Originally Posted by
Centaurus
In another era I knew a DCA Examiner of Airmen (GA) based at Moorabbin. A former Army pilot, his advice was sought by many a young pilot starting out on his flying career. In those days Examiners were allotted 50 (?) hours a year personal practice, paid for by DCA. There was no shortage of flying schools at Moorabbin to choose from.
It didn't take long for the word to get around that he had no qualms about writing up a snag in the maintenance release where warranted. He would ring up various flying schools to make a booking only to be told by amazing coincidence all the aircraft were booked out. There was nothing he could do about it. He eventually took early retirement in disgust sickened by what he had seen.
Just think. if that sort of treatment could happen to a respected Examiner, what chance is there for the average GA pilot who needs to earn a crust?
Further to the subject of the Partenavia crash at Wagga. I did some of the pilot's instrument rating training prior to him moving to Wagga. He flew very well then. I warned him that out of the camaraderie of the flying school where he was a flying instructor, the world would be different as a charter pilot. That there would be subtle and not so subtle pressures to break the rules. That it would be up to his own strength of character to draw his own line in the sand. It has ever been thus in general aviation.
Yeah, a bit of drift here. I am not sure what happened there Centaurus. This may have been before my time but as I recall all examiners of airmen ( predominantly ex Military) were based in their citadel in the city. Flight Test Officers (vastly different pay scale to examiners) were based at YMMB and they had GA backgrounds, ex CFIs from Schutts, Civils RVAC, Pipair etc. mostly. In any case they didn't need to hire an aircraft to write up a defect. These guys spent their lives in and out of every "crate' on the airport. At least twice whilst being tested I was "instructed" to make an entry over fairly minor issues, in one case a windscreen change was required for some very insignificant crazing in one corner.( No MEL or ADD capability)
But yes, one charter outfit I worked for didn't permit pilots to touch the MR, a daily inspection was signed out by the CP or an engineer and daily hours tallied and entered at the end of each day. An exercise book was provided to make notes of defects and flight times. Pages could be torn out if they had the potential to be embarrassing or the book could be lost all together. That was 50 years ago. Not much has changed.
RIP all the souls lost to crappy maintenance.