Mate, I appologise for the fire and you come back with Helmetfire/Hellfire.
Ok then.
I am familiar with the proposals on the table
But you think the VPAW model is the mil spec....
Anything less than Mil Spec (the `VPAW' model) is asking for trouble
sounds like you are well on top of it.
I think you overstate the ease with which the average pilot will come to grips with NVG ops
If you have a safety case to back up this thought, now is the time to share as they are getting close to finalising the standards.
Also, do I really need to explain the relationship between "average pilot" and competency based training?
and I still believe you are paying lip service to the requirement for a prolonged and varied exposure to different operating environments
And the VPAW solution is what?
When I went through in 1990 or 91, we did our entire course, 10 hours of it, in two weeks in the same Townsville training area. Hardly meets your proposition, how about you?
Environmental conditions vary so much across bases, a one rule fits all is ridiculous. Learning out at Mataranka in the dry is going to be a challenge if you require all sorts of different conditions. So it is left to the operator to supervise the transition into their environment. As it should be. Do you have a superior suggestion?
I did get a 'phone call today with a suggestion that we post a bit of the HAA stuff to get the info out there, so I will do that in response to any questions or issues, starting with the pilot stuff posted below. But before I do, Delta has asked of the system:
Down the track, after a few years of safe and successful operation...then look at lowering the standards...don't start out that way mon ami...
Again, I am proposing that we accept that 15 years of safe civil ops meets this measure. And yet again I ask:
Do we Aussies really know NVG that much better than a international pannel of experts who have been doing NVG in the civ environment for up to 15 years whilst we are yet to kick off?
I am still keen on hearing from Delta why 5 hours is not enough, or why the SC-196 standards are defective. That is; keen to hear a safety case rather than a feeling, or simply because thats how we did it when we were military.
Here is the current proposal for the pilot training for initial qual.
Training Competency Outcome of this course: Perform the duties of an an NVG Pilot to safely and effectively take off, fly and navigate en-route across country, and descend, reconnoitre and land or hover to lit, unlit and unprepared HLSs using NVG.
Minimum Qualifications prior to commencing NVG training
Before commencing NVG training leading to the award of an NVG qualification, the trainee pilot must , as a minimum, have the following:
a. Hold at a current Commercial Helicopter Pilot licence or Air Transport Helicopter licence; and
b. Hold a current night VFR rating for helicopters; and
c. Have logged at least 250 hours of aeronautical experience as a helicopter pilot of which no more than 50 can be in an approved flight simulator representative of the aircraft category that will be used for NVG operations; and
d. Be appropriately endorsed on the aircraft type intended for training; and
e. Have logged at least 10 hours of night (unaided) helicopter (not including training leading to the award of a NVFR rating), 5 of which are in the three months leading up to the initial award of an NVG rating; and
f. Hold a current Instrument Rating or in the three months immediately prior to the commencement of training, undergo not less than 1.5 helicopter flight hours of dedicated dual night instrument training with an approved helicopter instrument instructor to achieve competency in unusual attitude recovery and inadvertent IMC recovery with sole reference to the aircraft’s instruments.
g. Pilots are to be qualified/certified for advanced operational sequences, such as winching, etc, unaided prior to undergoing NVG training for those sequences.
Training Intent
Due to the importance of the pre flight planning and goggle adjustment phases, it is intended that the lessons be conducted in no less than 5 flights, and expose the trainee to at least 1 flight in low illumination conditions such as those with little or no moon in areas devoid of surrounding cultural lighting.
NVG Pilot Training is a competency based system with a prescribed minimum of 5 hours NVG Flight time. The minimum is set with the intent of specifying the minimum training an experienced night/IFR pilot would require to achieve basic competencies. Therefore, where pilots have low night, IFR or total helicopter time, these minimums shall be increased.
The intent is that Operators (as opposed to the Authority) will build extra requirements into training syllabi to satisfy any advanced operational sequences particular to their operation, such as specialised coastal rescue, winch, rappel, etc , and are a component of risk management when seeking variation on the operational guidelines established in this CAAP. As another example, Operators may feel a progression through a period of ICUS is suitable to their operation, and should institute those requirements overlaid on these minimums. Such increases are not limited to the flight sequences, but may also be desired in the ground training phases.
With the exception of inadvertent IMC recovery, and loss of visual reference procedures, training may be conducted in an approved NVG flight simulator. Notwithstanding the minimum flight time, proficiency must be demonstrated in at least the following subjects:
a. Preparation and use of internal and external aircraft lighting systems for NVG flights and operations.
b. Preflight preparation of NVGs, planning considerations, and appropriate route selection for NVG flights and operations.
c. Correct piloting techniques (during normal, abnormal, and simulated emergency aircraft operations) whilst using NVGs during the take off, climb, enroute, descent, and landing phases of flight.
d. Normal, abnormal and emergency operations of the NVGs during flight.
e. In flight simulated Inadvertent IMC recovery to VMC with sole reference to the aircraft instruments. Non instrument rated pilots require training additional to the 5 hours in order to demonstrate instrument proficiency.
f. Loss of Visual reference procedures on landing and take off.
g. Sound crew co-ordination.
These competencies can be achieved in an example of a qualification competency evaluation that reads:
As a minimum, trainee to demonstrate competency in:
1. Mission planning/flight planning for the flight.
2. Determining the serviceability of NVIS equipment, including aircraft components.
3. Performing cockpit drills including switch selection and ‘Goggle/de-goggle” procedure.
4. Performing hover, taxi and transit procedures.
5. Performing crew resource management appropriate to NVIS operations.
6. Performing NVIS practice malfunctions and emergency procedures.
7. Performing NVIS departure and navigation.
8. Performing circuit operations to unlit confined areas located in areas devoid of surrounding cultural lighting.
9. Performing Loss of Visual reference procedures on landing and take off .
10. Perform Inadvertent IMC penetration procedures and safe recovery to VFR flight.
11. Perform a selection of practice aircraft emergency procedures, under NVIS conditions, applicable to the aircraft type.
Note that these standards are the current proposal at the working group level. They are not a finalised position, and are subject to change.
All safety cases pointing out deficiencies in the above are invited.