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....
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....