P7 does Sunday.
A day off; for the 'boy's.'And, a wee history lesson. They need a break do P2, P9 and a couple of the other 'backroom' crew; a weekend off once a while does no harm. There's nothing of any great significance occurring in the 'official' Australian aviation world worthy mention or the research. The lack of any progress forward in the serious matters which afflict the industry reflects the typical behaviour expected when there is a 'labour' government in control i.e. no ducking interest whatsoever. In fact, this government would quite happily see any and all parts of the industry, bar the 'big end of town' quietly flushed down the pipes and never heard of again.
Being an 'ancient' I dragged out an old log book; (#1) and looked up today's date, but 50 years ago. A hanger rat with a PPL plodding through a CPL and IR, self funded and worked hard for. Construction work during the day, Tech at night (free of charge bar books) weekends doing whatever at the flight school. From there, where else but to the 'bush'. Isa, Darwin - 206/207/210/ B55/B58/ C310/ C337/C402 – to all kinds of places. Just another one of the many, all hoping for that next job in a 'better' aircraft, preferably with a roster. Pay never entered my head; those were the rules and the rates; whinge – only if you dared and had the airfare back home in your back pocket (unlikely) . But non of 'us' cared – we were actually flying for a living and that was all that truly mattered. Thoughts of pensions, superannuation etc. were things for 'other' folk to worry about. Why – because there was hope, always hope that the 'real' job would come along. No matter how humble that job, it was the road to the real prize – 'Captain' (sign here) with 'heavy metal' to guide to new places.
The differences between 'then and 'now' are remarkable, in the extreme. IMO the 'big ticket' item is the slow, but sure loss of 'contact' with the regulator. For example the transition from 'line driver' to Chief Pilot. My own transition was carefully managed and monitored by DCA 'examiners' of airmen, who really knew their job (and could fly) – from soup to nuts. They actually 'fostered and promoted' the transition; if you had a 'problem' there was always one (two if lucky) available to advise. You could, if deeply troubled, call upon three or even four to elicit advice and opinion. At the core of this advice was 'experience' based logic, airmanship and old fashioned common sense. “Don't be bloody silly – read (this or that) and tell me where you think this is either operationally or legally safe”. In that order...
To make the point; one more tale – with your indulgence. First CP gig interview; instructions were to turn up at DCA HQ @ 1330 hrs. On time I arrived and was shown into the office. Introductions were brief – then a large lump of paper in a binder was dumped onto the desk. “Sort this lot out and I'll see you in a month” End of interview (more or less). So, off I toddled with about 3 Kg of paperwork under my arm. Well, it was a big job, even to an 'amateur' it seemed unwieldy, untidy and cobbled together in a haphazard manner. So, I bashed on, reading the rules and re-writing, as best I could, stuff that aligned with the 'Orders' and regulations (slim volumes). Nearly had it all 'tidy' by the appointed date of the 'meeting'. The DCA fellah turned up on time (no charge) had a coffee and 'read' through my efforts. Then began my education. It took a further two months and many, many re-writes before the manual was 'in compliance' – the man from DCA was both critic and mentor; priceless guidance and advice freely given (no charge) to make sure that the 'operation' was not only operationally and legally up to the mark, but that DCA, company and my neophyte self were fully aware of how to meet the requirements of commercial operations. This DCA man was not 'unusual' or a 'one off'. Back then, we had to 'do' an instrument rating renewal every six month, with DCA; (no charge). Sure, it was a tough 'test' but (big BUT) after every flight test you walked away having learned something of value – to both operational and 'legal' safety. Never, not one one of 'em – even the 'orrible ones left without something of value left behind.
This is not what we have today – not by a country mile. CASA has drifted so far away from what should be their core function as to take your breath away. Back in the day, DCA was not exactly 'a mate' and Gods help you if you, despite their best advice strayed from the straight and narrow. These days – it is the uncertainty of continuity that troubles. Across the board; legal and operational 'rules' require, almost demand that legal counsel be invoked before getting anywhere near starting an engine, let alone 'doing' a revenue job, or even getting a medical without specialist advice.
“I should have turned left at Albuquerque” would never have been heard. Why? Well because some young, dumb wannabe CP would never have been allowed to let operational/ safety matters descend so far into the 'red'. That's why. We had help and advice, not fear of 'prosecution' manipulated to suit. Time for a change of attitude and management perhaps? Damn right it is. What say you minister?
![[Image: Untitled%2B2.jpg]](https://1.bp.blogspot.com/-Cm_HajunJBQ/Vuc7mMGoOSI/AAAAAAAAISU/PLJPRoRPvKUtliZvp7KwgHIZKQm9J3TpQ/s1600/Untitled%2B2.jpg)
A day off; for the 'boy's.'And, a wee history lesson. They need a break do P2, P9 and a couple of the other 'backroom' crew; a weekend off once a while does no harm. There's nothing of any great significance occurring in the 'official' Australian aviation world worthy mention or the research. The lack of any progress forward in the serious matters which afflict the industry reflects the typical behaviour expected when there is a 'labour' government in control i.e. no ducking interest whatsoever. In fact, this government would quite happily see any and all parts of the industry, bar the 'big end of town' quietly flushed down the pipes and never heard of again.
Being an 'ancient' I dragged out an old log book; (#1) and looked up today's date, but 50 years ago. A hanger rat with a PPL plodding through a CPL and IR, self funded and worked hard for. Construction work during the day, Tech at night (free of charge bar books) weekends doing whatever at the flight school. From there, where else but to the 'bush'. Isa, Darwin - 206/207/210/ B55/B58/ C310/ C337/C402 – to all kinds of places. Just another one of the many, all hoping for that next job in a 'better' aircraft, preferably with a roster. Pay never entered my head; those were the rules and the rates; whinge – only if you dared and had the airfare back home in your back pocket (unlikely) . But non of 'us' cared – we were actually flying for a living and that was all that truly mattered. Thoughts of pensions, superannuation etc. were things for 'other' folk to worry about. Why – because there was hope, always hope that the 'real' job would come along. No matter how humble that job, it was the road to the real prize – 'Captain' (sign here) with 'heavy metal' to guide to new places.
The differences between 'then and 'now' are remarkable, in the extreme. IMO the 'big ticket' item is the slow, but sure loss of 'contact' with the regulator. For example the transition from 'line driver' to Chief Pilot. My own transition was carefully managed and monitored by DCA 'examiners' of airmen, who really knew their job (and could fly) – from soup to nuts. They actually 'fostered and promoted' the transition; if you had a 'problem' there was always one (two if lucky) available to advise. You could, if deeply troubled, call upon three or even four to elicit advice and opinion. At the core of this advice was 'experience' based logic, airmanship and old fashioned common sense. “Don't be bloody silly – read (this or that) and tell me where you think this is either operationally or legally safe”. In that order...
To make the point; one more tale – with your indulgence. First CP gig interview; instructions were to turn up at DCA HQ @ 1330 hrs. On time I arrived and was shown into the office. Introductions were brief – then a large lump of paper in a binder was dumped onto the desk. “Sort this lot out and I'll see you in a month” End of interview (more or less). So, off I toddled with about 3 Kg of paperwork under my arm. Well, it was a big job, even to an 'amateur' it seemed unwieldy, untidy and cobbled together in a haphazard manner. So, I bashed on, reading the rules and re-writing, as best I could, stuff that aligned with the 'Orders' and regulations (slim volumes). Nearly had it all 'tidy' by the appointed date of the 'meeting'. The DCA fellah turned up on time (no charge) had a coffee and 'read' through my efforts. Then began my education. It took a further two months and many, many re-writes before the manual was 'in compliance' – the man from DCA was both critic and mentor; priceless guidance and advice freely given (no charge) to make sure that the 'operation' was not only operationally and legally up to the mark, but that DCA, company and my neophyte self were fully aware of how to meet the requirements of commercial operations. This DCA man was not 'unusual' or a 'one off'. Back then, we had to 'do' an instrument rating renewal every six month, with DCA; (no charge). Sure, it was a tough 'test' but (big BUT) after every flight test you walked away having learned something of value – to both operational and 'legal' safety. Never, not one one of 'em – even the 'orrible ones left without something of value left behind.
This is not what we have today – not by a country mile. CASA has drifted so far away from what should be their core function as to take your breath away. Back in the day, DCA was not exactly 'a mate' and Gods help you if you, despite their best advice strayed from the straight and narrow. These days – it is the uncertainty of continuity that troubles. Across the board; legal and operational 'rules' require, almost demand that legal counsel be invoked before getting anywhere near starting an engine, let alone 'doing' a revenue job, or even getting a medical without specialist advice.
“I should have turned left at Albuquerque” would never have been heard. Why? Well because some young, dumb wannabe CP would never have been allowed to let operational/ safety matters descend so far into the 'red'. That's why. We had help and advice, not fear of 'prosecution' manipulated to suit. Time for a change of attitude and management perhaps? Damn right it is. What say you minister?