Lots of lessons in the Foka crash.
One big one is how fortunate it was the BGA and there was no second
sigmnature on the DI after rigging.
Mike
Borgelt Instruments - manufacturers of quality soaring instruments since 1978
phone Int'l + 61 746 355784
fax Int'l + 61 746 358796
cellphone
Yea, way more important to cover your ass against litigation then document a
second chance to get it right!
Allays your miserable Mr. Buelter
Date: Mon, 16 May 2011 10:54:25 +1000
To: aus-soaring@lists.internode.on.net
From: mborg...@borgeltinstruments.com
Subject: Re: [Aus-soaring] Foka
Rolf, in this I agree with Mike - there is no way that a duplicate control
check (or even DI) would have found the problem. Sadly, such a person would
have spent months in court defending themselves, costing them many thousands
with no prospect of any insurance helping them.
In practice, the
More importantly, if it did happen in Australia, is there a procedure that
following the accident would resolve what the problem was?
Cheers
Paul
On 16 May 2011 14:01, Matthew Gage m...@knightschallenge.com wrote:
Rolf, in this I agree with Mike - there is no way that a duplicate control
I was wondering if there was any operator in Australia already employing
Tost tow rope reeling in kit with their tug aircraft so as to retract
the rope for descent landing.
How has the experience been both in regard to the equipment fitted to
the tug and also the operational
Every aircraft is different, we all know that.
Even aircraft of the same type can have slight differences between them, for a
lot of reasons. These reasons can range anywhere from slight changes during
the OEM's production run, through to the incorporation of (or not yet
incorporated) AD's,
