Roundsounds

The requirement to maintain not less than 1.3 x Vs is included in CASA Air Display approvals to prevent this type of event occurring. It's a shame, damaged aircraft and doesn't reflect well on RAAus.

The QLD Coroner made some very specific recommendations regarding RAAus and oversight of aircraft maintenance. RAAus told the Cornoner they didn't have the resources to perform audits of maintainers (probably in the hope there would be a recommendation for more funding). The Coroner then recommended CASA perform these audits on behalf of RAAus. I think this might be driving this matter now. There's been a fair amount of Comms with us via newsletter and magazine articles.

The video explains why the gear bolts let go!

I meant the evolution of the Ops Manual to where it is today. (I'd like to say the evolution of the Tech manual, but it has yet to evolve.) I'm not saying there are any pending new rules, although I think there may have been a few unintended ones with Issue 7 of the OM and are / have been resolved.

It's very difficult (impossible?) to form an accurate assessment as to whether there are any common causes in incidents involving RAAus aircraft and pilots. This is due to two main factors, firstly the lack of a functional incident recording and reporting database, secondly a reluctance to report near misses. Any new regulations or training are only hit and miss attempts to improve safety. This may be why the safety stat's don't seem to be improving, without the full picture some measures may in fact reduce safety. I understand there is a system being created, but it cannot come too soon and must be used correctly. New rules and threats of removing privileges rarely increase safety, proper education is the only effective way. Appointing a training officer is a good move, but they must have accurate data to work with or else they'll be shooting in the dark.

I've just been sent a poor quality pic of what was reported to be a bent JustAircraft SuperSTOL. Any info anyone?

No CASA employees have been moved on.

Brendan, I agree with your comments. Both Jabiru and RAA should have acted before CASA stepped in. Both organisations should have their own Safety Management Systems in place monitoring incident data to identify any trends. CASA should only be monitoring / auditing these SMS to ensure they are effective, not stepping in and taking action.

I reckon you can strike streamer cutting off the list, the act of dropping the streamer is against the law theses days. If done properly you can use any aircraft safely, just start at low speed and you'll be teetering on the stall all the way around and no chance of over stressing the aircraft. Also a safety pilot (instructor) would be carried to make sure you don't over do it and time the cuts. Spot landing, forced landing and "blind circuit" would probably be the best to kick it off. The blind circuit involves blanking the ASI and altimeter (still visible to the safety pilot). All sequences to build safe skills.

Maybe RAAus could sponsor / oversee a National Comp? I have just sent an email to the Ops Manager suggesting this and offering to assist.

I've had extensive experience as both a competitor and event organiser, although not recently. There would not be many better ways of refining and maintains basic flying skills, with the added bonus of the social aspects. I might raise this with the Ops Manager.

There is a NSW Comp for GA which I think is still affiliated with the Royal Federation of Aeroclubs. I have recently started talking with them about including an RAAus category. The comp includes a Spot Landing, Simulated Forced Landing and either streamer cut or flour bomb. The landings have a ground score and air score (an instructor is carried to assess the air component). This is an excellent way of keeping practice in some basic skills and associated cockpit drills.

Bottom line with L1 privileges - the Tech Manual states a current member holding a valid pilot certificate is qualified as an L1. Until an official notice is published stating something different, I would suggest any legal advice would support this view. The various CAO exemptions (95,10, 32 and 55) all state aircraft are to be maintained in accordance with the RA-Aus Technical Manual. This could be changed by issuing an Airworthiness Notice stating L1 privileges are suspended until successful completion of the RAAus L1 training and assessment package or a rewrite of the relevant section of the Tech Manual.

Slb, a contractor managed the development of the first phase of the L1 training and assessment.

Probably a question worth asking, the person who was developing / coordinating the L1 training has moved on.

I reckon if you have the chance to do your initial flight training in a taildragger take it. You'll learn some great skills: being aware of surface wind speed and direction - starting on the drive to the airport and ending after you've secured the aircraft in a hangar or tied it down. Anticipating turns, minimising use of brakes whilst taxiing or else you'll wear them out! How to control the effects of slipstream and P factor - modern trainers tend to display only subtle effects At times you will need full rudder to keep the aeroplane straight, this comes in handy on multi-engine aeroplanes in the event of an engine failure on takeoff. Understanding / anticipating adverse yaw and how to fly an aeroplane in balance (again, helps with control during asymmetric flight) Taildraggers are often aerobatic - therefore good spin awareness trainers Most taildraggers side-slip well, side slipping is an essential skill for crosswind operations - whether you use crab, wing down or combination technique Speed control and aim point retention on final approach is essential if you're going to land without running out of runway doing three point landings Establishing a consistent landing attitude, each tailwheel type has only 1 attitude for a three point landing. Nose wheel types will accept almost any attitude and inconsistent results Correct use of controls during rollout on landing - most nose wheel aeroplanes will accept letting go of controls, which may bite you one day. These are a few of the basic skills I believe a taildragger demands of pilots. These skills are not beyond the average trainee, taildraggers are just not tolerant of slack pilots or instructors whereas tricycles can be most of the time.

Is it near Cowra?

I don't know where the warp speed approach technique came from? The best way is to fly the same approach as you would for a three pointer, but delay reducing power in the flare.

Queenstown TAS?

I agree Happy Flyer, having done several thousand hours of tailwheel training in a broad range of types I do find it is predominantly individual pilot ability / perception. Using the same briefing and demo in a given type some pilots take to wheelers and others don't, although not to the same degree I've seen the same with three pointers. The Cessna 180/185 is a classic for this observation. Most trainees can do wheelers, but occasionally you'll get one who will get impatient and try to put it on with too high a sink rate, start bouncing and get out of phase trying to correct it. I agree with Nev, the Tiger was designed to be three pointed, but on all ove fields and into wind on grass. I personally prefer to do tail down wheelers in a Tiger on sealed runways or in crosswinds. Into wind, on other than sealed runways, I like to three point them - when you reach the three point attitude they'll usually give a bit of buffet and sit comfortably on all three points. Heavier machines like the Beech 18 can be three pointed, but you've got to be very current and be spot on the right speed or you'll use up a heap of runway in the hold off, whereas wheeling you can be a bit more accurate with the touchdown point. You feel very vulnerable in that phase just prior to touchdown, particularly if the breeze is gusting.

You were quite safe flying TMK when MGFS operated it. After leaving that org' it went to Melbourne where it had a forced landing which tore a lower wing off, the upper wing wasn't inspected properly. The undetected damage subsequently resulted in the inflight breakup in WA. But, as you say you really need to know the history of an aircraft of that age and who's maintaining it if you're going to start throwing it around. The same applies to the wooden spar Citabrias, Decathlons and Scouts. The ribs are nailed to the spar, if operated outside limits (high G, over weight or over VMO in rough air) the nails work their way out and the aluminium ribs cut into the spar.

Bede 17 or 22?

G'day Ron, are you ex ATC and learnt to fly at Camden?

If you're happy to go GA give Hazair in Albury a call. They've got a DeHavilland Chipmunk under refurbishment and should be flying very soon, if not now. Not necessarily the best prep for a T18, but one of the nicest aeroplanes you'll ever fly. With the right instruction and enough practice you should be able to fly most/all tailwheel types. I too am a little concerned about the understanding you can adequately complete a taildragger endorsement in one day. You need time between sessions to let the skills sink in, then go back to it several times to reinforce the skills and gain exposure to a range of conditions. Funnily enough, so called benign conditions (calm / light and variable wind) seem to be as common a factor in ground loops as challenging conditions. I reckon it's cause the pilot thinks it's all too easy half way through the rollout and start looking for taxiways, raising flaps, changing frequencies etc and before they know it they've lost it. Remember you are flying the aircraft until it's either tied down or locked in the hangar!

Akromaster, there's an RAAus FTF at Wangaratta operating an Aeronca Champ. If you're thinking T18, this would be a good outfit to fly with. The owner also happens to own a T18, along with a bunch of other tail draggers.