motzartmerv

Not sure. It was just announced this week.

There has been many improvements in the last year. Theres a new Ops manual, almost ready for ratification, with what i believe to be some very sensible changes. The first EVER RAA CFI conference is slated for November this year, a 3 day affair covering many many topics. (Long over due) The registration debarcle, while being a pain, has tightened the ship and left no places for dodgy rego's to hide (of which there were quite a few) The RAA board seem to be on the front foot with regards to dealing with CASA, and sticking up for what the RAA need/ want rather then bowing down to our over lords with our cap in our hand. There has been a few staff positions added (safety officer ) I know it was the year before last, but it has started to take effect now in some visable ways. There are steps being taken to tighten training standards and unify procedures adopted by schools so we are all on the same page.. (Long long over due) This will do nothing but improve standards and safety. I would like to see the creation of a new staff position. A training standards and compliance supervisor. I know the role of asst ops and ops manager already control this, but I think we would be greatly served by fulltime oversight of this important aspect of our sport.A position with teeth!! The current ops team have an incredibly high workload, and are required to be politically correct ( for want of a better term). I think we need someone who has one job, and one job only..To make sure training standards are of the highest possible calibre.. My 2 cents

Ive had a few calls, texts and emails form people, looking for...I dont know, encouragement, answers, some sence!. I dont have much to offer them. Its times like this we all have a look at it apply our own mortality to the equation.We wouldn't be human if we didn't. Ive chased the rabbit down this hole several times before, and the inevitable question arises: If old mate, with 20,000 hours cant survive this sport, then what hope do I have? Ive heard it a dozen times this week, and its echoed in my own thoughts. We need to be realistic. Theres plenty of posts here about the odds being in our favor etc, and thats very true, but as I keep saying, we can minimise the risk as far as humanly possible through solid, safe flying. Every flight MUST be flown on its merits, there is no such thing as routine, not at this end of the spectrum. Q.If I toss a coin 99 times and get 99 tails, what are the odds I will get a tail again?.... A. 50/50.... Exactly the same odds as each one of those 99 coin toss's that came before . It matters not what you did in the previous 10..100..10000 hours leading up to THIS flight.. This next flight carries all the same risks and odds as every flight hence. "The plane landed fine, taxied in fine, ive only been sitting having coffee for an hour, no need for a walk around"?? How many of us are guilty of this thinking? " Fuel quantity checked.. Yep, I checked it this morning, all good" " Should we run the engine up again?"... "No it should be ok, It was fine this morning. ".. Examples of trying to carry the odds into this flight, trying to maintain " 99 tails, this one HAS to be heads"... I would never presume to speak for the deceased. But I reckon if I know one thing about Graham, its this.. He would absolutely cringe if he knew his dimise was causing some of us to question our future in flying. It would sadden him NO end.. He devoted a life time to Instructing, mentoring, and sharing the passion. Thats what drove him, thats what got him up every day. Thats why he had little money.. Its the infectious love of flying that defined Graham as a pilot and a human being, and knowing this, im sure he would be telling us to have a beer for him, and get on with it. Do it good, do it safe, only do it in CAVOK if you want to, but for god sake....DO IT!!!

Yes, sorry. I was just wondering what the context WAS, in a thread regarding the death of a life time career instructor.

Thank you for the info Don. This forum is not just a place to swap war stories and bag out jabiru's, its a valuable resource, and a tool for communication and discussion. I am sorry that baord members, current and EX, are subjected to such 'flaming' when they post their views and info. But thank god you guys (the few that still do) do it, otherwise we would all be mushrooms, kept in the dar and fed on ....well, you know. Thanks again mate.

But thankfully they do hey, would be interesting watching you teach yourself to fly.

Yes, true, but there is a fate worse than death...Living half a life, being too afraid to do what you love. We are all here for a good time, not a long time. Do it right, do it clean and safe, and you will minimise the risks. There are no garuntees in life, with ANYTHING.

Yea good one turbo. When I posted the link the article was much different, and the photo of Sheldon was indeed labelled with Graham's name. It was only up for an hour or so before people called and had them change it. I'm glad your happy with the way things get reported, but if you were confronted with pics of one of your friends who is well and truly alive in a story about another dear friend who is we'll and truly not, I'm sure you wouldn't feel the need to defend our fantastic media so readily. Rubbish reporting Is the last thing we need in times like this mate. But thanx for your valuable input .

Good onya Jex. What a nice thing to do. Grahams loss will be felt for years to come, there are very few of his kind left. A humble, quietly spoken, gentleman Instructor. Of all the flying I did with him, he would not take a payment. I insisted several times but out of respect to a fellow instructor, would not take a cent. I can sum up Grahams personality with one quick story, A friend of mine was booked to do her CPL flight test with Graham, some years ago. She was incredibly nervous, like literally shaking in her boots. I pulled Graham aside and explained that she was probably not going to perform well while she was so nervous. He just smiled and told her to add 20 minutes of fuel to the flight plan. They took off and returned some hours later. She passed with flying colours and I asked her what the extra fuel was for, she replied " before we started the test he took me whale watching, and the dolphins were running up the coast, it was awesome to see...." Later I thanked him for his efforts to calm her ( which worked a treat I might add) and his reply will stay with me forever, he said: " Mate, never ever forget why you are here. Never forget what brings people to your school, its the love of being in the air. Never lose sight of that, it doesnt matter if its a TIF or a CPL test, never forget how cool flying is." Thanks for everything Graham. God speed mate...

Well, that answers the question. The aeroplane was a 24 regod training aeroplane. It could only be Jab parts.

Are cammit parts aloud to be fitted to be fitted to type certified Jabs?

Ill ask mate. Stndby

I awoke this morning and for a few fleeting seconds, convinced myself it was all a bad dream. And then, im confronted with this : http://www.dailytelegraph.com.au/news/nsw/flying-instructor-graham-white-is-believed-to-be-one-of-the-men-killed-in-plane-crash-off-nsws-south-coast/story-fni0cx12-1226979790275?nk=db03f7b15cfb164d85652542a5f828cb We all know the media are pretty stupid with a lot of things, but they cant even get a bloody picture right. Yes one man is Graham, but the other is the current CFI of the aero club at Moruya, and was NOT involved with this accident. The fact of the prang are very thin, witnesses say they saw what looked like something coming off the the aeroplane and then it spiralled into the sea.But, as usual, that doesnt mean much at this stage. The aircraft was a Morgan sierra. We are all totally devastated by this tragic accident. Graham was one of the last "old school" gentleman Instructors. He tested me for my CPL, did my float training and was going to Chief a new float charter AOC out of Moruya and we were all looking forward to getting involved with that. He was a passionate aviator with out ego or malice, and every time I flew with him , I was a better pilot for it. He will be sorely missed and the hole he will leave in our hearts and in aviation will be simply unfillable. Spare a thought for his family please, and also for young Cameron (Ignition) who was there with them when they took off. Cam was trained by Graham and was very very close to him. He will be suffering today. Horrible horrible

Just to shed a little light. The aeroplane that stars in this thread was an RAA rego'd 160 Had approx 400 hours on its engine, and almost 2000 on the airframe. Not sure of which engine this one was, i am aware of 2 engine replacements in this aeroplane, but have been out of touch with it for a couple of years. The cylinder was indeed cracked at the base and the through bolt has sheared at the flange. The through bolts and nuts were latest spec. Thats all I have for now.

Bloody terrible news. I'll wait for the names to be released. Bloody horrible we are all gutted.

Nice Kyle. I like your EFATO brief, being done on every touch n go..Great stuf!!!!

Thanx Phil. Yes, if this was a turning thread, I would agree with you (and the lanc pilot). However a slip is an unbalanced turn by definition, and the use of the term top rudder has little or nothing to do with standard turning patter etc. The Term Top rudder gets rid of 3 horrible words : Left/ Right/ Opposite. I would estimate 40% of the population have to process the information LEFT or RIGHT, its not cognitive. On the same token, Opposite rudder is not always helpfull either. Using the term TOP rudder gets rid of ambiguity once its taught. There are situations where a student applying the wrong rudder input quickly and strongly could be disastrous, so having a VISUAL cue to use rather then ones ability to distinguish left from right (when a wings dropping or suddenly dropped for instance) IHMO works much better then asking for left or right or opposite rudder.

To be issued a certificate IAW the ops manual, Section 3.04. 6.4 "Sideslip aeroplane. * Slip is induced to achieve increased rate of decent while maintaining track and airspeed without over stressing flap limitation * Turn through minimum track change of 90Deg's at a constant airspeed using a sideslip. You not only need to be able to sideslip, but also turn the aeroplane through 90 deg's while in a sideslip to be issued a certificate.

Thanx Dave. Appreciate that.

Top rudder = top side rudder in a turn.if the aeroplane is banked then applying the rudder on the topside as apposed to bottom side,

The slip, and the skid are two very very different animals. Its almost crazy to mention them together. The airspeed indicator will read erroneously in BOTH. Dont for a second think it will always UNDER read. Ive flown several acft where it actually OVER reads. The slip ( Top rudder) is a very safe manoeuvre. If entered and exited gently with smooth control inputs its quite a benign manourvre. It is ANTI SPIN. Which means, although being in a crossed control state, the aeroplane is LESS likely to enter a spin should the angle of attack increase too much (ie, you are too heavy with the back stick) The SKID, however, is PRO spin. Bottom rudder (in a bank) will cause the nose to yaw in the direction of the turn which is very PRO spin, and spiral dive. So the moral of the story is Top rudder GOOD.. Bottom rudder BAD!!

Yes I recall that.

Yes I know. Was just wondering, seeing as they are all connected, if theres a disparity in the thermal expansion qualities for the different materials. I know from operating a lot of these engines how quickly the heads cool compared to the rest of the engine. Was more a question more for your relatives than it was for you. :)

Oscar, please. You can put your views forward without insulting people.

Fellas, lets keep it cool hey?