From Grand Pa's workshop.
Gee; thanks P2; and here's me without a pocket full of Silver bullets, with which to beat off the baddies. However, you are correct (mostly). First thoughts; top of my head stuff; with apologies to those of a higher mindset to that of a dumb driver – airframe.
P2 “I chat with P9 regularly and I hear his frustrations loud and clear, that is why I am starting this thread in the hope to open up the conversation on how the flight training standards in Australia can hopefully get back to basics, because clearly they have drifted to beyond just complacency to a world of ignorance and blind bravado/Darwin award candidates, in the GA and in particular some of the RAA ranks of private pilot trainees and PPL licence holders”.
“The man who asks a question is a fool for a minute, the man who does not ask is a fool for life.”
Aye; fine words and an elegant solution – provided 'the fool' knows which question to ask. There are (IMO) two essential questions which should be answered by aspiring pilots; particularly when confronted by some of the daemons presented airborne. These questions demand 'honest' answers. These answers should have been welded into the mindset long before the in-flight confrontation.
“If you know the enemy and know yourself you need not fear the results of a hundred battles.”
Let's say the 'battle ground' is located over the high ground; lets say the weather is low cloud, liquid, icy, turbulent and sunlight is patchy. Lets say you are a 20,000 hour professional, in a 'fit' aircraft carrying all the good toys. Even then, the old questions must be answered. Can the airframe and systems 'manage' this – yes (tick) have I seen this situation before yes (tick) in my heart and mind can I honestly win through yes (tick), am I current, qualified and legal to tackle this? Yes (tick). But, what if the 'No' boxes get ticked? What then? This is where 'Plan B' and its questionnaire becomes valid. Q1; did you look at the forecast, understand where the 'traps' may lay? Did you develop a battle plan on the ground before departing, did you seek advice, did you consider your own 'experience' level and evaluate the performance capability of the aircraft? Am I current, qualified, competent and legal to tackle this?
“The moment you become aware of the ego in you, it is strictly speaking no longer the ego, but just an old, conditioned mind-pattern. Ego implies unawareness. Awareness and ego cannot coexist.”
Ayup: Its about now that 'honesty' must kick in; ego and braggadocio must be governed by 'training' and tempered with 'real' experience. Was that training 'tick-a-box' or, were exams simply 'passed' and the 'book work' parked in the garage, forgotten? Or, perhaps, while you pre flight, the oldest of all traps are set – all proven killers just waiting for some Mutt to 'roll the dice'. The old, much valued 'Digest' carries many, many true tales (See Centaurus HERE) & provides much thought for days when the weather is 'sketchy'.
“That was a day with a trapdoor, and we all fell through.”
Which brings me to the oldest conundrum facing everyone who takes to the air; the 'weather'. Or rather 'weather flying'; deuced tricky stuff. Gaining 'experience' is risky however without that 'experience' operating in any weather system becomes a potential hazard. One (IMO) of the risk elements comes from 'translating' the coded messages presented in 'forecast' and the % mark up (arse covering) presented. Decoding a forecast is an art form and applying 'that' forecast to the proposed route is only 'best guess'. Let me explain – Suppose you are operating a 'Rex' commuter service covering two ports, out and back. Over a period of say 12 months; you obtain a forecast, plan accordingly and operate the service; after a while, the forecast conditions begin to tell you where the pot holes are; where the traps are set, where ice is likely to affect; how long a fog hangs about. Experience and 'understanding what the forecast cannot tell you reduces the 'anxiety'. Start on a new route, then the 'tricks' must once again be learned. Good operations management usually provides a 'briefing' on route, aerodrome and procedures. The lonesome 'independent newbie' in a low power, VFR single light aircraft does not have this advantage. Those with an Aero club and experienced instructors have an advantage and should use it. The same hour a thousand time does not a wise line pilot make.
“Help will always be given at Hogwarts to those who ask for it.”
Much has been written by wiser, older pens than mine countless 'old wives tales' have become unwritten law; thousands of 'Pub' stories and myths abound. But then, Murphy is always in the cockpit; Lady Luck is a fickle, ruthless mistress and at the end of the shift, when all said and done; 'You pays your money and takes your chances”. I will stick my neck out here (pillory following) but my best advice to those beginning the 'cross country adventure' is exactly the same as was given to me way back. “Find a map; mark your course; set six minute marks on the track based on 'assumed' ground speed; and make every mark decision 'gate'; Up, Down, Left, Right or Reverse; Go on or divert and always, always leave the back door open. In short; situational awareness, forming a true appreciation of your own limitations and experience is not a bad ally either. Here endeth the off the cuff stuff.
End note; would I like to see CASA reformed and the incubus removed bet on it: would I like to see ATSB returned to the 'Safety Digest' standards absolutely; the BoM returned to 'forecaster' rather than 'computer models' most certainly. But non of that will replace 'quality' experienced flight training of the old school methods of ensuring that pilots understood the base tenets of 'there are old pilots, there are bold pilots; but very few old bold pilots'. Not really, we are a cautious profession; Murphy our mascot.
Selah....(Phew).
Gee; thanks P2; and here's me without a pocket full of Silver bullets, with which to beat off the baddies. However, you are correct (mostly). First thoughts; top of my head stuff; with apologies to those of a higher mindset to that of a dumb driver – airframe.
P2 “I chat with P9 regularly and I hear his frustrations loud and clear, that is why I am starting this thread in the hope to open up the conversation on how the flight training standards in Australia can hopefully get back to basics, because clearly they have drifted to beyond just complacency to a world of ignorance and blind bravado/Darwin award candidates, in the GA and in particular some of the RAA ranks of private pilot trainees and PPL licence holders”.
“The man who asks a question is a fool for a minute, the man who does not ask is a fool for life.”
Aye; fine words and an elegant solution – provided 'the fool' knows which question to ask. There are (IMO) two essential questions which should be answered by aspiring pilots; particularly when confronted by some of the daemons presented airborne. These questions demand 'honest' answers. These answers should have been welded into the mindset long before the in-flight confrontation.
“If you know the enemy and know yourself you need not fear the results of a hundred battles.”
Let's say the 'battle ground' is located over the high ground; lets say the weather is low cloud, liquid, icy, turbulent and sunlight is patchy. Lets say you are a 20,000 hour professional, in a 'fit' aircraft carrying all the good toys. Even then, the old questions must be answered. Can the airframe and systems 'manage' this – yes (tick) have I seen this situation before yes (tick) in my heart and mind can I honestly win through yes (tick), am I current, qualified and legal to tackle this? Yes (tick). But, what if the 'No' boxes get ticked? What then? This is where 'Plan B' and its questionnaire becomes valid. Q1; did you look at the forecast, understand where the 'traps' may lay? Did you develop a battle plan on the ground before departing, did you seek advice, did you consider your own 'experience' level and evaluate the performance capability of the aircraft? Am I current, qualified, competent and legal to tackle this?
“The moment you become aware of the ego in you, it is strictly speaking no longer the ego, but just an old, conditioned mind-pattern. Ego implies unawareness. Awareness and ego cannot coexist.”
Ayup: Its about now that 'honesty' must kick in; ego and braggadocio must be governed by 'training' and tempered with 'real' experience. Was that training 'tick-a-box' or, were exams simply 'passed' and the 'book work' parked in the garage, forgotten? Or, perhaps, while you pre flight, the oldest of all traps are set – all proven killers just waiting for some Mutt to 'roll the dice'. The old, much valued 'Digest' carries many, many true tales (See Centaurus HERE) & provides much thought for days when the weather is 'sketchy'.
“That was a day with a trapdoor, and we all fell through.”
Which brings me to the oldest conundrum facing everyone who takes to the air; the 'weather'. Or rather 'weather flying'; deuced tricky stuff. Gaining 'experience' is risky however without that 'experience' operating in any weather system becomes a potential hazard. One (IMO) of the risk elements comes from 'translating' the coded messages presented in 'forecast' and the % mark up (arse covering) presented. Decoding a forecast is an art form and applying 'that' forecast to the proposed route is only 'best guess'. Let me explain – Suppose you are operating a 'Rex' commuter service covering two ports, out and back. Over a period of say 12 months; you obtain a forecast, plan accordingly and operate the service; after a while, the forecast conditions begin to tell you where the pot holes are; where the traps are set, where ice is likely to affect; how long a fog hangs about. Experience and 'understanding what the forecast cannot tell you reduces the 'anxiety'. Start on a new route, then the 'tricks' must once again be learned. Good operations management usually provides a 'briefing' on route, aerodrome and procedures. The lonesome 'independent newbie' in a low power, VFR single light aircraft does not have this advantage. Those with an Aero club and experienced instructors have an advantage and should use it. The same hour a thousand time does not a wise line pilot make.
“Help will always be given at Hogwarts to those who ask for it.”
Much has been written by wiser, older pens than mine countless 'old wives tales' have become unwritten law; thousands of 'Pub' stories and myths abound. But then, Murphy is always in the cockpit; Lady Luck is a fickle, ruthless mistress and at the end of the shift, when all said and done; 'You pays your money and takes your chances”. I will stick my neck out here (pillory following) but my best advice to those beginning the 'cross country adventure' is exactly the same as was given to me way back. “Find a map; mark your course; set six minute marks on the track based on 'assumed' ground speed; and make every mark decision 'gate'; Up, Down, Left, Right or Reverse; Go on or divert and always, always leave the back door open. In short; situational awareness, forming a true appreciation of your own limitations and experience is not a bad ally either. Here endeth the off the cuff stuff.
End note; would I like to see CASA reformed and the incubus removed bet on it: would I like to see ATSB returned to the 'Safety Digest' standards absolutely; the BoM returned to 'forecaster' rather than 'computer models' most certainly. But non of that will replace 'quality' experienced flight training of the old school methods of ensuring that pilots understood the base tenets of 'there are old pilots, there are bold pilots; but very few old bold pilots'. Not really, we are a cautious profession; Murphy our mascot.
Selah....(Phew).