AGM
The HGFA AGM was held in Melbourne 15 October. The minutes of this meeting are now available on the HGFA website.

Board Meeting and New Board Members
The last meeting of the current Board was held in Melbourne on the weekend 15/16 October. The election of the new Board for 2006-2008 has been finalised. The new Board will take their seats early in the new year.

Medicals
As you know, the requirement for medicals for passenger carrying endorsements has been stepped up to be that of a class 2 medical. When seeking a medical from your local DAME you will need to ensure the DAME understands this new requirement. The doctor will need to submit to CASA, on your behalf, the CASA Initial Medical Form. Unless the Initial Medical Form is supplied CASA will not recognise the medical. Renewal forms can only be submitted if the Initial Medical Form has been previously sent to CASA.

Calendar
A new HGFA calendar is now available. The calendar includes some stunning pictures taken by members of each of the HGFA disciplines. Included in the calendar are all competition dates. The calendar is available for sale individually, or at a discount rate of 15% for quantities of 10-20 copies, or at a discount rate of 20% for sale orders of 20 or more. Postage will be added accordingly for each of the sale types. Please contact the office for pricing and ordering details. Thanks goes to Kelli from the office for organising this great addition to the HGFA product suite.

New Club on the NSW Central Coast
The Central Coast Sky Surfers Club has recently been formed, holding their first meeting to establish their committee and mission statement. Javier Alvarez stands as President, Jeff Terry as Vice President, Anthony Scurrah as Treasurer and Martin Haig as Secretary. Maderson Ford and Paul Cox are the designated club Safety Officers.

Tow Procedures Manual - update to download
Prior to any operations involving either ground or aero towing please review the Tow Procedures Manual available at [http://www.hgfa.asn.au/resources/TowManualSep05.pdf].

Club Membership vs. Site Fees
There is a growing number of locations around the country where formalised agreements with the local Councils are taking place regarding site access and protocols and local procedures. A common thread in all these agreements is the requirement for pilots flying the site to be current members of both the HGFA and the local club. Councils stipulate this requirement to ensure that clubs have the required controls over the activities on the site and expect that there is a passage of information through the club indoctrination process to shift responsibility of operations back onto the members that fly the site. Club membership constitutes a local contract evidenced by a signature on the club member form and a club joining fee. Typically a member fee constitutes acknowledgement of the agreement to the club rules. There are sites in Australia that have a club member fee and a site fee, but presently these are few in number. Supporting the local club helps maintain the agreement to the site. Site fees assist the upkeep of site maintenance.

CAREFLIGHT & State Emergency Services
Rescue services have attended several incidents over the last months and a good many others over the years, providing emergency evacuations to pilots in distressed situations. These services are always there for our immediate assistance but they come at a heavy price to the public purse. In recent phone communications with several of the services they have commented on their reliance on public donations to maintain the services they provide. I encourage all clubs and competitions to recognise this request and to look at providing some donation from the fees collected from pilots attending sites and events. Pilots wanting to make personal donations are also very welcome to do so.

Aviation Security Identification Card (ASIC) - December deadline
ASICs become a mandatory requirement as of 1 January 2006 for any pilot wanting to land or take off from a secure airport. A media release in October indicated that CASA will send 35,000 pilots the necessary paper work for the application process. An alternative source of attaining the card is through Aviation ID Australia Pty Ltd,
Merimbula, NSW 2548, phone (02) 6495 2881.

Safety Notices
1. Packed wing shows corrosion points
The following brief was received from a member regarding degradation to a stored microlight wing:
A Redback trike which had been stored for five months was checked for flight airworthiness prior to possible sale. The wing was originally packed and stowed correctly. When unpacking the Wizard 2 wing there was a presence of surface mildew on the upper, outer wing sections which quickly came off with a good wash. It was also discovered to have a 1-2mm hole in each cross-spar. It was originally suspected that electrolysis between the guy wires and the spars may have been the culprit, but the way the wing was stowed the corrosion points both occurred on different sections of each spar which is normally surrounded by mylar wing fabric. The main dorsal spar appears to be okay and the guy wires have only nominal surface corrosion. Other than the corrosion points mentioned, the wing appears to be sound. There were no signs of stitching deterioration associated with this mildew presence that could be seen. The wing itself had been stored in a garage (1500ft asl) and above ground height of 1-2ft to avoid surface dampness/condensation. The area does have a generally high humidity environment. The storage area in the garage, though dark, was reasonably well ventilated and not prone to roof leaks.

2. Streak 3 and Cruze wings downtube knuckle stress corrosion cracking
Streak 3 and Cruze wing owners should note an update to the control frame downtube knuckle bulletin. The knuckles on Streak 3 and Cruze wing control frames have exhibited stress corrosion cracking. The service bulletin detailing an inspection program to ensure safe use is now available on the HGFA website [http://www.hgfa.asn.au/HGFA/SB-003.pdf] and on the Airborne website [http://www.airborne.com.au/images/aw_directives/SB-003.pdf. A later issue of this service bulletin will detail the measures required to effect a long-term solution.

CASA Pilot Safety Workshop - Crash Scene Investigation
Over the course of the next financial year CASA will be running day-long CSI workshops which will teach pilots how to avoid weather emergencies, what to do if caught out in worsening weather and how to maximise chances of survival if a crash occurs. Aviation experts will take pilots step-by-step through a real life accident which was caused by deteriorating weather conditions. Pilots will be asked to investigate the causes of the accident, what the pilot of the doomed aircraft could have done to avoid the crash, and how pilots should prepare for emergencies. The workshops will be delivered by experts from the ATSB, AusSAR, Bureau of Meteorology, CASA and Airservices. Seating is limited so registration is essential. Registration forms can be downloaded from [http://www.casa.gov.au/seminars/csi/csirego.pdf. Workshop locations and times are as follows:

(All sessions are from 10am - 4pm. Canberra and Melbourne workshops have been held during October and November 2005.)

Sydney
29 April 2006
Bankstown Sports Club, 8 Greenfield Parade

Adelaide
20 May 2006
Glenelg Stamford Grand, Moseley Square

Perth
24 June 2006
Rendezvous Observation City, The Esplanade Scarborough Beach

Parachute Deployment DVD
Footage covering the parachute deployment workshop run in Sydney by Angelo Crapanzano from Metamorfosi has now been compiled on DVD along with some insightful footage gifted from Angelo's archive files. The DVD is a must-see/must-have information resource. It describes the differences between certain types of parachute, the means of deployment, and most importantly the care and packing of your parachute. Copies are available on request from the HGFA for a modest fee to cover the admin and postage cost. Many thanks go to Steve Hocking, John Clark, Bruce Wynn and of course Angelo for the production of this great resource.

Accident Reports
1.
Pilot: Weightshift microlight pilot
Experience: 31.3 hrs
Aircraft type: Airborne Edge
Pilot injury: Minimal bruising
Aircraft damage: Write-off
Location: Cobden airstrip, Vic
Conditions: 21¡C, light crosswinds 1-3kt, strong turbulence
Description: The conditions during the flight were thermic between ground level and 500ft. Above 500ft was very smooth. Windspeed at ground level was 0-5kt variable. The pilot indicated that he had been flying locally for approximately 35 minutes and then decided to enter the circuit to land. Having experienced turbulence attempting to land the decision to go around was made until conditions were suitable on the second attempt. Approach airspeed was approximately 50-55kt descending into a southerly runway direction. At approximately 20ft the microlight suddenly descended, impacting the edge of the runway causing the front wheel to dig into soft damp ground and nosing over.
Comment: Reports from one of the local pilots at the airfield since this incident indicate that on two other occasions similar accidents have occurred, one with a 3-axis ultralight and another with a home built Jabiru. Both these other incidents resulted in major damage to the respective aircraft.
Conclusion: It may appear that this incident was due to thermal conditions, but as highlighted above this is not the first time this phenomena has caught pilots out at this airfield, indicating that the need to be vigilant with weather conditions is paramount. Deciding when and where not to fly is the decision made by all of us and therefore should not be taken for granted.

2.
Pilot: Intermediate
Experience: 100 hrs, 5 hrs last 90 days
Aircraft type: Paraglider
Pilot injury: None
Aircraft damage: Write-off
Location: Inland hill
Conditions: 20¡C, 10-15kt cross winds, light thermals
Description: Pilot launched from hill and after 2-3 minutes into the flight started gaining some altitude. Pilot noted other pilots gaining height. Pilot focused on following those who were gaining height and lost focus on the nearby power line hazard. Pilot's glider collided with power line running from top to bottom of hill, entangling the glider on a marker buoy positioned on the power line. Pilot was suspended 7-8m below the power line, approximately 150m in front of the hill and 50m above ground. Rescue services were able to free the pilot some five hours later.
Comment: Power lines represent an ever present danger to our operations, whether near a launch or on landings. Pilots need to be very aware of such hazards at all times. The fact that the pilot in this instance had a UHF radio assisted greatly in the rescue, which was said to be one of the more difficult rescues SES members have had to attend. The pilot also happened to be a volunteer member of the SES and therefore had a good understanding and confidence in what the SES personnel were doing, which also assisted in the rescue.
There have been a number of incidents lately involving power lines, which are now causing some concern to the power companies. Clubs managing sites with power line hazards need to have an action plan and liaison with the power companies to manage the risk that these lines have at their site.

3.
Pilot: Intermediate
Experience: 250 hrs, 40 hrs last 90 days, 25 hrs on type
Aircraft type: Paraglider
Pilot injury: Nil
Aircraft damage: Minor puncture holes
Location: Inland
Conditions: 28¡C, 10-25kt, strong turbulence
Description: Pilot was flying high over valley with cu-nim clouds and general over-development to the south and south-east of course line, gliding for about 20 minutes in a straight line with intermittent strong lift keeping altitude at about 1400m. Pushed further into a blue hole passing through shear layers where winds came from different directions at different strengths, pushed by a strong gust front of 20kt. Glider fully deflated and reinflated partially whilst twisting up. Deflated a further two times, causing limited brake control. The recurring deflations/inflations caused the glider to twist, resulting in a spiral dive. With 200m remaining, pilot reached for reserve handle for reassurance but not intending to pull it out. Pilot released reserve handle thinking it was still in place and started trying to untwist the risers. Pilot felt a tug backwards as the reserve deployed. Pilot tried to pull the glider, unable to collapse it due to the twisted risers. Glider commenced flying again, but vertically downwards and fighting against the reserve resistance. Pilot tried pulling in the brake line to minimise the effect. Last look at vario before impact showed -6.9 m/s. Pilot landed with a parachute roll unhurt.
Comment: Severe weather conditions were experienced, but the pilot continued onward. The wing was an advanced type, but any wing in these conditions would likely have been difficult to handle. The twisted risers caused a situation where the glider was able to fly, albeit in a downward direction adding to the danger of the moment. A hook knife would have been the only other option to overcome the glider's influence in the descent had the brake lines not been able to be gathered in. The pilot had repacked the reserve only a few days before the incident, providing a quick and effective deployment.

4.
Pilot: Experienced
Experience: Instructor
Aircraft type: Weightshift microlight
Pilot injury: Nil
Aircraft damage: Wing keel, nose wheel, R/R wheel
Location: Inland
Conditions: 12¡C, 10kt winds, light turbulence
Description: The pilot intended doing a few circuits. Cloud cover lowered well clear of circuit height. Soon after take off low cloud moved in very quickly from the south-west. The only option for the pilot was to climb through the cloud. Pilot watched instruments, being the VSI and altimeter. The climb rate was between 280-350ft at full power with the control bar in neutral. At around 1800ft amsl the aircraft would not climb and was caught in severe sink. The VSI registered -800ft/m with the engine at full revs. When the altimeter registered 1200ft amsl (approximately 1500ft above the highest terrain feature in the area) the pilot deployed the ballistic parachute, bringing the aircraft and pilot down safely.
Comment: The transition from Visual Flight Regulations (VFR) into Instrument Meteorological Conditions (IMC) is the most common killer of recreation pilots. A well documented anecdote of this exact scenario is '178 Seconds to Live'. VFR into IMC claims a life every ten days world wide. Spatial disorientation is a very real hazard. Due to the importance of this message the following brief is included for your consideration:
Geography of airfield
The airfield is 200ft down the eastern side of a ridge that is 1000ft amsl and runs to the south of the airfield and rises to the north-west. There are a number of radio masts around the airfield and to the south. To the north is a valley that runs to the east with a 1000ft amsl ridge north of the valley.
Conditions
South-west wind at 5-10kt, broken cloud with base at 800ft amsl. Rotor cloud extending down to 700ft at times. Cloud tops to 2000ft amsl with rain bearing stratus not far above that. Air was moist with visibility of 3000m to the north and 5000m to the east where there was broken cloud over the lower ground. Lower cloud was stratus with some cumulostratus showing light activity.
Visual keys
Cloud was rolling over the airfield on occasions. Ridge to the north was in cloud indicating that dew point was around 800ft amsl. Cloud was on the ridge to the south. All the visual signs were there to suggest to the pilot not to fly. Because the air was moist and dew point was at a height at or below the airfield suggested that the air at airfield height could develop into cloud at any time. The south-west airflow over the ridge with these conditions was most likely to extend rotor cloud below the airfield height. A quick look at an Airservices area forecast would have also confirmed cloud base, type of cloud and visibility.
Although there was an indication of mild rotor at and below hill height, there was no indication of a rotor above the hill so the pilot who thought they were in sink was most probably disorientated and in a descending turn.

Christmas is on its way. I wish you all a very merry and joyous Christmas break with lots of great flying and safe landings.