[Peetwo]

"...the ATSB prefers to encourage relevant organisation(s) to proactively initiate safety action, rather than to issue formal safety recommendations or safety advisory notices..."

Hmm...guess the bureau has a sense of mistrust when it comes to Jabiru aircraft- why??

Here is a summary of the ATSB findings & implications to Jabiru courtesy Hitch:

The Jabiru J230.


ATSB Engine Report zeroes in on Jabiru Failures
09 Mar 2016

  

Queensland firm Jabiru defends record following Australian Transport Safety Bureau report

A Jabiru 2200 engine. (Jabiru)


Jabiru slams ATSB over Engine Failure Report
10 Mar 2016

Further Update: The 'Klan Man' is back..  (Via the Oz today):

Jabiru slams ATSB’s damning engine safety report as ‘biased’

• Anthony Klan
  
• The Australian
  
• March 11, 2016 12:00AM
  

Journalist
Sydney
Anthony Klan is a journalist specialising in corporate malfeasance and business reporting. He has won many awards including a Walkley Award in 2007 for Business Journalism, the 2014 News Corporation Australia Business Journalist of the Year, and the 2015 Citi Journalism Award for Excellence, Personal Finance. Have a tip off? Complete confidentiality assured: klana@theaustralian.com.au


An ATSB study says one in 10 Jabiru engines failed or malfunctioned during flight.


[/url][url=http://www.theaustralian.com.au/business/aviation/jabiru-slams-atsbs-damning-engine-safety-report-as-biased/news-story/8e00b4c63c68da43971889388451cb00#]
The nation’s biggest manufacturer and exporter of light aircraft engines has been savaged by the transport safety regulator, which has found that one in 10 Jabiru ­engines failed or malfunctioned during flight.

A study by the Australian Transport Safety Bureau found engines built by Jabiru, based in Bundaberg in central Queensland, were more than twice as likely to suffer engine failures, malfunctions, or “spluttering” during flight compared to its competitors.

However, the family-run business, which is a significant player in offshore markets, particularly the US and South Africa, has hit back at the report as “extremely biased”, and misrepresenting key details on numerous fronts.

The ATSB report examined all reported cases of engine failures and malfunctions in light aircraft in Australia in the six years to 2014.

In that time, 322 failures or malfunctions were reported to the ATSB, with 130 involving Jabiru engines, around half due to fractured components, in most cases fractures of “engine through bolt”.

Engine through bolts are bolts which hold together the engine’s crank case, which in turn houses the engine’s pistons.

Jabiru, which builds engines for individual sale as well as ­aircraft, has been aware of the problems for some time and has stopped using the parts in ­question.

The ATSB compared Jabiru engine incidents against all other makes which suffered incidents in Australia in the period, but Jabiru and three competitors comprised 94 per cent of engine failures or malfunctions, mainly because they were by far the most popular engine types.

The three competitors in terms of both total incidents and incidents per 10,000 hours flown were Austrian-built Rotax engines, engines built by Textron Lycoming of Pennsylvania and those manufactured by Continental Motors, based in Alabama.

Jabiru general manager Susan Woods, daughter of Jabiru founder and owner Rodd Stiff, said the ATSB report was misleading on a number of fronts.

Jabiru’s “light sport aircraft” engines were compared to more expensive competitors used in heavier aircraft and the report failed to take account of the fact Jabiru’s engines were regularly used in experimental or built-at-home planes and were often more susceptible to backyard tinkering by under-experienced hands.

But a key omission was that based on the ATSB’s own data, Jabiru planes were by far the safest in the market segment based on number of fatalities.

“The report was extremely biased and not up to the standard we expect from the ATSB,” Ms Woods told The Australian.

In the 12 years to December there were 1070 registered Jabiru aircraft and 1092 Cessna 172s in Australia and in that time Jabiru aircraft had seen 0.3 fatalities per 100 registered planes compared with 1.8 fatalities for Cessna 172s.

Planes manufactured by Vans RV, a manufacturer of “kit aircraft” which are put together by owners, were the third most popular in Australia in the “light sport” category.
For each 100 registered planes manufactured by Vans RV there were 2.2 fatalities over the past 12 years.

A US study of light sport aircraft accidents by US publication The Aviation Consumer found Jabiru had the lowest fatality rate there (zero between 2005 and 2012) and the second-lowest overall accident rate behind the Cessna 152.

A key reason for the high engine failure rate but low fatality rate was that lighter planes, such as those using Jabiru engines, were easier to manoeuvre with no power.

Ms Woods said Jabiru was also upset the ATSB had widened its study to include all single-engine aircraft of up to 800kg maximum takeoff weight when light sports aircraft were defined as planes below 600kg.

That change, a deviation from an earlier study by the ATSB, meant Jabiru engines were compared to more expensive and complex engines which were built to more stringent “general aviation” specifications.

“Rotex engines are water cooled and ours are aircooled,” Ms Woods said.

“Aircooled engines require more diligent maintenance, are cheaper to produce but are less complicated and more inviting for people to tinker with”.

Ms Woods said she had examined each of the 130 Jabiru malfunctions and found a range of issues related to maintenance or pilot error, including fuel line blockages and cases where planes ran out of fuel.

In December 2014, aviation regulator the Civil Aviation Safety Authority, based on its own investigation, placed a string of restrictions on Jabiru aircraft, including restricting them to daytime use, requirements they not fly low over populated areas and that all passengers and trainees pilots sign a statement acknowledging the “accept the risk of engine failure”.

Ms Woods said Jabiru had been attempting to have CASA lift those restrictions given it had rectified the “engine through bolt” problem, and that CASA had been impressed with Jabiru’s work but it was waiting on the delivery of the current ATSB report before taking any action.

“It’s a bit rough for us at the moment,” Ms Wood said.

I still find the ATSB issuance of 'safety recommendations' more than passing strange, when you consider the amount of similar critical safety issues that seemingly escape the same level of scrutiny. Maybe it is because Jabiru are exporting to an international market that includes the USA? Either way it smacks of duplicity & hypocrisy, especially when Jabiru aircraft appear to be very proactive with addressing the regulator & investigator's concerns.

Now compare that to the Mildura Fog Duck-up - see HERE, HERE & HERE -...

Kharon - "..ATSB, ASA, BoM and CASA need to resolve this situation; we now have escaped four times from disaster where bad weather and low fuel reserves have been intricately bound with poor, late weather forecast.  It’s a trend and ATSB should be screaming from the roof tops, demanding something be done to reverse that trend.  Do they? No sir, they do not.  We get presented with a snide, trite, puerile little report which tries to shift the spotlight off the piss poor service to the travelling public delivered by our expensive ‘safety watchdogs’..."  

 ...where there has been no safety recommendations issued, yet the safety risk identified is yet to be effectively mitigated and still puts at risk potentially hundreds of travelling public at anyone time...      


MTF...P2

[Peetwo]

OST at Estimates 05 May 2016 -

Expletives deleted (only just).

OST - We do not hold all the knowledge and we need to form safety partnerships across industry, agencies, regulators and the global aviation community.

OFCOL -This puling idiot beggars belief; is beyond sensible comment and most certainly beyond help.  If it were an animal you would put the poor thing out of it’s misery.  In one short sentence, he admits to having absolutely no idea what’s wrong, even less idea of how to fix it, runs a crew of incompetents who have not been able to provide him with the solutions he expected. News flash, they were never going to help you, dummy.

Now he wants to keep his job, expects industry to keep paying him and then expects ‘industry’ to help him fix it for – for free and to his personal glory.  BOLLOCKS to that; in the real world you get fired for incompetence; in the real world you get prosecuted for fraud; in the real world you are responsible for the lives you damage through your actions.  None of this for Oliver Skidmore Twist – he just feels entitled to ‘more’.  The breath-taking, complacent arrogance of it all.  

More proof if needed can be found in the crew he has retained from his ‘restructure’.  Every amateur, poseur, liar, cheat, charlatan and arse kisser retain their positions, yet even with his very own ‘tiger team’ he admits to not having a blind clue, even after almost two years of taking his money, entitlements, holidays etc.  Was he dumb enough to actually believe those who run Sleepy Hollow would just give him the right answers and support ‘his’ success story? Seems he was; the pinnacle of blind arrogance, rose coloured vision and a total disconnection from the real world.

A honourable man would resign; hang his head in shame.  A competent Board would fire him and a dozen like him.  If the minister will not support the Board then the Board should resign and make their reasons public, very public.  Industry needs to be rid of this incubus and all who sail in it.  

OST – “There must be an environment where we can all work together to enhance the safety of the aviation environment we enjoy today.”

Hah! There’s only a very select few enjoying that environment within the sheltered workshops of Sleepy Hollow.  Boyd and his Board need to be actively recruiting from industry; head hunting, the best and brightest for short term contract to replace the NZ team when they leave after putting a broom (a big one) through the place.

Enough – to bloody angry to frame a constructive response; I will, once I’ve cleared the piles of outraged emails which all reflect the one universal sentiment – i.e. Bugger off.  Whoever hired him needs to be fired and those who will tolerate this kind of waste and incompetence for another twelve month need to go with him.  Has the new minister got the balls or brain power to fire this pitiful, posturing, begging shamatuer?  No, then put him on the same bus.  

Toot – UFB – toot.... .... ....   Sorry GD - can I have that bucket when you're done; and find me a fat cat FOI - I've a great need to kick something, very hard indeed.

To follow on from the Ferryman post above, this evening Oliver Skidmore-twist briefly appeared at Estimates:

   
P2 comment - The tie says it all about just how out of touch with reality this WOFTAM of a DAS truly is - FFS!

No further comment too bloody angry...

MTF..P2 


Ps See you tomorrow at the Tamworth Corral -  

[Peetwo]

OST at Estimates 05 May 2016 -

Expletives deleted (only just).

OST - We do not hold all the knowledge and we need to form safety partnerships across industry, agencies, regulators and the global aviation community.

OFCOL -This puling idiot beggars belief; is beyond sensible comment and most certainly beyond help.  If it were an animal you would put the poor thing out of it’s misery.  In one short sentence, he admits to having absolutely no idea what’s wrong, even less idea of how to fix it, runs a crew of incompetents who have not been able to provide him with the solutions he expected. News flash, they were never going to help you, dummy.

Now he wants to keep his job, expects industry to keep paying him and then expects ‘industry’ to help him fix it for – for free and to his personal glory.  BOLLOCKS to that; in the real world you get fired for incompetence; in the real world you get prosecuted for fraud; in the real world you are responsible for the lives you damage through your actions.  None of this for Oliver Skidmore Twist – he just feels entitled to ‘more’.  The breath-taking, complacent arrogance of it all.  

More proof if needed can be found in the crew he has retained from his ‘restructure’.  Every amateur, poseur, liar, cheat, charlatan and arse kisser retain their positions, yet even with his very own ‘tiger team’ he admits to not having a blind clue, even after almost two years of taking his money, entitlements, holidays etc.  Was he dumb enough to actually believe those who run Sleepy Hollow would just give him the right answers and support ‘his’ success story? Seems he was; the pinnacle of blind arrogance, rose coloured vision and a total disconnection from the real world.

A honourable man would resign; hang his head in shame.  A competent Board would fire him and a dozen like him.  If the minister will not support the Board then the Board should resign and make their reasons public, very public.  Industry needs to be rid of this incubus and all who sail in it.  

OST – “There must be an environment where we can all work together to enhance the safety of the aviation environment we enjoy today.”

Hah! There’s only a very select few enjoying that environment within the sheltered workshops of Sleepy Hollow.  Boyd and his Board need to be actively recruiting from industry; head hunting, the best and brightest for short term contract to replace the NZ team when they leave after putting a broom (a big one) through the place.

Enough – to bloody angry to frame a constructive response; I will, once I’ve cleared the piles of outraged emails which all reflect the one universal sentiment – i.e. Bugger off.  Whoever hired him needs to be fired and those who will tolerate this kind of waste and incompetence for another twelve month need to go with him.  Has the new minister got the balls or brain power to fire this pitiful, posturing, begging shamatuer?  No, then put him on the same bus.  

Toot – UFB – toot.... .... ....   Sorry GD - can I have that bucket when you're done; and find me a fat cat FOI - I've a great need to kick something, very hard indeed.

To follow on from the Ferryman post above, this evening Oliver Skidmore-twist briefly appeared at Estimates:

   
P2 comment - The tie says it all about just how out of touch with reality this WOFTAM of a DAS truly is - FFS!

Hansard is out and to kick it off here is a link for the CASA segment. 

Before we start reviewing the Skidmore bollocks in detail, I'd like to draw attention to who is missing/added to the usual CASA trough feeder attendees and note how the deckchair shuffling has changed some of the titles : 

Civil Aviation Safety Authority


Mr Mark Skidmore, Chief Executive Officer

Dr Jonathan Aleck, General Manager Legal Affairs, Regulatory Policy and International Strategy Branch - WTF? This confirms the rumour that Flying Fiend has been given the bullet. However apparently FF refused to resign & has subsequently accepted a position in the pencil sharpening cupboard.   
However I don't know what is worse having Anastasi GM of LSD or Dr Hoodoo. IMO JA is far more dangerous than AA and until he has left the building status quo will prevail. 

Mr Graeme Crawford, Aviation Group Manager - addition

Mr Rob Walker, Stakeholder Engagement Group Manager - new ex-ASA.

Ms Tracey Frey, Sustainability Group Manager - new? Must have got the nod over Cheryl Allman 

Mr Simon Frawley, Acting Chief Finance Officer
Mr Roger Weeks, Acting Executive Manager, Standards
Andrew Tiede, Acting Executive Manager, Airspace and Aerodrome Regulation
Mr Gerard Campbell, Executive Manager, Operations - parasite & resident OST chocolate starfish cleaner. 
Mr Craig Jordan, Acting Executive Manager, Industry Permissions

Hmm...besides Hoodoo Voodoo & the new DDAS Crawford it would seem that the NFI parasite and nasty sociopath Herr Campbell is the only one who may have a job after the Skidmore coup (sacrificial deckchair burning) reaches it's climax - FFS!

 
TBC..

[Peetwo]

OST at Estimates 05 May 2016 -

   
P2 comment - The tie says it all about just how out of touch with reality this WOFTAM of a DAS truly is - FFS!

Hansard is out and to kick it off here is a link for the CASA segment. 

Before we start reviewing the Skidmore bollocks in detail, I'd like to draw attention to who is missing/added to the usual CASA trough feeder attendees and note how the deckchair shuffling has changed some of the titles : 

Civil Aviation Safety Authority


Mr Mark Skidmore, Chief Executive Officer

Dr Jonathan Aleck, General Manager Legal Affairs, Regulatory Policy and International Strategy Branch - WTF? This confirms the rumour that Flying Fiend has been given the bullet. However apparently FF refused to resign & has subsequently accepted a position in the pencil sharpening cupboard.   
However I don't know what is worse having Anastasi GM of LSD or Dr Hoodoo. IMO JA is far more dangerous than AA and until he has left the building status quo will prevail. 

Mr Graeme Crawford, Aviation Group Manager - addition

Mr Rob Walker, Stakeholder Engagement Group Manager - new ex-ASA.

Ms Tracey Frey, Sustainability Group Manager - new? Must have got the nod over Cheryl Allman 

Mr Simon Frawley, Acting Chief Finance Officer
Mr Roger Weeks, Acting Executive Manager, Standards
Andrew Tiede, Acting Executive Manager, Airspace and Aerodrome Regulation
Mr Gerard Campbell, Executive Manager, Operations - parasite & resident OST chocolate starfish cleaner. 
Mr Craig Jordan, Acting Executive Manager, Industry Permissions

Hmm...besides Hoodoo Voodoo & the new DDAS Crawford it would seem that the NFI parasite and nasty sociopath Herr Campbell is the only one who may have a job after the Skidmore coup (sacrificial deckchair burning) reaches it's climax - FFS!

Ok to the Hansard -

Skidmore's belligerent stance on ADSB -

Senator XENOPHON: If you did not interrupt me, Chair, I would be quicker. Mr Skidmore, I understand there is a rally of general aviation taking place in Tamworth tomorrow. You are probably aware of that.


Mr Skidmore : Yes, I am.


Senator XENOPHON: As I understand it, there are a number of unhappy parties involved in general aviation who are concerned about a number of issues, including the ADS-B.

Has CASA had an opportunity to engage with the various groups that will be at this rally in Tamworth tomorrow?


Mr Skidmore : I am not exactly sure who will be at the rally tomorrow so it is difficult to actually say we have engaged with anyone, but we have engaged with a number of people regarding ADS-B.


Senator XENOPHON: Is there any plan to delay the implementation of ADS-B, given some of the concerns that have been raised in the general aviation community? You are aware of the submission of Dick Smith, of 14 August last year and the evidence that he gave to a Senate inquiry in respect of this?


Mr Skidmore : Currently CASA has no plans to extend or change the mandate that we have for ADS-B.


Senator XENOPHON: But you are aware of the concerns of the financial impact it would have on general aviation.


Mr Skidmore : I am aware that concerns have been raised, yes.


Senator XENOPHON: Have those concerns been tested in any way or have there been attempts to ascertain in CASA's eyes the validity or otherwise of those concerns about the impact of ADS-B on general aviation.


Mr Skidmore : The mandate was set some time ago and a regulation impact statement was made at the time. We have not gone back and revised or updated that, because the mandate was established some time—I think it was in the 2012 sort of time frame.

However, I will say that we have been engaging with avionics companies, getting an understanding of systems that are out there and looking at how costs could be reduced.


Senator XENOPHON: You are aware that we are due to start, I think, well before you New Zealand, for instance, with ADS-B. Is that your understanding?


Mr Skidmore : I would have to check the timing in regard to New Zealand. Ours is 2017. I am aware that the United States is 2020.


Senator XENOPHON: So we are starting three years before the US. I stand to be corrected, but I think New Zealand is due to start a year after the US.


Mr Skidmore : I believe it might be 2021, from memory. But the mandate that has been set was established some time ago, and the consultation that occurred with industry occurred back then in regard to certain in establishing the time frames. I would have to find some of the details regarding.


Senator XENOPHON: Because of time constraints, what has been put to me by a number of people in the general aviation community is that many general aviation operators will hit the wall because of ADS-B, that it will be a significant financial impost and that costs would in all likelihood come down significantly once the US adopted by 2020, so why are we doing this several years earlier than the US, which is going to be the market leader, if you like, in rolling this out?


Mr Skidmore : I would do not think that anyone disagrees that ADS-B is a good system. We are putting it in place and there are already 73, or 75, stations that Air Services has established. The system is up and running. It is already being used. There are a number of people who have already implemented ADS-B. We would be turning around and denying them the benefits of ADS-B if we—


Senator XENOPHON: What proportion of general aviation would have implemented ADS-B, do you think? Can you take that on notice.


Mr Skidmore : Can I just correct—the mandate is for IFR aircraft. That encompasses a number of operators and a number of systems; it is not just general aviation. In regard to the exact numbers of those who have implemented ADS-B in the general aviation space, I would do not have those numbers with me.


Senator XENOPHON: Would you take that on notice.


Mr Skidmore : I can take that on notice.


Senator XENOPHON: Is CASA still open to talking to representatives of the general aviation community about their serious concerns respect of ADS-B.


Mr Skidmore : Anyone can talk to us in regard to asking for an exemption if they can put forward a good safety case, and we are happy to look at it.


Senator XENOPHON: That was not the question. The question was about the implementation date, which many in general aviation fear will be disastrous for general aviation in this country.


Mr Skidmore : CASA has currently said—there is an established mandate in regard to time frame for ADS-B and we have no plans of changing that at this stage.


Senator XENOPHON: Notwithstanding Australia's unique regime and the sort of evidence that Mr Smith gave when he gave evidence.


Mr Skidmore : There are also other arguments they would say that if we waited until America was implementing then they would not be the systems around and the price would go up.


Senator XENOPHON: What, if there is more of it—


Mr Skidmore : No. Because all the systems would be being used and being implemented into systems in America.


Senator XENOPHON: Right, so there has been an analysis of that?


Mr Skidmore : I am just saying there are other arguments that support that.


Senator XENOPHON: Yes, but has that argument been tested as a subject to any analysis to verify that argument, both ways.


Mr Skidmore : Exactly, both ways. I haven't got the argument in regards to the other issues associated with ADS-B, either.


Senator XENOPHON: Have you been invited to attend the Tamworth meeting tomorrow?

Mr Skidmore : No, I have not, Senator.


Senator XENOPHON: I honestly did not know whether you had been invited or not.

This bollocks from Skidmore prompted NX to forward to Ben Morgan this message the following day:

Nick Xenophon to fight for Aviation!

---

I’m sorry I can’t be here today to support you in your fight for a fair go.



Just last night in a Senate Committee I asked CASA director Mr Skidmore why the ADSB requirement could not be delayed until 2021. Mr Skidmore said it would not be delayed, and it may well be cheaper to implement now.



I do not accept this.



I will not stand by and see general aviation being destroyed in Australia with a measure that will have counterproductive effects on safety, as more and more pilots will be forced to fly visually because of the ADSB costs.



I will do everything I can to reverse this destructive requirement, and if I’m back in the senate after July 2, I will move to have this requirement delayed until at least 2021.



Australia needs a strong, viable, general aviation industry – I will work with you, and fight for you in the Federal Parliament to make sure your industry thrives and prospers.





Karina Natt | Media Adviser | Office of Nick Xenophon, Independent Senator for South Australia


Lvl 2/31 Ebenezer Place, Adelaide | M: 0433 620 850 I TEL: 08 8232 1144 I F: 08 8232 3744 www.nickxenophon.com.au

When this was announced at the Tamworth rally there was loud cheers & a chant for Nick for PM -

Tony Windsor tweeted this:




MTF...P2

    

[Gobbledock]

"Ms Tracey Frey, Sustainability Group Manager - new? Must have got the nod over Cheryl Allman"

Frau Allman saw herself as the 'be all and end all' of CAsA. Promised much but delivered SFA. When she found out she had been rolled she had a huge dummy spit and screaming match with Skates. Then on her last day she got on the piss with her team right outside Skates office window.
Pretty much shows you the calibre of the type of dross working for CAsA.

[P7_TOM]

Bad, to even worse.  Beware the silence.

“What is truly the more terrifying?” the lad asked me over an ale this PM, rhetorical like.  Well, I finished the one and ordered two more, waited until the first inch was off the next before engaging with a clearly enraged firstborn.  “Well” says I, tentative like (in some moods he’s not to be placated or deflected) but: WTF I thought, sooner or later there will be a bang; now, while the pub is quiet is as good a time as any – “Wodger Weeks and Part 61 is still there, so is Campbell”, says I.

Bloody hell; I thought as I watched the reaction happening, WTF have I done?  Since he learned to speak his Mothers name, silence has always been a bad portent; the longer it lasts, inevitably, the worse the ensuing. Do you know, we drank that next pint in absolute silence, nary a word.

He orders two more, about halfway through the existing (always a bad sign) then says “ OK, who’s batting?”  I provided the P2 commentary above – more silence followed as he read.  As even the smallest of BRB indaba, just two of us, the depth of that silence was significant.  By now, three pints had disappeared, with #4 on the way.  This was supped in absolute silence; then my hand was shook, he picked up his flight bag and headed for the exit – “You do realise we are all ducked; well and truly, ducked for all money”.

That was it: off he went. Now, I know that Campbell and Weeks are particularly odious (for good reason) to the lad; I also understand why.  What I fail, miserably, to understand is WTF Skidmore is thinking?  Of all the useless, purblind, nonsense decisions he could have made regarding his ‘front line’ why? FCOL; WHY? pick two of the most useless, hated creatures known to aeronautical mankind, these two terminally useless pretenders - as the ‘face’ of his tenure.

Skidmore is now not only politically and operationally isolated, in conflict with his board, distrusted by Senate committee, disliked by the aviation alphabet soup groups; and, proving himself, daily, to be incompetent in the ‘role’, but has now surrounded himself with those venal few who will, categorically, absolutely and emphatically, ensure his demise.  

OST has NFI, we all know that.  But it’s worse than that.  Let’s all hope PAIN and “K” don’t start letting the truth about the Skidmore ‘trusted lieutenants’ out during a critical election campaign effort. OST has, in no uncertain terms ‘upset’ the lad with his selections.  Well, being isolated and an internal target is one thing; offending “K” – well that’s a whole new world.  Good luck is not a thing I could wish on one so determined on self destruction.  Skidmore; has (officially) incurred the wrath of the Ferryman.

I can, just, see him now, the Ferryman, hailing a taxi.  A slim, tall, dark figure carrying a flight bag; and a cart load of silence.

[Peetwo]

Bad, to even worse.  Beware the silence.

“What is truly the more terrifying?” the lad asked me over an ale this PM, rhetorical like.  Well, I finished the one and ordered two more, waited until the first inch was off the next before engaging with a clearly enraged firstborn.  “Well” says I, tentative like (in some moods he’s not to be placated or deflected) but: WTF I thought, sooner or later there will be a bang; now, while the pub is quiet is as good a time as any – “Wodger Weeks and Part 61 is still there, so is Campbell”, says I.

Bloody hell; I thought as I watched the reaction happening, WTF have I done?  Since he learned to speak his Mothers name, silence has always been a bad portent; the longer it lasts, inevitably, the worse the ensuing. Do you know, we drank that next pint in absolute silence, nary a word.

He orders two more, about halfway through the existing (always a bad sign) then says “ OK, who’s batting?”  I provided the P2 commentary above – more silence followed as he read.  As even the smallest of BRB indaba, just two of us, the depth of that silence was significant.  By now, three pints had disappeared, with #4 on the way.  This was supped in absolute silence; then my hand was shook, he picked up his flight bag and headed for the exit – “You do realise we are all ducked; well and truly, ducked for all money”.

That was it: off he went. Now, I know that Campbell and Weeks are particularly odious (for good reason) to the lad; I also understand why.  What I fail, miserably, to understand is WTF Skidmore is thinking?  Of all the useless, purblind, nonsense decisions he could have made regarding his ‘front line’ why? FCOL; WHY? pick two of the most useless, hated creatures known to aeronautical mankind, these two terminally useless pretenders - as the ‘face’ of his tenure.

Skidmore is now not only politically and operationally isolated, but in conflict with his board, distrusted by Senate committee, disliked by the aviation alphabet soup groups and proving himself, daily, to be incompetent in the ‘role’, but has now surrounded himself with those venal few who will, categorically, absolutely and emphatically, ensure his demise.  

OST has NFI, we all know that.  But it’s worse than that.  Let’s all hope PAIN and “K” don’t start letting the truth about the Skidmore ‘trusted lieutenants’ out during a critical election campaign effort. OST has, in no uncertain terms ‘upset’ the lad with his selections.  Well, being isolated and an internal target is one thing; offending “K” – well that’s a whole new world.  Good luck is not a thing I could wish on one so determined on self destruction.  Skidmore; has (officially) incurred the wrath of the Ferryman.

I can, just, see him now, the Ferryman, hailing a taxi.  A slim, tall, dark figure carrying a flight bag; and a cart load of silence.

Oh no I knew that list of CASA attendees would not go down well with "K" -

There was also some other 'passing strange' OBS with that evening's witness line ups etc.

Reflecting on this post from Gobbles - HERE - & this quote from Hitch:

To that end, my spies lurking in the shadows of Black Mountain tell me that former Qantas General Manager Graeme Crawford is set to be announced as the new Aviation Group Manager. This completes the triumverate of people to head up the three groups under the new structure. But all things are not necessarily equal. This position is the critical one that will drive change through aviation; it will have a greater impact than the other two groups. Culture change only works if it is believed and driven from the top. If there's no genuine belief at the top of the tower, "culture change" just becomes a buzzword on posters on the walls of the coffee room alongside the signs that say "please clean up your own mess." People take about the same amount of notice of both.

Read more at http://www.australianflying.com.au/news/...V0uxizd.99

    


It was good to see then that the rumour was confirmed with Graeme Crawford slated to attend Senate Estimates in that role (see above). However going through the video footage I could not make out the new Deputy as being anywhere in sight? I also find it quite bizarre that there has been no official recognition from Skidmore & Co that indeed this guy does exist?



Just a thought, maybe he was outside shooting the breeze with Shane Carmody, as he also was listed as an unofficially, unannounced attendee who apparently was not in attendance for the CASA session, even though his area of remit is apparently Aviation & Airports (i.e. Wilo's old possie)??

Department of Infrastructure and Regional Development

Executive
Mr Mike Mrdak, Secretary
Mr Shane Carmody, Deputy Secretary
Ms Judith Zielke, Deputy Secretary

     

MTF...P2

[Kharon]

It’s OK, I got it.

No need for concern P7 – sanguine and rested I have wrestled some analysis from the sea of anger.  It was, I’ll own, quite a shock to discover what the Skidmore vision of expertise and reform troops should look like, true dat.  However, on sober consideration, it makes sense; perfectly good sense and accurately reflects the calibre of the CASA director and his understanding of industry.  Clearly, he ain’t got any. Non whatsoever, zero, ziltch, zip, nada.  It is perfectly reasonable that he should retain some of the same ilk, for a comfort zone, fantasy support and to make himself feel comfortable.  Like a security blanket, warm, familiar and infinitely comforting.

The very notion of Skidmore surrounding himself with qualified, experienced, hard nosed industry professionals would, inevitably lead him to feelings of inadequacy and insecurity; the idea of dealing with ‘experienced’ pro’s, who would, not matter how gently they did it, show up his total lack of anything remotely to do with actually running an on line flight department.  

So, it comes down to spending a large amount of industry money to retain those who not only made the emperors new clothes, but told him how good he looked in them.  It won’t last long.  There must, if any sort of balance and credibility is to be maintained, be a showdown between Boyd (who catches the flack) and Skidmore who generates it.  

Only one of them can, in any sort sane world, exist.  Co-existence has not worked out too well and much as I’d like to be there when the lid comes off, unless Boyd can manage his board, this will end with a whimper, not a bang.

Duck ‘em, don’t care: anyone thick enough to put up with either Skidmore, Weeks or Campbell in the building simply cease to signify as leaders of aviation; or, champions of the industry demanded, government ordered reform.  When there is a clear winner, I may have to pay attention to the fortunes of Boyd and the antics of CASA; but until they settle the internal rifts and employ some professional help, I’ll sit back and quietly watch.  A choice of two easy targets is much better than one difficult mark.  No, no, the entertainment is fine.  

My shout next time– Toot toot.

[Peetwo]

"...the ATSB prefers to encourage relevant organisation(s) to proactively initiate safety action, rather than to issue formal safety recommendations or safety advisory notices..."

Hmm...guess the bureau has a sense of mistrust when it comes to Jabiru aircraft- why??

Here is a summary of the ATSB findings & implications to Jabiru courtesy Hitch:

The Jabiru J230.


ATSB Engine Report zeroes in on Jabiru Failures
09 Mar 2016

  

Queensland firm Jabiru defends record following Australian Transport Safety Bureau report

A Jabiru 2200 engine. (Jabiru)


Jabiru slams ATSB over Engine Failure Report
10 Mar 2016

Further Update: The 'Klan Man' is back..  (Via the Oz today):

Jabiru slams ATSB’s damning engine safety report as ‘biased’

• Anthony Klan
  
• The Australian
  
• March 11, 2016 12:00AM
  

Journalist
Sydney
Anthony Klan is a journalist specialising in corporate malfeasance and business reporting. He has won many awards including a Walkley Award in 2007 for Business Journalism, the 2014 News Corporation Australia Business Journalist of the Year, and the 2015 Citi Journalism Award for Excellence, Personal Finance. Have a tip off? Complete confidentiality assured: klana@theaustralian.com.au


An ATSB study says one in 10 Jabiru engines failed or malfunctioned during flight.


[/url][url=http://www.theaustralian.com.au/business/aviation/jabiru-slams-atsbs-damning-engine-safety-report-as-biased/news-story/8e00b4c63c68da43971889388451cb00#]
The nation’s biggest manufacturer and exporter of light aircraft engines has been savaged by the transport safety regulator, which has found that one in 10 Jabiru ­engines failed or malfunctioned during flight.

Dear {fill in industry stakeholder/Senator name} - Up yours!

L&Ks DAS Skidmore


From the released AQON #158 (note the part in bold -  ):

Question no.: 158
Program: n/a
Division/Agency: Civil Aviation Safety Authority
Topic: Shutdown calculations
Proof Hansard Page: 106 (8 February 2016)

Senator O'Sullivan, Barry asked:

Senator O'SULLIVAN: You may have to take this on notice: what data did you rely upon that had you draw the conclusion of the number of shutdowns calculated?
Mr Skidmore: We had data from ATSB, from Recreational Aviation Australia and from our own investigations. We should be able to get the exact data.
Senator O'SULLIVAN: Would you be able to do that?
Mr Skidmore: Yes.

Answer:
The data CASA relied on in determining appropriate action in respect of Jabiru engines was derived from the following sources:

• Jabiru Engine Failure Analysis in relation to Service Difficulties Reports received by CASA from 2007 to 2011;

• Investigation report into Jabiru Reliability and Continuing Airworthiness Support (13 March 2013) which focussed on previously identified through bolt failures relating to continuous airworthiness responsibilities;

• Research into Engine Reliability for Ultralight, Recreational and Light Sports Aircraft (January 2014) relating to the inflight shut down rate between 2012 and 2013, based on Recreational Aviation Australian (RA-Aus) accident, incident and defect reports for that period;

• Consolidated engine occurrence data from 1 January to 30 July 2014 collected from RA-Aus, Airservices Australia and the Australian Transport Safety Bureau; and
• United States Federal Aviation Administration Memorandum ‘Risk Assessment for Reciprocating Engine Airworthiness Directives’ (24 May 1999).

Next 'up yours' was to Senator Canavan:

Question no.: 159
Program: n/a
Division/Agency: Civil Aviation Safety Authority
Topic: FRMS changes
Proof Hansard Page: 109 (8 February 2016)

Senator Canavan, Matthew asked:

Senator CANAVAN: I have some very simple questions about the proposed FRMS changes. I understand it is moving away from industry exemption processes to CAO 48.1. Some in the industry have contacted me about concerns that there has not been a proper transparency about the reasons for this change, particularly the data that is relied on by CASA to justify the change. Have you provided the industry with all of this data?
Mr Skidmore: Yes, we have. Everything we based the 48.1 changes on is on the website.
Senator CANAVAN: When was that done?
Mr Skidmore: I do not know the exact date, but I can find out.

Answer:
A review of the case for change: Scientific support for CAO 48.1 Instrument 2013 was published on the Civil Aviation Safety Authority (CASA) website on 24 November 2015. Key aspects of this information were also provided in the Notice of Final Rule Making published in March 2013 and to industry attendees at various industry briefings conducted by CASA representatives prior to and after the commencement of CAO 48.1 Instrument 2013.

The issue of FRMS & the CAO 48.1 instrument was also touched on by NX in relation to Qantas OPs at QON 167 & 168. The first AQON was pretty straight forward:

Mr Skidmore: I do not have the exact details at the tip of my fingers but, yes, it is a rough—
Senator XENOPHON: I am happy for you to take it on notice. I understand there are circumstances where it may be necessary for a pilot to exceed the eight-hour flying limit to nine hours, and the 11-hour tour of duty limit to 12 hours if they are in flight and, say, an unexpected weather condition pops up.
Mr Skidmore: That is my understanding, yes.
…
Answer:
Under the rule-set for managing fatigue - Civil Aviation Order (CAO) Part 48 and exemptions - there are various time limits, two of which are a maximum tour of duty of 11 hours and maximum of 8 hours flight time in any tour of duty. However there are also provisions within the Order to allow these limits to be extended to 12 hours for maximum tour of duty and 9 hours for maximum flight time.

It is broadly correct that no flight should commence take-off unless the pilot in command can be reasonably certain that the flight will be completed within the regulatory flight and duty limitations.

The second AQON for some bizarre reason suffered much conflation..

Senator XENOPHON: Yes, for flight planning. But the TEMPO or INTER or alternative airports do not appear to be mandatory considerations with respect to fatigue. Can you see my point that you cannot divorce the two because there is a strict requirement as to how much fuel you must carry, which by implication relates to the amount of time that a pilot is likely to be on duty? But it seems from this Qantas directive to its application of flight time limitations—and it is signed off by the chief pilot—that it is not a mandatory requirement.
Mr Skidmore: I am happy to take it on notice and have a look at it and then we can have a discussion if you like.

Answer:

For the purposes of flight planning, scheduling and crew rostering all flights are planned to be conducted within the prescribed regulatory flight and duty limitations (RFDL). On the day of operations, the crew shall not depart on a flight unless the flight can be completed within the RFDL. This provision is reflected in Qantas’ Flight Standing Order 084/15. In the en-route phase of a flight, the crew must make tactical decisions, taking into account a wide range of factors, including available RFDL and fatigue. The responsibility for making operational decisions in flight rests with the crew, and ultimately the Pilot in Command, because of the dynamic nature of flight operations. This is reflected in the Qantas Flight Standing Order 084/15 provisions for air traffic control holding requirements or forecast weather conditions that are TEMPO (temporary) or INTER (intermittent).

The actual quantity of fuel carried on board is a strategic planning decision. The decision is made in collaboration between flight crew and the airline’s flight planning section, so that regulatory requirements are met and operational efficiencies are maintained. The carriage of fuel is a parallel consideration to other factors, such as available flight and duty periods. The operational regulations set limits associated with minimum fuel carried for each flight, specifying a minimum amount of fuel based on the planned flight as well as additional fuel to cover periods when weather is forecast to be below specified minimum conditions for the destination airport and when air traffic control potentially require additional holding time in case of traffic congestion. There are also limits associated with when the captain must have a plan to divert to an alternate airport and when there must be sufficient fuel on board to fly to that alternate airport and land.

The Civil Aviation Safety Authority (CASA) provides operators with the discretion to consider the particular circumstances of the flight which includes any weather holding, air traffic holding and alternate airport requirements as well as the likelihood of any of these requirements materialising and to determine whether the flight can be contained within the original flight and duty limits (or the extended limits if the pilot considers themselves sufficiently fit for the proposed flight and the operator agrees with this assessment). The extension limit is available if the pilot and the operator consider that the pilot is fit for the extension, given the particular circumstances of the flight to be undertaken. When a duty period is extended, the subsequent crew rest period is augmented to take into consideration the preceding working period. Unlike running out of fuel, a pilot’s alertness does not end abruptly but is impacted by a complex set of factors, one very important one being the length of the tour of duty and the amount of flight time they have accrued.

Treating flight and duty limits in the same way as the minimum fuel requirements would involve ensuring that any weather related or air traffic control related holding period be contained entirely within the maximum flight and duty limits in order to undertake the flight. There may be, however, many reasons why a crew would modify their expectation of a straightforward approach and landing at the destination, and weather is only one such reason. Rather than be overly prescriptive CASA is aware that pilots are trained to make these kinds of operational decisions and the rules should support such decisions rather than hinder them. Qantas has an approved safety management system and this system is required to consider all foreseeable hazards and manage the risk associated with these hazards to an acceptable level.

P1 once told me that when the bureaucrats (i.e. CASA Iron Ring) start to lengthen their answers it is a sure sign that 'they' have something to hide. I am not sure if that is the case here but that AQON certainly seems a little OTT??


MTF...P2  

[Peetwo]

Aviation safety issue: AR-2013-107-SI-01

ATSB safety recommendation: AR-2013-107-SR-055

ATSB safety recommendation: AR-2013-107-SR-056
 

"...the ATSB prefers to encourage relevant organisation(s) to proactively initiate safety action, rather than to issue formal safety recommendations or safety advisory notices..."

Hmm...guess the bureau has a sense of mistrust when it comes to Jabiru aircraft- why??

The Jabiru J230.


ATSB Engine Report zeroes in on Jabiru Failures
09 Mar 2016

  

Update - The other side of the story

Queensland firm Jabiru defends record following Australian Transport Safety Bureau report

March 10, 2016 1:00am
DARYL PASSMORE The Courier-Mail


Two young pilots at the controls of a Jabiru J-170 aircraft are forced to put emergency landing procedures into play. Courtesy: ABC

A Jabiru 2200 engine. (Jabiru)


Jabiru slams ATSB over Engine Failure Report
10 Mar 2016

CASA embuggerances continue under Skidmore.

With the exception of the AOPA Project Eureka at Appendix 4 (pg 71-86), the sorry tale of CASA prejudice and embuggerance of Jabiru Aircraft, much like most aviation industry issues,  seems to have been bureaucratically obfuscated into a distant memory with the convenient smokescreen of a seemingly never-ending, bollocks, election campaign.

However with only 2 weeks to go to poll day now might be a good time to start reminding the pollies that (despite the Skidmore protestations that he is changing the duplicitous culture of CASA) the trail of biased, non-evidence based embuggerances of certain selected industry stakeholders continues unabated -  

So on the Jabiru front I noticed a short accident summation where RA-Aus asked for ATSB assistance with a fatal Jabiru accident :

Aviation safety investigations & reports

Investigation title

Technical assistance to Recreational Aviation Australia in the examination of the engine and damaged GPS from the collision with terrain involving a Jabiru aircraft, 55-3692, at Medlow Bath, NSW on 27 Feb 2016
 
Investigation number: AE-2016-018

Due to this being an RA-Aus registered aircraft this accident is being investigated by the NSW police. IMO this is fortuitous as we will actually get an objective, totally independent investigative report that is being prepared for the Coroner. 

However from the summary this did not stop every man and his dog being present at the breakdown of the engine:

The Jabiru 2200J engine was disassembled and examined at a facility at Bankstown Airport on 8 April 2016 in the presence of a number of interested parties, including the Australian Transport Safety Bureau, NSW Police, the Civil Aviation Safety Authority, and the manufacturer.

 
Fortunately this time CASA and the ATSB apparently could not add to their Jabiru dirt file :

The examination did not identify any anomalies that may have contributed to the development of the accident. No further assistance was provided to RA-Aus, and further enquiries should be directed to the NSW police as the investigating agency.

In the course of doing some further reading on the plight of Jabiru I came across a recent comment off the last Oz Flying Jabiru article:

Shane Wiley • 13 days ago

Yes, ATSB misunderstood some data and CASA got carried along with that. Good engineering talent is lacking at decision level in CASA. Good articles in May 2016 Sport aviation ( on RAA-AUS website ).

Here..here to that short OBS from Shane...   I then went to the reference provided by Shane (from page 42 here: https://www.raa.asn.au/storage/57-may-2016-w.pdf ). 
This article gives an excellent insight (from a tertiary qualified engineer and Jabiru owner with over 1300 hours in Jabiru aircraft) into the due diligence and risk mitigation JA have deployed to address the identified problem causing catastrophic engine failures:

This saga involves failure of the bolts which hold the cylinders to the engine block and has led to in-flight engine shutdowns, hysterical internet forums and crippling operational restrictions imposed by CASA. Due to my technical interest, and possibly due to my engineering qualifications, Rod Stiff and Sue Woods were generous enough to show me the technical reports on research work which Jabiru has done over many years to solve the problem. In my experience, it is a classic example of engineering detective work.

 
The full article is well worth the time to read and even I can follow the gist of the technical detail. Here is the closing last paragraphs:

The root cause has been addressed in the latest crankcase design. It is still present in the earlier hydraulic lifter crankcases, such as mine, but operating experience and theoretical calculations indicate the 7/16” and the more elastic 3/8” through-bolts are effective in solving the problem. There have been no through-bolt failures in any aircraft with these modifications (including flying schools) since they were introduced. The latest style, dampened 3/8” bolts, once fully deployed in the field, are expected to totally eliminate any resonance effects in those crankcases.

This is the good news for both existing and prospective Jabiru owners. More disturbing, however, was to learn that of the more than 50 engines returned to Jabiru for overhaul each year, about half have not had all the service bulletins or service letters applied. No matter how thorough the engineering or how comprehensive the solution, it is useless if not applied in the field. As a professional engineer with almost 40 years’ experience, I find it staggering any owner, or maintainer, could ignore a directive from a manufacturer. The legal liability alone should be enough to discourage the practice.

  
Read that then refer to the Project Eureka Appendix 4 reference (above) and make your own assumptions on whether CASA, under Skidmore, has turned the corner to being trusted by the industry to which it oversees...
 
MTF...P2

[Peetwo]

CASA embuggerances continue under Skidmore.

With the exception of the AOPA Project Eureka at Appendix 4 (pg 71-86), the sorry tale of CASA prejudice and embuggerance of Jabiru Aircraft, much like most aviation industry issues,  seems to have been bureaucratically obfuscated into a distant memory with the convenient smokescreen of a seemingly never-ending, bollocks, election campaign.

However with only 2 weeks to go to poll day now might be a good time to start reminding the pollies that (despite the Skidmore protestations that he is changing the duplicitous culture of CASA) the trail of biased, non-evidence based embuggerances of certain selected industry stakeholders continues unabated -  

So on the Jabiru front I noticed a short accident summation where RA-Aus asked for ATSB assistance with a fatal Jabiru accident :

Investigation number: AE-2016-018

Due to this being an RA-Aus registered aircraft this accident is being investigated by the NSW police. IMO this is fortuitous as we will actually get an objective, totally independent investigative report that is being prepared for the Coroner. 

However from the summary this did not stop every man and his dog being present at the breakdown of the engine:

The Jabiru 2200J engine was disassembled and examined at a facility at Bankstown Airport on 8 April 2016 in the presence of a number of interested parties, including the Australian Transport Safety Bureau, NSW Police, the Civil Aviation Safety Authority, and the manufacturer.

 
Fortunately this time CASA and the ATSB apparently could not add to their Jabiru dirt file :

The examination did not identify any anomalies that may have contributed to the development of the accident. No further assistance was provided to RA-Aus, and further enquiries should be directed to the NSW police as the investigating agency.

I then went to the reference provided by Shane (from page 42 here: https://www.raa.asn.au/storage/57-may-2016-w.pdf ). 
This article gives an excellent insight (from a tertiary qualified engineer and Jabiru owner with over 1300 hours in Jabiru aircraft) into the due diligence and risk mitigation JA have deployed to address the identified problem causing catastrophic engine failures:

This saga involves failure of the bolts which hold the cylinders to the engine block and has led to in-flight engine shutdowns, hysterical internet forums and crippling operational restrictions imposed by CASA. Due to my technical interest, and possibly due to my engineering qualifications, Rod Stiff and Sue Woods were generous enough to show me the technical reports on research work which Jabiru has done over many years to solve the problem. In my experience, it is a classic example of engineering detective work.

 
The full article is well worth the time to read and even I can follow the gist of the technical detail. Here is the closing last paragraphs:

The root cause has been addressed in the latest crankcase design. It is still present in the earlier hydraulic lifter crankcases, such as mine, but operating experience and theoretical calculations indicate the 7/16” and the more elastic 3/8” through-bolts are effective in solving the problem. There have been no through-bolt failures in any aircraft with these modifications (including flying schools) since they were introduced. The latest style, dampened 3/8” bolts, once fully deployed in the field, are expected to totally eliminate any resonance effects in those crankcases.

This is the good news for both existing and prospective Jabiru owners. More disturbing, however, was to learn that of the more than 50 engines returned to Jabiru for overhaul each year, about half have not had all the service bulletins or service letters applied. No matter how thorough the engineering or how comprehensive the solution, it is useless if not applied in the field. As a professional engineer with almost 40 years’ experience, I find it staggering any owner, or maintainer, could ignore a directive from a manufacturer. The legal liability alone should be enough to discourage the practice.

  
Read that then refer to the Project Eureka Appendix 4 reference (above) and make your own assumptions on whether CASA, under Skidmore, has turned the corner to being trusted by the industry to which it oversees...  
 

Finally some sanity in the nuthouse?? -  

Courtesy of Oz Flying today:

• A Jabiru 2200 engine. (Jabiru)
  

CASA lifts Restrictions for Compliant Jabiru-powered Aeroplanes
30 June 2016

  
CASA has lifted the operating limitations on many Jabiru-powered aircraft provided the individual motor complies with conditions laid down in a new legislative instrument.

In an announcement made today, CASA outlined maintenance requirements that needed to be met in order for aircraft to be allowed to operate without limitations, which include adopting Jabiru's maintenance schedule and replacing engine though-bolts in accordance with Jabiru service bulletins.

CASA Director of Aviation Safety Mark Skidmore said the risk mitigations had been developed in collaboration with Jabiru and Recreational Aviation Australia (RA-Aus).

“CASA’s engineers have looked very carefully at engine failure data and analyses and worked with Jabiru’s engineering adviser,” he said.

“CASA and Jabiru now have a better understanding of the problems involved and this has led to the development of the new direction.

“I am pleased operators of Jabiru-powered aircraft can now resume normal operations once the appropriate maintenance-related actions have been taken.”

The legislative instrument signed by DAS Skidmore on 28 June gives Jabiru owners and pilots the option of continuing to fly with the limitations under Schedule 1 of the instrument, or complying with Schedule 2 and flying without the limitations.

Schedule 2 requires the aeroplane owner to identify the engine compared to a CASA table and comply with the maintenance and inspection requirements according to the table.

Jabiru founder Rod Stiff made the following statement following the CASA announcement.

"The instrument is basically saying that Jabiru engines that comply with the Jabiru maintenance schedule and the Service Bulletins and Letters and have no modifications have all the limitations lifted.

"With the accompanying CASA’s Jabiru Engine Reliability Analysis File ref16/181471, it is heartening to see recognition by CASA of the issues faced which are beyond our control and the steps taken by Jabiru to deal with the issues within our control.

"It is also heartening to see the dramatic increase in compliance to the Service bulletins/ Letters and maintenance procedures. This combined with our Jabiru engine training workshops has resulted in fewer incidents and puts us well ahead of Rotax for reliability, the standard by which CASA based their aggressive actions.

"We will continue to work for and with our customers and operators to strengthen and grow the Jabiru fleet. We have weathered the storm – it is now onwards and upwards for the Jabiru fleet."

The specific requirements of Schedule are set out in the Jabiru Limitations Document 28 June 2016.

Read more at http://www.australianflying.com.au/lates...JLWZGoR.99

MTF...P2

[Kharon]

Conclusions – Yes. Storm, not required.

Rod Stiff. - “We have weathered the storm – it is now onwards and upwards for the Jabiru fleet."

Well done Jabiru; it’s also tempting to say well done CASA.  Indeed, I would welcome the opportunity shout it out to the world, this is how an administration should function; bravo.

Perhaps next time CASA act promptly and properly – in timely manner – without causing gross levels of stress, tension and anxiety to the ‘victim’, it will be a pleasure to say Jolly well done. But the process between the high drama and sensible conclusion has taken a lot of shine off this result.  It is a result, a sane, sensible, reasoned approach, based on facts achieved by working with the company.  Even the conditions imposed are practical and realistic; if the engine is up to ‘spec’, then off you go.  If not, get it sorted or don’t fly where you can harm folk on the ground – excellent.  But why did it take a major shit storm to drag CASA to this conclusion?

But, we must acknowledge the shift and we should also encourage CASA to continue with this practical approach, in the hope that the next event can be managed in the same manner without the angst.

Anyway – that’s a good, if tardy result.  We’ll break out the band and the marching girls if CASA manage a hat trick of sane results.  Better late than never, good job CASA (and whoever used a bloody big stick - to drive them to sanity).

Toot toot.

[Peetwo]

Conclusions – Yes. Storm, not required.

Rod Stiff. - “We have weathered the storm – it is now onwards and upwards for the Jabiru fleet."

Well done Jabiru; it’s also tempting to say well done CASA.  Indeed, I would welcome the opportunity shout it out to the world, this is how an administration should function; bravo.

Perhaps next time CASA act promptly and properly – in timely manner – without causing gross levels of stress, tension and anxiety to the ‘victim’, it will be a pleasure to say Jolly well done. But the process between the high drama and sensible conclusion has taken a lot of shine off this result.  It is a result, a sane, sensible, reasoned approach, based on facts achieved by working with the company.  Even the conditions imposed are practical and realistic; if the engine is up to ‘spec’, then off you go.  If not, get it sorted or don’t fly where you can harm folk on the ground – excellent.  But why did it take a major shit storm to drag CASA to this conclusion?

But, we must acknowledge the shift and we should also encourage CASA to continue with this practical approach, in the hope that the next event can be managed in the same manner without the angst.

Anyway – that’s a good, if tardy result.  We’ll break out the band and the marching girls if CASA manage a hat trick of sane results.  Better late than never, good job CASA (and whoever used a bloody big stick - to drive them to sanity).

Toot toot.

Update: via Anthony Klan on the Oz.

CASA relaxes Jabiru restrictions

• Anthony Klan
  
• The Australian
  
• 12:00AM July 8, 2016[img=0x0]http://pixel.tcog.cp1.news.com.au/track/component/author/382d6e8b83340485d649c6efc054086b/?esi=true&t_product=the-australian&t_template=s3/austemp-article_common/vertical/author/widget[/img]
  
  

Light aircraft engine manufacturer Jabiru says it has been vindicated after the safety regulator lifted strict flight restrictions on its planes following a long-running investigation.

The Civil Aviation Safety Authority in 2014 placed restrictions on all Jabiru-powered aircraft when flying over populated areas and required all passengers in the aircraft to sign litigation waivers following a string of Jabiru engine failures. CASA has lifted those limitations on the “majority of the fleet” where it could be demonstrated those engines had “sufficient and acceptable” levels of reliable operations since the 2014 restrictions were set.

It found many of the issues arose because engines had not been maintained to the standards set by Jabiru and non-compliant parts had been installed.

Many owners conduct their own maintenance, which is more intensive and difficult than many think, the report notes.

They were also more susceptible to backyard tinkering.

Jabiru business manager Sue Woods welcomed the moves by CASA, whom the manufacturer and others including Aircraft Owners and Pilots Association had criticised as being too heavy-handed in its 2014 banning and for taking too long to clear the company.

“It is heartening to see recognition by CASA of the issues faced which are beyond our control and the steps taken by Jabiru to deal with the issues which are within our control,” Ms Woods said.

 

MTF...P2

[Peetwo]

Interesting read from page 14, nothing new with more bollocks from Oliver but it does capture the current stalemate with some typical 'divide & conquering' happening with the AHIA on the Part 61 monstrosity -   

image: http://res.cloudinary.com/yaffa-publishi...0Cover.jpg



July - August 2016
Regulation on the radar
As the Civil Aviation Safety Authority releases its three-year plan to essentially complete an overhaul of aviation regulation in Australia, Philip Smart talks to CASA and industry groups for their views on how it is working and what should happen next.

Business Aviation
Nigel Pittaway updates readers on the latest business aircraft developments and how support and maintenance companies are faring in the marketplace.

The Big End of Town
Philip Smart marks Boeing’s Centenary with a look at its history and Australian involvement, and reports on how Airbus’s John Leahy, Chief Operating Officer – Customers, thinks the airline market will evolve in future.

End Note: Are we looking in the wrong place for MH370?
Aviation expert Desmond Ross believes MH370 is not in the southern Indian Ocean. In End Note this issue he tells us why.

Read the digital edition online here »


Read more at http://www.aviationbusiness.com.au/lates...WW1b8rm.99

MTF...P2

[ventus45]

Interesting read from page 14,

[thorn bird]

Bollocks!!!................... Skidmark once again displays his complete ignorance and incompetence.
"Touchy feely" statements about co-operation, consultation etc etc just illustrates how out of touch he is.
Good copy for the press, but sorry AVM the industry is well and truly over "touchy Feely" we want to feel something round and firm that we can hold in our fist and squeeze....forcefully!
Just why it is that these arrogant military "Types" imagine they have a clue how the real world functions is beyond me, delusions of grandeur I suppose.
Does the AVM have the slightest idea of what Part 61 alone is costing the industry?
Does the AVM have the slightest idea that these costs are unsustainable?
He waffles on about his team having a passion for the industry....Bollocks...the passion they have is pay back..pay back because the industry rejected them for their incompetence.
A restructured management??? the same people responsible for the clusterfuck still there, now tasked with fixing what they stuffed up in the first place, even when they lose their portfolio they don't gracefully retire. The lure of the trough is just too strong.
Almost thirty years and half a billion dollars so far on so called reform.
Just how many $$$$ did part 61cost to produce....how many $$$$ is it costing in band aids in a vain attempt to fix it?
New Zealand wrote a whole suit of regulations that work for a fraction of what Part 61 has cost alone, the only difference is about 1500 pages, theirs works ours are unworkable.
Air Vice Marshall, if you want a gong for services to aviation, do the industry and yourself a favour, bugger off and let competent people in to begin true reform.

[Gobbledock]

Root cause? Consider it analysed

The biggest hurdle to Australian aviation reform, the biggest cost in almost 25 years, the largest roadblock/diversion to aviation reform in the past 20 + years, the largest present block to completing Martin Luther Skidmores 'I have a dream of only 3 more years til the reg reform project is finished' is J.Aleck.

Tick tock Skates, the dark shadow lurking in the background has seen many a DAS before you fail. If he has put a hex on you old mate you will still be preaching about regulatory reform in 3 years time as you fly off into the sunset with JMac in his Yak, having achieved SFA!

Yep, Martin Luther had a dream as well, and where did that get him - dead in a box, and almost 50 years later the USSA's only black president has done less for their African Americans than any white President ever did. Yep, all pipe dreams....

[Kharon]

Rooted causes more like.

The ‘Skidmore’ vision for regulatory reform being ‘finished’ in three years is quite realistic; if you can realise just what the statement actually means.  The double speak, when translated means that within the next three years industry resistance and outrage will have been broken down, negotiated away or over ruled.  Various groups will have been inveigled into cooperation; the protesters isolated or removed and logical, sane alternatives undermined to become ‘an opinion’ of a minority group, denigrated to being the ravings of the  Ills of Society or tendentious bloggers.  There is no intent whatsoever within CASA to change any ducking thing and they will simply roll over or rub out those who want change, be it internal or external opposition, it matters not.

The long, fell shadow created by the real power behind the throne, exercised by its willing grand vizier, is determined that no one, neither politician nor pleb will disturb the absolute power or ruffle the calm pond of their arrogance.  It’s a fair argument, for nothing or no one has managed thus far to dent the defences; from Lockhart through to Pel-Air; from Staunton to Forsyth; from just about any perspective, the only thing that remains unchanged is the ‘regulator’.

Within the ‘regulator’ only one person has remained a constant factor, one person has sat through all inquiry, estimates, commission without ever having a glove laid on.  Always an alibi, always wriggle room, always an alternative argument, but always leaving a pug mark on any ‘important’ proposal for change.  Serious students of the ‘history’ of reform and embuggerance can follow the faint, silver trail left behind by this doyen of the iron ring. Watch as the Skidmore puppet grinds away all opposition to Part 61; observe as 61 creeps slowly, unchanged into being, unaltered in any significant way; look on as the minions, with or without their ‘Oyster cards’ continue to inflict their own brand of ‘professionalism’ on those who dare to oppose them and their idiot rulings.

Nay, good Gobbledock; Skidmore will act as directed until he can slither away to enjoy the rewards of being yet another discarded plaything of the Iron ring, a hapless puppet of their grand vizier.  All this will come to pass unless this entire industry, from Alan Joyce to Joe Bloggs get off their collective, self obsessed arses and speak, shout, scream as one voice -  ENOUGH, this stops HERE and it stops NOW.  Fat chance right.

Selah.

[Gobbledock]

Ferryman;

"All this will come to pass unless this entire industry, from Alan Joyce to Joe Bloggs get off their collective, self obsessed arses and speak, shout, scream  as one voice -  ENOUGH, this stops HERE and it stops NOW.  Fat chance right".

One Scott McMillan of Alliance Airlines might just be our huckleberry!

[crankybastards]

If contemporary alarm in Turkey is anything to go by, one Fethullah Gulen could put the cat amongst the pigeons without actually doing anything.