Light aircraft down north of Bathurst
Sorry, I'm not an engineer, just a pilot.
I was just stating that most military high-G aircraft I have flown have reduced G-limits and IAS/M limitations when underwing weapons/tanks are attached.
The Rolling G limits are easy. You pull to the G limit, and keep pulling whilst you roll, then the upgoing wing is pulling even harder. Outta limits.
I am not stating that this was to do with Nick's accident.
I was just stating that most military high-G aircraft I have flown have reduced G-limits and IAS/M limitations when underwing weapons/tanks are attached.
The Rolling G limits are easy. You pull to the G limit, and keep pulling whilst you roll, then the upgoing wing is pulling even harder. Outta limits.
I am not stating that this was to do with Nick's accident.
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much simpler
The speculation about g-forces and loading are a very interesting debate. This is much simpler. Where the checks done? Although CASA stated there are two AD's out on this planes wings, were the checks done as per the AD's. Remember although this was a commercial operation, the aircraft operated under limited category status. The list of problems with the way these aircraft operate are mounting. What was the conclusion of the fatality off sydney about 12 months ago. were there any conclusions. What happened about the L39 incidents.
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For the NZ aircraft (without new wings) these AD's were embodied. They were not trivial exercises and typically took months to do. Approved schedule of maintenence requires the post implementation inspections to be carried out as mandated by BAC.
I don't know if the Singapore AF did the mods.
There are two kinds of operators !
I don't know if the Singapore AF did the mods.
There are two kinds of operators !
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The speculation about g-forces and loading are a very interesting debate. This is much simpler. Where the checks done? Although CASA stated there are two AD's out on this planes wings, were the checks done as per the AD's. Remember although this was a commercial operation, the aircraft operated under limited category status. The list of problems with the way these aircraft operate are mounting. What was the conclusion of the fatality off sydney about 12 months ago. were there any conclusions. What happened about the L39 incidents.
The L39 incident (which incidently was widely discussed on this forum) was thought to be pilot coming in hot and high. HOWEVER there have been numerous documented incidences from around the world on L39 with brake failures. Anyone who knew the PIC of the L39 that day at Goulburn would say it was NOT pilot error.
As for the mods. It is true the ex RNZAF aircraft carry the mods. The point has been made a few times now and it is important to remember there are 2 type of operator. The remaining 2 in the country using this bird have NEVER had ANY mechanical issues with the plane and all post mod inspections have been done and NO issues or problems found AT ALL.
I guess it will all come out in the wash whether Costins planes carried the mods, whether other mechanical findings are discovered on the aircraft, what they were and how they affected the performance of the aircraft over a long period of time. These planes simply do not fall apart on their own.
Evil
Last edited by Evil Ultralights; 16th Oct 2006 at 01:18. Reason: spelling
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Little bit going on about g-limits, rolling g-limits and external stores over here too: http://www.pprune.org/forums/showthread.php?t=248096
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VH-XXX:
Actually, it happened in the USA August 06. - "Son Heroically Deploys Chute When Pilot Incapacitated"
http://www.aero-news.net/news/genav....F9C5&Dynamic=1
According to the article, this event was the second time a Ballistic Chute has been used as a result of Pilot incapacitation.
In the Aug 06 incident, the poor guy had a stroke and died in his seat.
You don't see passengers in Cirrus aircraft pulling handle to deploy the parachute, so why would someone be stupid enough to try and eject themselves in flight...?
Has a passenger ever pulled the handle in a Cirrus??? No.
Has a passenger ever pulled the handle in a Cirrus??? No.
http://www.aero-news.net/news/genav....F9C5&Dynamic=1
According to the article, this event was the second time a Ballistic Chute has been used as a result of Pilot incapacitation.
In the Aug 06 incident, the poor guy had a stroke and died in his seat.
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reference this accident
Spoke to warbird joyflight operator at archerfield two days ago.
He indicated a meeting of the countries warbird operators was to take place at Bankstown on saturday 21oct06 with CASA.
Watch this space as they say.
He indicated a meeting of the countries warbird operators was to take place at Bankstown on saturday 21oct06 with CASA.
Watch this space as they say.
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EU
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Latest from CASA. "Fracture of the upper attachment lug of the right wing occurred. Examination of the fractured lug has confirmed growth of a fatigue crack from the bore of the lug"
http://www.casa.gov.au/airworth/awb/02/018.pdf
http://www.casa.gov.au/airworth/awb/02/018.pdf
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I guess they are still trying to establish whether mods had been done on that plane particularly and others operated by that company or not. The recommendations offered by CASA in this AWB were already part of the other two operators SOP's anyway.
Evil
Evil
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Hidden truth of joyflight crash pilot
Hidden truth of joyflight crash pilot
AN ADVENTURE pilot who died with his passenger in a jet fighter crash in October had a history of complaints and investigations into his flying and aircraft maintenance - but after the crash the air safety authority denied all knowledge of his record.
Documents obtained from the Civil Aviation Safety Authority under freedom-of-information laws reveal it conducted at least two investigations and received at least five complaints about the pilot, Nick Costin, but let him continue his air adventure business.
They show that between 2000 and 2002 the authority accused Mr Costin of deliberately disregarding flying safety rules, ignoring maintenance regulations and log-book requirements, and endangering the public at an air show.
Mr Costin died on October 5 after a wing broke off the Strikemaster jet he was flying. It crashed into rugged terrain at Mount Horrible in the Turon State Forest near Bathurst. His passenger, Shane O'Donoghue, who had been given the adventure flight as a 50th birthday present, was also killed.
The crash prompted many industry insiders to contact media organisations and allege that Mr Costin, who owned and operated the air adventure company Jet Fighter Flights, had been subject to numerous complaints and investigations by the authority.
A spokesman for the authority, Peter Gibson, said at the time that there had been no investigation or complaints against Mr Costin: "No investigation; no action taken; [he has] not been grounded … there's nothing current and nothing in recent years," Mr Gibson said.
Yesterday Mr Gibson said in an email: "The dates show that it is four years since an investigation. So the statement 'nothing current and nothing in recent years' is correct. As is the statement he was not grounded."
The documents released showed there was only one occasion when the authority fully followed up the complaints against Mr Costin.
In that investigation, dated July 2002, Mr Costin was accused of flying his plane just "3-6 feet above the runway" after take-off, and then conducting a "half loop with a roll off the top", an aerobatic manoeuvre where the pilot pulls back the control, causing the aircraft to climb vertically before rolling over and flying away in the opposite direction.
The authority found his manoeuvre was "deliberate" and "demonstrated a disregard for the safety rules". The breach was committed over a built-up area "within 5 nm [nautical miles] of a licensed aerodrome and with a passenger on board the aircraft in contravention of a Low Level Acrobatic Flight Approval issued to the holder".
A file note on the investigation report said the matter was of such gravity an infringement notice was appropriate. He was fined $330.
Although this was his only fine, the authority made numerous other allegations against him.
The authority's general manager, Tony Rothwell, threatened to cancel Mr Costin's air display licence after he was seen flying his plane over a crowd at the Aviex display at Bankstown in November 2000, in breach of safety regulations.
Mr Rothwell told Mr Costin by letter that "in order to achieve an appropriate level of aviation safety at air displays" he was considering banning any air show that had Mr Costin as a participant.
"Under the circumstances I believe an appropriate remedy for our consideration would be for CASA to refuse to issue an air display approval … for any air display which included you as a participant for a period of time, and I currently have in mind a period of 12 months," Mr Rothwell wrote. There is also no record of any follow-up by the authority.
In another report, dated May 2000, the authority described Mr Costin's failure to keep accurate log-book and maintenance entries on one of his Strikemasters as "a systematic pattern of non-compliance which has significantly degraded the level of safety for VH-ONP [the Strikemaster]."
The author of that report, John Flannery, a technical co-ordinator from the authority, raised a long series of concerns about Mr Costin and his aircraft, not the Strikemaster that crashed.
They included a recommendation that Bankstown Civil Aviation Safety Authority officials take immediate steps to ground Mr Costin's plane until problems were fixed. It was also recommended that Mr Costin be asked to "justify why there were no entries in the log book for VH-ONP regarding the parts used in assembly of the aircraft and in particular substantiate the wing bolts used for assembly". There is no record of any follow-up to this investigation.
A preliminary investigation by the Air Transport Safety Bureau into the fatal October 5 Strikemaster crash found the right wing of the jet had separated in flight.
Mr Gibson said yesterday there was only one proven offence against Mr Costin. "With respect to the past, the issue of an infringement notice in 2002 appeared to have the effect of ensuring compliance by Mr Costin, because no further adverse matters were received by CASA after that," he said.
Mr Costin's brother, Michael, admitted his brother was the subject of a lot of complaints and investigations but was "a very conservative pilot" and not a "cowboy".
A pilot from another adventure flight operation, Darren Deroia, 43, said the authority should have done more in Mr Costin's case.
CASA letters
http://www.smh.com.au/pdf/1612foicasaletter.pdf
Investigation report
http://www.smh.com.au/pdf/1612foiinv...tionreport.pdf
CASA report
http://www.smh.com.au/pdf/1612foicasareport1.pdf
http://www.smh.com.au/pdf/1612foicasareport2.pdf
AN ADVENTURE pilot who died with his passenger in a jet fighter crash in October had a history of complaints and investigations into his flying and aircraft maintenance - but after the crash the air safety authority denied all knowledge of his record.
Documents obtained from the Civil Aviation Safety Authority under freedom-of-information laws reveal it conducted at least two investigations and received at least five complaints about the pilot, Nick Costin, but let him continue his air adventure business.
They show that between 2000 and 2002 the authority accused Mr Costin of deliberately disregarding flying safety rules, ignoring maintenance regulations and log-book requirements, and endangering the public at an air show.
Mr Costin died on October 5 after a wing broke off the Strikemaster jet he was flying. It crashed into rugged terrain at Mount Horrible in the Turon State Forest near Bathurst. His passenger, Shane O'Donoghue, who had been given the adventure flight as a 50th birthday present, was also killed.
The crash prompted many industry insiders to contact media organisations and allege that Mr Costin, who owned and operated the air adventure company Jet Fighter Flights, had been subject to numerous complaints and investigations by the authority.
A spokesman for the authority, Peter Gibson, said at the time that there had been no investigation or complaints against Mr Costin: "No investigation; no action taken; [he has] not been grounded … there's nothing current and nothing in recent years," Mr Gibson said.
Yesterday Mr Gibson said in an email: "The dates show that it is four years since an investigation. So the statement 'nothing current and nothing in recent years' is correct. As is the statement he was not grounded."
The documents released showed there was only one occasion when the authority fully followed up the complaints against Mr Costin.
In that investigation, dated July 2002, Mr Costin was accused of flying his plane just "3-6 feet above the runway" after take-off, and then conducting a "half loop with a roll off the top", an aerobatic manoeuvre where the pilot pulls back the control, causing the aircraft to climb vertically before rolling over and flying away in the opposite direction.
The authority found his manoeuvre was "deliberate" and "demonstrated a disregard for the safety rules". The breach was committed over a built-up area "within 5 nm [nautical miles] of a licensed aerodrome and with a passenger on board the aircraft in contravention of a Low Level Acrobatic Flight Approval issued to the holder".
A file note on the investigation report said the matter was of such gravity an infringement notice was appropriate. He was fined $330.
Although this was his only fine, the authority made numerous other allegations against him.
The authority's general manager, Tony Rothwell, threatened to cancel Mr Costin's air display licence after he was seen flying his plane over a crowd at the Aviex display at Bankstown in November 2000, in breach of safety regulations.
Mr Rothwell told Mr Costin by letter that "in order to achieve an appropriate level of aviation safety at air displays" he was considering banning any air show that had Mr Costin as a participant.
"Under the circumstances I believe an appropriate remedy for our consideration would be for CASA to refuse to issue an air display approval … for any air display which included you as a participant for a period of time, and I currently have in mind a period of 12 months," Mr Rothwell wrote. There is also no record of any follow-up by the authority.
In another report, dated May 2000, the authority described Mr Costin's failure to keep accurate log-book and maintenance entries on one of his Strikemasters as "a systematic pattern of non-compliance which has significantly degraded the level of safety for VH-ONP [the Strikemaster]."
The author of that report, John Flannery, a technical co-ordinator from the authority, raised a long series of concerns about Mr Costin and his aircraft, not the Strikemaster that crashed.
They included a recommendation that Bankstown Civil Aviation Safety Authority officials take immediate steps to ground Mr Costin's plane until problems were fixed. It was also recommended that Mr Costin be asked to "justify why there were no entries in the log book for VH-ONP regarding the parts used in assembly of the aircraft and in particular substantiate the wing bolts used for assembly". There is no record of any follow-up to this investigation.
A preliminary investigation by the Air Transport Safety Bureau into the fatal October 5 Strikemaster crash found the right wing of the jet had separated in flight.
Mr Gibson said yesterday there was only one proven offence against Mr Costin. "With respect to the past, the issue of an infringement notice in 2002 appeared to have the effect of ensuring compliance by Mr Costin, because no further adverse matters were received by CASA after that," he said.
Mr Costin's brother, Michael, admitted his brother was the subject of a lot of complaints and investigations but was "a very conservative pilot" and not a "cowboy".
A pilot from another adventure flight operation, Darren Deroia, 43, said the authority should have done more in Mr Costin's case.
CASA letters
http://www.smh.com.au/pdf/1612foicasaletter.pdf
Investigation report
http://www.smh.com.au/pdf/1612foiinv...tionreport.pdf
CASA report
http://www.smh.com.au/pdf/1612foicasareport1.pdf
http://www.smh.com.au/pdf/1612foicasareport2.pdf
