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#41
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Stall, spin fatality today in Arizona.
Things may have changed since I last flew in Australia back in the
mid-80s.Â* I was surprised when I said I would preflight my ship and was told that I was not authorized to do that!Â* Only the "engineer" could perform a preflight.Â* I've heard similar about the BGA, though I've never been there.Â* And I'd suspect that process was only meant for club, not private, ships. In the US it's the pilot's responsibility to ensure that his ship is airworthy.Â* During and after rigging the pilot determines the safe condition of the ship which includes visual inspection, verification that all controls are hooked up, and a positive control check. Since I keep my ship in my own hangar where nobody has access to it and no vehicles can bump into it, my preflight, while thorough, would appear almost casual to the uninformed viewer. I would suspect the same with the accident ship, a last quick look before climbing in, but a much closer look before coming to the launch position.Â* From what we've read here, I don't believe there was a mechanical fault with the ship. My deepest condolences to friends and family of the unfortunate pilot. On 6/28/2018 8:40 PM, Charlie Quebec wrote: My deepest condolences to the pilot and his friends. I do have a question, does the video show a normal US preflight procedure? It seemed very casual to me. -- Dan, 5J |
#42
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Stall, spin fatality today in Arizona.
On Fri, 29 Jun 2018 08:33:55 -0600, Dan Marotta wrote:
Things may have changed since I last flew in Australia back in the mid-80s.Â* I was surprised when I said I would preflight my ship and was told that I was not authorized to do that!Â* Only the "engineer" could perform a preflight.Â* I've heard similar about the BGA, though I've never been there.Â* And I'd suspect that process was only meant for club, not private, ships. This applies to all gliders in BGA clubs. All have DI books which are signed every day the glider is flown to show that known deferrable faults have been fixed or deferred and visual inspection and positive control checks have been done and the glider is passed as serviceable. My Libelle is currently pegged down in its covers and will still get the same preflight checks before its next flight that it got when it was rigged yesterday. -- Martin | martin at Gregorie | gregorie dot org |
#43
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Stall, spin fatality today in Arizona.
Is a British Airways first officer allowed to preflight his own 777 carrying 300 passengers or does that require a higher level signature?
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#44
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Stall, spin fatality today in Arizona.
At 14:33 29 June 2018, Dan Marotta wrote:
Things may have changed since I last flew in Australia back in the mid-80s.Â* I was surprised when I said I would preflight my ship and was told that I was not authorized to do that!Â* Only the "engineer" could perform a preflight.Â* I've heard similar about the BGA, though I've never been there.Â* And I'd suspect that process was only meant for club, not private, ships. In the US it's the pilot's responsibility to ensure that his ship is airworthy.Â* During and after rigging the pilot determines the safe condition of the ship which includes visual inspection, verification that all controls are hooked up, and a positive control check. Since I keep my ship in my own hangar where nobody has access to it and no vehicles can bump into it, my preflight, while thorough, would appear almost casual to the uninformed viewer. I would suspect the same with the accident ship, a last quick look before climbing in, but a much closer look before coming to the launch position.Â* From what we've read here, I don't believe there was a mechanical fault with the ship. My deepest condolences to friends and family of the unfortunate pilot. On 6/28/2018 8:40 PM, Charlie Quebec wrote: My deepest condolences to the pilot and his friends. I do have a question, does the video show a normal US preflight procedure? It seemed very casual to me. The BGA requirement is "Inspection Before Flight. All gliders operated from BGA club sites shall be inspected before flying on each day. Club gliders shall be inspected by club approved persons who must sign that the glider is serviceable before it is flown on that day." The inspection is normally conducted by a qualified pilot - there is no special requirement for an engineer. The record of the work is the Daily Inspection (DI) book carried in the glider. |
#45
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Stall, spin fatality today in Arizona.
On Fri, 29 Jun 2018 10:27:45 -0700, victoriallake08 wrote:
Is a British Airways first officer allowed to preflight his own 777 carrying 300 passengers or does that require a higher level signature? Pass - I was talking about BGA gliders only - and you must be a solo pilot to preflight any BGA glider (club or private). BGA gliders are a distinct subset of CAA registered UK aircraft. -- Martin | martin at Gregorie | gregorie dot org |
#46
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Stall, spin fatality today in Arizona.
On Friday, June 29, 2018 at 8:41:51 AM UTC-7, Martin Gregorie wrote:
On Fri, 29 Jun 2018 08:33:55 -0600, Dan Marotta wrote: Things may have changed since I last flew in Australia back in the mid-80s.Â* I was surprised when I said I would preflight my ship and was told that I was not authorized to do that!Â* Only the "engineer" could perform a preflight.Â* I've heard similar about the BGA, though I've never been there.Â* And I'd suspect that process was only meant for club, not private, ships. This applies to all gliders in BGA clubs. All have DI books which are signed every day the glider is flown to show that known deferrable faults have been fixed or deferred and visual inspection and positive control checks have been done and the glider is passed as serviceable. My Libelle is currently pegged down in its covers and will still get the same preflight checks before its next flight that it got when it was rigged yesterday. Only an engineer can preflight a BGA glider? Seriously? In New Zealand it is normal practice for any solo-rated pilot to perform the DI and sign the DI book. |
#47
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Stall, spin fatality today in Arizona.
On Fri, 29 Jun 2018 13:40:41 -0700, Bruce Hoult wrote:
On Friday, June 29, 2018 at 8:41:51 AM UTC-7, Martin Gregorie wrote: On Fri, 29 Jun 2018 08:33:55 -0600, Dan Marotta wrote: Things may have changed since I last flew in Australia back in the mid-80s.Â* I was surprised when I said I would preflight my ship and was told that I was not authorized to do that!Â* Only the "engineer" could perform a preflight.Â* I've heard similar about the BGA, though I've never been there.Â* And I'd suspect that process was only meant for club, not private, ships. This applies to all gliders in BGA clubs. All have DI books which are signed every day the glider is flown to show that known deferrable faults have been fixed or deferred and visual inspection and positive control checks have been done and the glider is passed as serviceable. My Libelle is currently pegged down in its covers and will still get the same preflight checks before its next flight that it got when it was rigged yesterday. Only an engineer can preflight a BGA glider? Seriously? I was answering the last line of Dan's comment. All BGA gliders carry a DI book which has an entry for each day a glider was flown that records the results of inspection and PCCs and the signature of the person doing it. Any solo pilot can carry out the DI. In New Zealand it is normal practice for any solo-rated pilot to perform the DI and sign the DI book. In general there's a very close correspondance between BGA practised and those in NZ, though the BGA's approach has gotten a little more bureaucratic since EASA was invented. Read that as more paper rather than anything else and, speaking as a private owner, I think the main changes have been to annual inspections and workshop practises rather than day to day operations. -- Martin | martin at Gregorie | gregorie dot org |
#48
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Stall, spin fatality today in Arizona.
On Friday, June 29, 2018 at 2:53:12 PM UTC-6, Martin Gregorie wrote:
On Fri, 29 Jun 2018 13:40:41 -0700, Bruce Hoult wrote: On Friday, June 29, 2018 at 8:41:51 AM UTC-7, Martin Gregorie wrote: On Fri, 29 Jun 2018 08:33:55 -0600, Dan Marotta wrote: Things may have changed since I last flew in Australia back in the mid-80s.Â* I was surprised when I said I would preflight my ship and was told that I was not authorized to do that!Â* Only the "engineer" could perform a preflight.Â* I've heard similar about the BGA, though I've never been there.Â* And I'd suspect that process was only meant for club, not private, ships. This applies to all gliders in BGA clubs. All have DI books which are signed every day the glider is flown to show that known deferrable faults have been fixed or deferred and visual inspection and positive control checks have been done and the glider is passed as serviceable. My Libelle is currently pegged down in its covers and will still get the same preflight checks before its next flight that it got when it was rigged yesterday. Only an engineer can preflight a BGA glider? Seriously? I was answering the last line of Dan's comment. All BGA gliders carry a DI book which has an entry for each day a glider was flown that records the results of inspection and PCCs and the signature of the person doing it. Any solo pilot can carry out the DI. In New Zealand it is normal practice for any solo-rated pilot to perform the DI and sign the DI book. In general there's a very close correspondance between BGA practised and those in NZ, though the BGA's approach has gotten a little more bureaucratic since EASA was invented. Read that as more paper rather than anything else and, speaking as a private owner, I think the main changes have been to annual inspections and workshop practises rather than day to day operations. -- Martin | martin at Gregorie | gregorie dot org I found the DI Book to quit a good idea and I still have one in the pocket of my Kestrel. FWIW, I did find an unsecured castellated nut on a primary flight control on the club's K-7 during one morning pre-flight (1978). As I had previously pre-flighted the K-7, it was always a bit of a mystery to me how it came to be missing. I've always presumed someone had done an annual and missed replacing it. Otherwise, only minor notes made in the books of the various BGA reg gliders I've flown. Frank Whiteley |
#49
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Stall, spin fatality today in Arizona.
BGA rules nowadays require the DI to be carried out by a pilot who has bronze or above. The requirement was upgraded from any solo pilot a few years ago.
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#50
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Stall, spin fatality today in Arizona.
But can you inspect your own glider and sign it off or must some
appointed person do it? In the US many years ago the FAA required a logbook entry with each assembly of a glider.Â* The Soaring Society convinced the FAA that it was routine to assemble and dismantle gliders before and after flight.Â* Thankfully the requirement was removed. On 6/29/2018 9:41 AM, Martin Gregorie wrote: On Fri, 29 Jun 2018 08:33:55 -0600, Dan Marotta wrote: Things may have changed since I last flew in Australia back in the mid-80s.Â* I was surprised when I said I would preflight my ship and was told that I was not authorized to do that!Â* Only the "engineer" could perform a preflight.Â* I've heard similar about the BGA, though I've never been there.Â* And I'd suspect that process was only meant for club, not private, ships. This applies to all gliders in BGA clubs. All have DI books which are signed every day the glider is flown to show that known deferrable faults have been fixed or deferred and visual inspection and positive control checks have been done and the glider is passed as serviceable. My Libelle is currently pegged down in its covers and will still get the same preflight checks before its next flight that it got when it was rigged yesterday. -- Dan, 5J |
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