Straws, and the grasping thereof.
Hitch calls it (for wont of better) a storm in a teacup, which is probably more consideration than it merits. So what, there are a few blank pages in the ERSA, which is, in all probability, a printers error and has SFA to do with ASA. Blast the printers if you must, but how, realistically, can the printer check every single page, of every single manual made?
ERSA is a ‘planning’ tool and a source of information, handy item to have on board, and an essential for VFR operations. But it is mostly at the pre flight stage that the ERSA becomes important, although it is not used much by those who carry it in the manner it should be.
(Drags out pet hobby horse) :- take the STODA section for example; ask your mate to explain the implications, how to use it and why it is important. Try it. Aircraft like the ubiquitous PA 31 have ‘performance’ charts in the flight manual; these refer to amongst things, single engine performance. It is possible to produce an ‘envelope’ which gives a rough idea of how the aircraft will perform OEI, climb gradient, distance travelled to safe height, time required to reach OCH etc. The STODA section of ERSA will provide information of the runway distance available to make the gradient required to meet the minimum clearance. Short field, hot day can reduce the take off weight by indicating that the gradient required, full length, is beyond the OEI climb capability of the aircraft. But, I digress: riding hobby horses will do that to a bloke.
The only possible scenario where the ‘missing’ pages could, but should not, become a safety issue is when the first time the ERSA is consulted is prior to landing; old mate whips out the new, pristine ERSA to look up the information for Dust Bowl ALA – shock horror – a blank page. Now, not even I can parlay that into an ASA bash – it simply ain’t their fault. CASA most certainly will not see it as so. That dog won’t hunt. No, a sensible pilot would have a little look in the ERSA, at flight planning. Then it becomes “Oh dear” and the only danger is not being able to find a computer and printer; even that is no great threat. Not these days, there things like mobile telephones which may be used to gather essential information – pre departure.
This almost hysterical attack on the ASA serves little purpose and may even be counterproductive. If I was ASA I’d tell ‘em, politely (of course) that there was an error made at the contracted printers, we have resolved that and a ‘new’ bible is available, free of charge at the local pilots toy shop; now, bugger off. By the by: never, not once in the long history of CASA has there ever been any sort of action taken over ‘pages’ missing; even at audit. You may get an email saying ‘Oi, section A4, pages 10 through 17 are missing (or blank). Provided you can supply the missing (blank) pages the worst case scenario is a delay.
Hitch ain’t a bad scribe, not at all; but for me, the master craftsman sums it up best..
“It is a tale told by an idiot, full of sound and fury, signifying nothing.”
Toot toot.
Hitch calls it (for wont of better) a storm in a teacup, which is probably more consideration than it merits. So what, there are a few blank pages in the ERSA, which is, in all probability, a printers error and has SFA to do with ASA. Blast the printers if you must, but how, realistically, can the printer check every single page, of every single manual made?
ERSA is a ‘planning’ tool and a source of information, handy item to have on board, and an essential for VFR operations. But it is mostly at the pre flight stage that the ERSA becomes important, although it is not used much by those who carry it in the manner it should be.
(Drags out pet hobby horse) :- take the STODA section for example; ask your mate to explain the implications, how to use it and why it is important. Try it. Aircraft like the ubiquitous PA 31 have ‘performance’ charts in the flight manual; these refer to amongst things, single engine performance. It is possible to produce an ‘envelope’ which gives a rough idea of how the aircraft will perform OEI, climb gradient, distance travelled to safe height, time required to reach OCH etc. The STODA section of ERSA will provide information of the runway distance available to make the gradient required to meet the minimum clearance. Short field, hot day can reduce the take off weight by indicating that the gradient required, full length, is beyond the OEI climb capability of the aircraft. But, I digress: riding hobby horses will do that to a bloke.
The only possible scenario where the ‘missing’ pages could, but should not, become a safety issue is when the first time the ERSA is consulted is prior to landing; old mate whips out the new, pristine ERSA to look up the information for Dust Bowl ALA – shock horror – a blank page. Now, not even I can parlay that into an ASA bash – it simply ain’t their fault. CASA most certainly will not see it as so. That dog won’t hunt. No, a sensible pilot would have a little look in the ERSA, at flight planning. Then it becomes “Oh dear” and the only danger is not being able to find a computer and printer; even that is no great threat. Not these days, there things like mobile telephones which may be used to gather essential information – pre departure.
This almost hysterical attack on the ASA serves little purpose and may even be counterproductive. If I was ASA I’d tell ‘em, politely (of course) that there was an error made at the contracted printers, we have resolved that and a ‘new’ bible is available, free of charge at the local pilots toy shop; now, bugger off. By the by: never, not once in the long history of CASA has there ever been any sort of action taken over ‘pages’ missing; even at audit. You may get an email saying ‘Oi, section A4, pages 10 through 17 are missing (or blank). Provided you can supply the missing (blank) pages the worst case scenario is a delay.
Hitch ain’t a bad scribe, not at all; but for me, the master craftsman sums it up best..
“It is a tale told by an idiot, full of sound and fury, signifying nothing.”
Toot toot.