don't think you really appreciate what CAN happen in CTA. Just transit it and get out or have special VFR procedures to get into your chosen RPT airports. I believe you are opening up a tin of worms. Most of my flying has been in CTA and I know a few who have gotten into trouble in small planes . I'm not approaching it from a theoretical aspect either. It's based on real events.Nev 2 1
DonRamsay Posted October 26, 2016 Posted October 26, 2016 Don I don't think you really appreciate what CAN happen in CTA. Just transit it and get out or have special VFR procedures to get into your chosen RPT airports. I believe you are opening up a tin of worms. Most of my flying has been in CTA and I know a few who have gotten into trouble in small planes . I'm not approaching it from a theoretical aspect either. It's based on real events.Nev Nev, you are quite correct that I don't know all about the risks of flying VFR in CTA but surely that is the purpose of the training? I recently flew to Sth Aus and back and all in Class G. In that 2500 kms I saw only one other aircraft in the air and from the radio, I had no indication of other aircraft in my proximity. I had no need to go into CTA. But, running up and down the East coast of Aus it could be very useful. Incidentally, I have no desire or perceived need to fly into any of the former GAAP airports. But Coffs, Broome, Williamtown, Nowra, Sale, come to mind as possible. Don
coljones Posted October 26, 2016 Posted October 26, 2016 Don I don't think you really appreciate what CAN happen in CTA. Just transit it and get out or have special VFR procedures to get into your chosen RPT airports. I believe you are opening up a tin of worms. Most of my flying has been in CTA and I know a few who have gotten into trouble in small planes . I'm not approaching it from a theoretical aspect either. It's based on real events.Nev Nev, are you saying that one should go off and get a CASA Licence and CTA Endorsement and all will be fine, Gunga Din? Is there a thin film of people much better trained and behaved that they and only they should be permitted into CTA? I can't quite follow your logic. If a person has received training at a suitable standard (say Part 61) sufficient to being granted a CTA Endo then does it matter if it is issued by an RAA rather than a GA Instructor¿ Or is there some kind of apartheid going on here? 2
facthunter Posted October 26, 2016 Posted October 26, 2016 If you are set up in the appropriate aircraft, and trained and familiar and fly often, It's far safer than not knowing who us in the airspace around you, but you have to know much more and you will have extra costs. You will not get all the facilities for nothing. It's a user pays concept and rightly so. It costs a considerable amount of money to process flight details and provide the services you will use. A lot of CTA on the east coast is over rough country that I would rather only be in a multi engined plane, where I have the extra reliability. I've said enough on this except IF a few of us muck it up, there will incur such a reaction you won't believe it . You don't know what you don't know. Nev 2 3
turboplanner Posted October 26, 2016 Posted October 26, 2016 I can't see the logic that CTA is less safe? When you fly in it for a while, and see what comes into it and what they do, it becomes obvious. The thread on Ozkosh radio use was one example of how circuit and radio procedures can trip people up whose training to that point has only been out in the country. I've had one at Moorabbin responding he was on downwind, when in fact he was heading stright for me heading upwind; that's not a mistake he might make at Gunnedah, but the pressure had clearly got to him and the tower controller worked him round into position and helped him down - but that stuffed it for the rest of us. 3
SDQDI Posted October 26, 2016 Posted October 26, 2016 Well we had better ban all private pilots from cta then. It seems those people with a ppl or RPL are just as dangerous as us dodgy Raa types. It is my opinion that if an RPC holder is given the appropriate training (to the same standard for a cta endo as a ppl/rpl holder) then here is no logical reason against it. Insinuating that people that only hold an RPC are incapable of flying in cta because they are all backwoods Cowboys with no idea about tower thingys and hopeless at knowing where they are is very offensive and IMO comes across as a holier than thou attitude. I don't mean any offence to Nev or turbs but it certainly comes across that way. For sure cta endos shouldn't be given out willy nilly but if the training standard is the same it won't be any different to a ppl getting a cta endo. I have always said that there are just as many Cowboys in Ga and categorising either camp as inadequately trained as a whole is not really constructive. 3 1
Recommended Posts