[Kharon]

A- Hunting we will go.

“In court, CASA’s barrister Peter Ward said the regulator bore no responsibility for the accident, and pointed out that Danielle Wilson’s claim itself acknowledged that Helibrook was not complying with CASA’s approval for the human sling.”

“The only way CASA could be said on this pleading to have caused or contributed to the death of Mr Wilson was by approving the operations that involved him being slung underneath the helicopter,” he said, as reported by 'The Australian'.

I wonder, were the only crocodiles involved in the water? I think not. I also wonder if CASA can produce the paperwork detailing the requirements; checks, balances, training course details and the qualifications required to approve this operation. Certified training for company support, pilot qualification and the equipment required to conduct the operations, as specified.  When one compares the staggering differences between Police, Ambulance and Rescue helicopter training, checking, educating and 'equipment' demanded, to the pathetic demands for 'operational sanity' on the Croc egg collecting mob; it results in much head shaking and flat out disbelief. Chalk -Cheese; pathetic, expensive and proven lethal.

“When setting expectations, no matter what has been said or written, if substandard performance is accepted and no one is held accountable—if there are no consequences—that poor performance becomes the new standard.”

There is an expression oft used “Man proposes, God disposes”.  If one parlays that into an air operator 'proposes' then the 'gods' of the 'Authority' dispose and authorise. It presents, at surface level an implied sharing of the 'risk' analysis and mutual agreement that the proposed operation is as 'safe' as operationally and legally possible – a joint venture if you will, in the interests of public safety and operational compliance. Compliance with 'the rules' as scripted should provide adequate coverage of both Authority and Operator. It seems 'cut and dried' - on paper at least; until the wheels come off the apple cart.

There are two current - (one in abeyance) -  'classic' examples worthy of closer examination; not of the 'event' itself, but the aftermath. The 'wash-up' follows a well trodden path – down the rabbit hole into Alice's wonderland. Consider the latest 'big three' events: to wit, the Croc Egg fatal; the Middle Beach fatal and the Sea World fatal. There is one common thread running through the trio; 'not our fault' screams the 'Authority' as it limbers up trained court room killers for action. All well and good for them; off the hook and back to Latte land; at public expense. Hardly a ripple in the 'Ministerial' duck pond.

“We all know, of course, what to make of our newspapers. The deaf man writes down what the blind man has told him, the village idiot edits it, and their colleagues in the other press houses copy it.”

The whole of conducting 'safe' aviation operations is made up of three essential elements; of these, the most important is 'foresight'- the 'What if' analysis. You can pin fancy titles to it; dress it up to look like Clancy's vision splendid and drown it legal obfuscation all you like; but when the shit hits the fan -

The Moving Finger writes; and, having writ,
Moves on: nor all thy Piety nor Wit
Shall lure it back to cancel half a Line,
Nor all thy Tears wash out a Word of it.”

So, what is the fool rambling on about? Simple stuff really, the stuff of experience, the stuff of common sense, the stuff of expecting the worst and hoping for the best., the stuff of hindsight and the stuff of sitting in a witness box facing down a top gun barrister. For example:-

Croc Egg collecting; worst case scenario as a start point. Chopper has an engine out; the 'bloke– on- the- rope' is (a) parked on a croc nest; (b) being lowered, lifted or transported to an 'off-hook' area. Two areas of high risk. Item (a) is self explanatory (toast); but (b) demands some thought. Single engine operations – failure demands 'auto rotation', your imagination can do the rest. Engine failure a remote risk – provided the maintenance is top notch; odds on it is unlikely – unless of course 'corners' have been cut and margins shaved. Fuel starvation – is a human factor; the law is clear enough. Can this be tracked back to an 'attitude' a company ethos, a cowboy mentality? If so, then that is where the system has been betrayed and IMO the blame clearly resides equally with the Authority for not noticing the 'attitudes' and stamping it out and the operator for encouraging normalized deviance. "She'll be right - no wuk'in furries'

Beach landings and 'Thrill' flights – what a battle this has become. Fine points of law and a load of blame being laid at the feet of the pilot. Once again, we must examine the basics of risk and eliminating that as far as practicable, and the pilot's approach to those risks. As with the Quadrio case, much is being made of the alleged 'antics' airborne, prior to the approach and landing. Company policy was to 'demonstrate' the effects of controls to the passengers on a 'thrill' flight'. So, Up, Down, left, right – to the 'Oooh's and Ahh's of the punters; joy flight stuff and harmless, conducted by an experienced pilot very, very familiar with the aircraft type: so far - so good. Next phase, the approach and landing. The 'strip was well familiar to the pilot; over 1000 beach landings in the log book, no accident history. Strip inspection duly and properly conducted; over shoot and set up to land. - 'Engine failure'. What caused the failure has not been determined by the ATSB investigation; however a forensic examination of the engine maintenance history tells a succinct tale. Consider, experienced on type, experienced in beach landings, senior pilot making a pig's ear of the emergency landing. Oh, there's reasonable doubt there by the bucket full. The operator seems to have reasonably considered and addressed the potential risk matrix; yet the pilot seems to be, despite all care being taken, set to be pilloried.

Item last – Sea World. Who's to bless and who's to blame is problematic. The ATSB have done not too bad a job on this report; however, there are some areas which are 'sketched' over. The most obvious being the 'conflict' points not being resolved prior to operations; new type with different pilot seating configuration (visibility) and the high speed; high frequency of turn around times. Much to consider, not least of all was the lack of CASA oversight, advice and even tacit approval of an established operator. That is the common theme underpinning these three fatal events.

“You're getting to be a big boy; and while I'm gone, you'll be the man of the family. I want you to act like one. You take care of Mama and Little Arliss. You look after the work and don't wait around for your mama to point out what needs to be done. Think you can do that?”

Aye, only my humbly offered opinions, but it seems to me that there are some 'holes' in the CASA 'operational expertise and understanding' knitting. Too much legalese and not enough hands on observation. Alas, non of this matters anymore than a fleas fart when it comes to politicians paying attention or being remotely responsible. Not bad work – if you can get it.

That's it ramble over – I have a choc rabbit to slaughter and an Easter egg hunt to supervise; be interesting to see who finds 'em first, the dogs or the kids. Odds on bet little dog; short odds big dog and the Mog will stay at home. No brains required.

Happy Easter – etc.

Selah...

[Kharon]

Untrammelled power; cause and effect.

“Power tends to corrupt, and absolute power corrupts absolutely. Great men are almost always bad men, even when they exercise influence and not authority, still more when you superadd the tendency or the certainty of corruption by authority. There is no worse heresy than that the office sanctifies the holder of it.”

Probably true, some of the 'corruption is of the petty kind; the Librarian or the post office manager; or the bank, or supermarket. You all know the type; bottom of the heap petty tyrants. The next size up is a different animal, same principal; but what of the 'real' deal? Those who are paid (handsomely) from the public purse and effectively answer to no man. Watch any session of Senate estimates and you can see where the absolute 'power' resides. Elected officials beg, plead, threaten and even rage; time after time for direct answers – but those politicians know they cannot/ dare not 'force' the issue. No, not my imagination – just watch and see. It is pathetic; and, the public keeps paying for it; more every year as the bureaucracy grows larger and ever more a law unto itself. About as far removed from the intended Westminster system as you can get; outside of Russia.

“It is what it is, and it ain't nothin' else”. 

What is the limit of the aviation industry ability to not only 'afford' the current system, but to operationally tolerate the ever growing impositions generated? It stands as a fair question, deserving of answer. It is however a 'chicken and egg' question; the 'right' answers of course reside within the various tribes involved. Qantas would like to change many (many) things – Regional have their own ideas; GA a different wish list; and the 'authorities' have their Christmas list in the sock, by the fireplace. It is not all 'conflict' particularly in the 'basics' area; and if matters aeronautical could be boiled down to 'first principals' then the need for vast volumes of 'regulation' could be reduced. Great idea, in principal, in a perfect world.

“Perfect solutions of our difficulties are not to be looked for in an imperfect world.”

If – big one (huge) the sole agenda was 'safe, efficient, cost effective transport, by air, from A to B then much could be resolved. But it ain't – is it. No by a long march it ain't. Identifying the problem is simple enough; solution presents manifold difficulties. One of which is 'responsibility'. A simplistic approach simply won't work. It all depends on “where the buck stops”; or Who's to bless and who's to blame.

Governments realised early in the piece that the aviation industry needed to be 'regulated' they also realised that there was a dollar or two to be made from it, and, that whether responsible or not, the populace would demand they 'do' something about the risks and the body count. The wise could see that aviation was going to be a 'big thing' as it grew up and matured. So, they set about writing some rules – that done, they needed someone to enforce those rules. Fair enough – a body was created to articulate those rules; great idea, in principal at least. However; (there's always a however). Let's just call them the Aviation Authority – AA for short. They set about writing a rule book and making sure those 'rules' are complied with; it evolves into the issuing of 'operational' and maintenance standards, public safety and etc. All fine and dandy until there is an event – crash, burn, bodies and angry relatives. Not 'us' say the politicians as they point to the designated 'Authority'. The 'authority' in turn looks to the operator; who in turn looks to the operational staff; and so it goes. Across that wide spectrum; the instinct for preserving ones rice bowl becomes an imperative.

“Rouse him, and learn the principle of his activity or inactivity. Force him to reveal himself, so as to find out his vulnerable spots.”

And so, the battle lines are drawn; industry wants ABC; department wants A+a: B+b: and C+c. Government steps away and look concerned. The 'authority' is their very own Frankenstein and they must defend it; or admit failure: so, more money is poured in, more regulation generated and the gravy train just keeps rollin' along – at public expense. The easiest target is the industry itself,. Why, well they have shed loads of money invested and regulatory compliance costs even more; which discourages investors. History clearly defines the escalation of covert hostilities. 

“Its mistakes are buried, not headlined. Its dissenters are silenced, not praised. No expenditure is questioned, no rumour is printed, no secret is revealed.” (JFK)..

Well, that's my version of the mess; there probably is a solution but it will take a lot more than my wooden head can provide. Perhaps 'Good Will' and a genuine resolution to make the game balanced; give a little to get a little? Oh, I don't know, but somewhere, somehow a balance needs to found.

“We despise and abhor the bully, the brawler, the oppressor, whether in private or public life, but we despise no less the coward and the voluptuary. No man is worth calling a man who will not fight rather than submit to infamy or see those that are dear to him suffer wrong.”

Is there a global problem? I believe there is; but resolution will take many of the proverbial 'good men and true' to find the balance, much needed to break the spiral trajectory we are stuck in. Fate ain't the hunter here; fear rules. Courage, and shuffle the cards may be a solution. Don't know, probably just too many coffee's this morning methinks.

Selah.-.

P7 - PS. -HERE -

[Kharon]

Not worth a Tinker's Dam.

A 'Dam' was (and is) a small, single use 'pot' used to hold the solder needed in mending the stuff Tinkers fettle. So, not being worth a Tinker's Dam (1858 – Wiki) means what it says; a thing of little value to anyone – bar the humble Tinker. Yes, yes: I know, what the Hell has this to do with the 'elections'. Well, it does. No change in government will assist aviation – never has very much, not for donkey's years now. Not since Albo, like Pontius, washed his hands of all care and ministerial responsibility. Great little racket that; freed up the Polly's and let loose those who could, would and did exploit the living Bejayzus out of the system. Sod ICAO compliance, we know better, so crow the modern crowd over the graves of better, wiser men.

“I don’t believe in the natural nobility of kings, because a large percentage of them in our history have turned out to be power-crazed idiots. And I certainly don’t believe in the wisdom of wizards. I’ve worked with their modern equivalents, and I know what I’m talking about.”

In small, but significant ways the drift away from ICAO and the apparent lack of understanding not only the impact of the drift, but in very real terms (like spare parts and manufacturing of same) simply because of the remodelled regulations. And yet, the easy fix is still there, on the books, for the guidance of wise men https://auntypru.com/forum/showthread.ph...3#pid14713and the obedience of the rest. Air Navigation Act; Civil Aviation Act (parts 26 etc.) provide the brightly lit road to recovery; perhaps.

“One cannot expect positive results from an educational or political action program which fails to respect the particular view of the world held by the people. Such a program constitutes cultural invasion, good intentions notwithstanding.”

From some strange, persuasive, probably 'wonderful' advice, CASA continues to slide ever further away from the intent  and purpose of ICAO compliance. The 'head' of CASA seems to have lost all contact with the stark realities of the industry, the impact of slippery legislation and the effect it has on the 'well-being' of the industry. For example; the 'Stakeholder' fellah; can anyone tell me where he got his vast knowledge, insight and long term goals for aviation in this wide brown land? How, in the seven Hells, can this person be sat on the right hand of the top dog? Aye, there's more, but, it will keep. All Spence needs to do is pick up the phone, call ICAO and say: “we seem to have strayed far from the spirit and intent of ICAO, we'd like to return to the global fold; can you possibly assist.” Guess what – the cheer would be heard across the planet. Spence may not have much of a clue; but; there is a world of very, very articulate clever folk who have. Used car salesmen need not apply. NZ, PNG, Singapore, Brazil any many others have adopted world best practice – they are streeting Australia; and, it does add to the outrageous costs of being involved in Australian aviation. It does 'cost' everyone from the public to those who manufacture parts, to those who operate aircraft. The industry needs a future; not some half arsed pledge.(of all the fool things to dream up, that one takes the bloody cake):: Fair Dinkum it does. (End-it)..

“The best way to predict your future is to create it.”

Ramble over; now where was I – Oh yes; the government and the never ending election (DT says it's all over now, I can turn on the TV and Radio again). Helle bloody- lujah.. The result don't signify; nor will it: not until we get shed of the independent regulator and make government through the minister and the civil service accountable in real terms. They get through real tax payer and industry money, a great deal of it. Pledge or No pledge; responsibility rests with the pilot in command; the Bobby on the beat; the Doctor in the hospital, the Hot-Dog salesman; everyone carries that burden: well, all it seems except for the government, the minister and their agencies. Nice work if you can get it – all care but no responsibility. That, IMO is just plain & simple;'wrong',  particularly when you consider the extravagant charges, salaries and bonus on offer. Run a Red light – who pays the fine? - I rest my case M'Lud.  

“From the ethical point of view, no one can escape responsibility with the excuse that he is only an individual, on whom the fate of the world does not depend. Not only can this not be known objectively for certain, because it is always possible that it will depend precisely on the individual, but this kind of thinking is also made impossible by the very essence of ethics, by conscience and the sense of responsibility.”

Aye well; 'tis a fine evening; the nest of eight drawers glows softly in the workbench lamp; it should, the cost of the timber alone should make it shine; it needs but a light coat of soft wax now – it was a bugger to make - they wanted mitered dovetails for the carcass, the draws while balanced were of different sizes – top to bottom; I lost count at 272 dovetail joints (e&oe) but a great job for very wet week or so. Such is life “Away dogs” the orchard gate beckons, peace, quiet (and a smoke) await us.

Selah -.-

[Kharon]

The Amateur-Villa Horror.

The Amityville Horror was a tale of fiction based on a real crime. Our version, paraphrased, is, unfortunately, a non fiction based on hard fact, true danger and some very real horrors.

It matters not which end of the saga one chooses to begin with; for each has both weight and merit. The last BRB indaba a classic example; it began with someone mentioning the ATSB report into an event involving a G8 Airvan that back tracked to 'government' and CASA. The consequences of this mixture of elements  is, in BRB opinion, creating an elevated 'risk' level across the broad spectrum of operations; this needs to be addressed, in real time – the sooner the better.

“Success is neither magical nor mysterious. Success is the natural consequence of consistently applying the basic fundamentals.”

The young chap who very nearly came to grief in the G8 event served as the start point of the BRB discussion; the over arching question being “was it really his fault”? Easy to say 'Yup, he stuffed it up” - end of; that being the easy answer and leave it at that. But the 'why' demands a further explanation; and, once you begin to disassemble the 'system' which produced a Commercial pilot, incapable of early correction to a flight path; or, not being able to recognise the high potential risk; nor having the skill to finesse the final approach – well, some deep questions need to be answered.

“I have not failed. I've just found 10,000 ways that won't work.”

Much like Edison; there is a need to make 'the whole system' work. That involves stripping the four most basic element down and working out which 'parts' are creating 'the problem'. Government, the 'Authority', the rules and the system.

Government is the 'easy' one to examine; all responsibility abrogated to an 'independent' tax payer funded outfit. 'Hitch' in Australian Flying penned a reasonable paragraph, adequate and it saves me some time.

“ Most notably, the Coalition has been absolutely silent. I know they've received my questions because phone calls confirmed that, but their lack of response leaves the entire industry with no option but to speculate. With that prerogative in my hands, here's a bit of my own speculation. The Coalition kept away from aviation because–right or wrong–they have no counter to the ALP's white paper. Don't start a fight if you don't have the weapons to win it. And is there actually a battle to fight anyway? The ALP is very much on the side of GA transitioning to sustainable energy (and nothing else), the Greens want to kill-off aviation completely and all other parties seem to not have the word "aviation" in their vocabularies. We have no friends in parliament, evidenced by the fact that the 47th parliament had no Parliamentary Friends of Aviation group. For the Coalition to have taken an opposing stance and thrown their weight behind GA would have been a strong point of differentiation. That they didn't do so is indicative of the lack of value they (and all other parties) place on our future.”

Near enough for government work; however, as with much written before this it will fall on deaf ears. 'Nuff said.

Next up, the 'Civil Aviation Safety Authority' (CASA) – gifted unlimited power and money by the government, unchecked, not audited, not challenged and most definitely not controlled. The iron fist in a steel glove; they are 'the expert' on which the wrath of the incumbent minister will fall should there be a serious event. That 'wrath' will be wasted, for within the mountain of 'rules' is the iron clad defence; “not our fault' - “see here and here and here” Not guilty verdict expected, every time. How? Well that's an easy one; the 'Rools' mate; the mountain of carefully drafted edicts which make criminals of honest men, companies and fails, dismally, to benefit the industry in any particular way. The robust denial of ICAO standards, the 'work-around' against adopting gold standard, a blatant money consuming primary task. This has created a Frankenstein, a system of horrors.

"Hope not ever to see Heaven. I have come to lead you to the other shore; into eternal darkness; into fire and into ice."

All of this (and HR generated headaches), represents 'the system'. Indulge me now; the following matters (IMO). I shall, in my own muddled way, attempt an explanation of the 'realities' spawned by 'the system' which produces 'pilots' akin to the young fellah in the G8. Once upon a time – I was asked to endorse a young chap to operate a PA 31 Chieftain. No problem, routine and straight forward; pleasant day out, Alas. He was a bright, willing young fellah, definitely airline quality, ticked a lot of the boxes. The situation was picture perfect; remote sealed airstrip, plenty long enough plus a bit for Mum; lights, no traffic, little radio and a lovely little cross-wind, which would increase as the day wore on. Wonderful training environment. Briefing after type exam passed 100% first time; further unofficial (trade secrets) 'briefing' over coffee unhurried, aircraft in good order; off we went. Air work satisfactory, a little additional time required to 'polish' asymmetric work, checklists etc; but all acceptable. Circuit work next – the crosswind was working perfectly, not too much, just enough to make it real. Idyll abruptly ends. Coffee and a 'chat' follows. Long story short; his crosswind training, such as it was, had been 'tick-a-box' and 'brief' (very) - since then had the Lad not been faced with a real one. It took an additional four (4) hours (One on the white board) to correct technique to the point where in an asymmetric situation, the approach and landing was managed at a competent, professional level. Not the Lad's fault; the blame for that rests squarely with the 'system' which created the woeful basic skill short-fall, increased the cost of managing the 'training' system and of operating an aircraft. It also can be firmly sheeted home to 'tick-a-box' training. “Done his crosswind training?” Yep, (see the copious file) end of tale, all arses covered, bar the pilot's and the public he is carting about.

Our greatest glory is not in never falling, but in rising every time we fall.

It all begs serious questions. Is our G8 pilot a victim of the current system? Was the G8 pilot trained along the 'light' lines of the burgeoning RA Oz methodology and standards being surreptitiously adopted to the 'traditional' method; which was - wash, rinse, repeat until the 'task' is performed correctly being 'forgotten' due imposed cost and expediency?. A ticked box is no substitute for proper training; not when the shit hits the fan, let alone in a a simple 'go-around' in a tame aircraft which even Hitch can manage?

Apologies for the long winded ramble; but something in Denmark is rotten. Or as the wise man said –

“Once is happenstance. Twice is coincidence. Three times is enemy action”

Yes, I know, back in my box – right?

Selah....