03-16-2019, 01:16 PM
(This post was last modified: 03-16-2019, 01:20 PM by Kharon.
Edit Reason: Bloody key board keeps not putting words in - must replace
)
Devils Advocate? – OK, just this once.
Idle thoughts, time on my hands and no real skin in the game.
Re: VH-FYN. I reckon a cooler head could, with some success argue both sides of this coin and the vote would come out about even. There are things both parties could/should have done to assist – but not to eradicate this type of accident. This is where the ATSB stumbles.
The pilot had a long period of notice that maintenance was due; even if he could not personally deliver the aircraft, then other arrangements could be put in place to ensure timely delivery of the aircraft to maintenance. I understand that the engineering company even offered to ferry the aircraft. Even so, waiting until the last possible moment to deliver the aircraft is not a good idea, particularly when the weather is liquid and lousy. There was a forecast issued, it was probably good enough for an experienced local pilot to at least go and have a look-see – we’ve all done it – if I can squeeze through at Big Hill, I can get down over the coast and weave my way home. Just the nature of VFR flying when the weather is ‘marginal’. I can agree with ‘personal’ margins or, to phrase it better ‘personal no-go’ limits. Clearly, a part of this accident was self induced pressure to get through. That is human nature and there are no rules which can govern that.
CASA could and probably should have a ‘hot-line’ for ‘ferry permits’ and ‘permission to fly’ to maintenance; I’ve operated with several of these; it seemed that during business hours obtaining a ‘permission’ took a little while – paper work backwards and forwards etc; but it did arrive. The one problem I see with a more ‘user friendly’ system is that every man and his dog will be delaying due maintenance and working a system for all it’s worth. That said, it would be great if there was a manned desk, during business hours where a speedy dispensation could be issued – valid for 36 hours; with a fee attached (of course).
The maintenance rules in Australia are bizarre; not a patch on the world leaders edicts; Ken Cannane understands this better than anyone and the rules desperately need to be fixed. That is beyond doubt. But I’d be reluctant to lay blame at the CASA door for this episode. ATSB need a real shakeup and to get back to taws. Start preaching Gospel of Murphey; this type of accident is a recurring killer; has been since day one – and yet it still happens.
I’d start with getting the BoM some credibility for the forecast – 75% of pilots read half of what they see and believe half of that. Remove the temptation; get some plain English into the text – Area 21 suitable for VFR operations West of the divide; marginal to the East. Extensive areas of Low cloud, visibility reduced in Rain. Cloud is. etc. Temperature etc. Dew point etc. Wind etc. Simple stuff forecast accurately – or near enough. It will not stop the determined scud running hooligan; or, those who will go anyway, whatever the forecast; but it may keep honest folk in the shed and alive to fly another day.
The case for a hot-line has merit – aircraft operate 24/7 and an operator can get caught out with an extra hour of two flight time to get an aircraft home – it happens. Good forward planning always helps; but with the cost and hassle of maintenance requirements, people like to get the whole 100 hours as revenue, so things get run to the margin.
Too much regulation creates a tick a box mentality, where everyone is working on staying ‘legal’. Just because it’s legal don’t make it safe; airmanship and common sense do. Time it came back into vogue I think. The ‘kids’ can all quote the regulations at a speed which boggles the mind; ask ‘em to define the flight path weather in operational terms and you get blank looks – “ but, that’s all legal” says young Spotty – “Aye, but is it acceptable” say I.
Toot toot.
Idle thoughts, time on my hands and no real skin in the game.
Re: VH-FYN. I reckon a cooler head could, with some success argue both sides of this coin and the vote would come out about even. There are things both parties could/should have done to assist – but not to eradicate this type of accident. This is where the ATSB stumbles.
The pilot had a long period of notice that maintenance was due; even if he could not personally deliver the aircraft, then other arrangements could be put in place to ensure timely delivery of the aircraft to maintenance. I understand that the engineering company even offered to ferry the aircraft. Even so, waiting until the last possible moment to deliver the aircraft is not a good idea, particularly when the weather is liquid and lousy. There was a forecast issued, it was probably good enough for an experienced local pilot to at least go and have a look-see – we’ve all done it – if I can squeeze through at Big Hill, I can get down over the coast and weave my way home. Just the nature of VFR flying when the weather is ‘marginal’. I can agree with ‘personal’ margins or, to phrase it better ‘personal no-go’ limits. Clearly, a part of this accident was self induced pressure to get through. That is human nature and there are no rules which can govern that.
CASA could and probably should have a ‘hot-line’ for ‘ferry permits’ and ‘permission to fly’ to maintenance; I’ve operated with several of these; it seemed that during business hours obtaining a ‘permission’ took a little while – paper work backwards and forwards etc; but it did arrive. The one problem I see with a more ‘user friendly’ system is that every man and his dog will be delaying due maintenance and working a system for all it’s worth. That said, it would be great if there was a manned desk, during business hours where a speedy dispensation could be issued – valid for 36 hours; with a fee attached (of course).
The maintenance rules in Australia are bizarre; not a patch on the world leaders edicts; Ken Cannane understands this better than anyone and the rules desperately need to be fixed. That is beyond doubt. But I’d be reluctant to lay blame at the CASA door for this episode. ATSB need a real shakeup and to get back to taws. Start preaching Gospel of Murphey; this type of accident is a recurring killer; has been since day one – and yet it still happens.
I’d start with getting the BoM some credibility for the forecast – 75% of pilots read half of what they see and believe half of that. Remove the temptation; get some plain English into the text – Area 21 suitable for VFR operations West of the divide; marginal to the East. Extensive areas of Low cloud, visibility reduced in Rain. Cloud is. etc. Temperature etc. Dew point etc. Wind etc. Simple stuff forecast accurately – or near enough. It will not stop the determined scud running hooligan; or, those who will go anyway, whatever the forecast; but it may keep honest folk in the shed and alive to fly another day.
The case for a hot-line has merit – aircraft operate 24/7 and an operator can get caught out with an extra hour of two flight time to get an aircraft home – it happens. Good forward planning always helps; but with the cost and hassle of maintenance requirements, people like to get the whole 100 hours as revenue, so things get run to the margin.
Too much regulation creates a tick a box mentality, where everyone is working on staying ‘legal’. Just because it’s legal don’t make it safe; airmanship and common sense do. Time it came back into vogue I think. The ‘kids’ can all quote the regulations at a speed which boggles the mind; ask ‘em to define the flight path weather in operational terms and you get blank looks – “ but, that’s all legal” says young Spotty – “Aye, but is it acceptable” say I.
Toot toot.