compressor stall
Gets it in one;
Management tasks you to do something. If you can't do it legally or safely, you have to be able to justify why to CP/management. That is part of your responsibility as a line pilot.
It is that simple.
DirectAnywhere
Provided the operator is providing the minimum legal required level of equipment either under the CAOs or some MEL/ PUS system, they are bulletproof in terms of their OH+S obligations.
with respect, the other leg of that argument in so far as the pilots obligation to his/her employer is that the pilot can/will operate the flight
up to but not beyond the extent to which
the equipment supplied by the employer will allow.
See
compressor stall above.
Further;
I guess we have to consider as professionals what accident rate is "acceptable" and whether we as pilots are willing to accept that or lobby CASA and the Government to change the rules to improve our level of workplace safety
You don't need to do anything of the sort, all you have to do is operate according to the existing rules.
When 9.5 out of 10 flights in winter do not complete because the aircraft has no known icing or has to carry return fuel or any of the hundred reasons due to an inadequately equipped aircraft, the operator will get the message, likewise in summer if you have to divert or even return because of that line of TS on track and you dont have an adequate radar, the operator will get the message.
CASA can only prosecute the pilot if he/she operates the aircraft beyond the capability of the CASA approved installed equipment. The pilot is the ONLY "johnny on the spot" in so far as operation of the flight is concerned.
See
compressor stall above.
I am not suggesting the operators have clean hands, far from it, but the buck really stops with the
PILOT IN COMMAND.
When you accept the flight as
PILOT IN COMMAND it is your responsibility to conduct the flight LEGALLY. If you cannot then as
PILOT IN COMMAND it is your responsibility to terminate, divert or cancel the flight accordingly.
More rules aren't going to fix ANYTHING if you dont stick to the ones we've got.
Can't argue with
bushy's
If you cannot find an operator who does things right then maybe it is time to re-assess.
.
Think that one through to its logical conclusion, then go beat up on the pilots who are prepared to, not the operator.
I don't suppose many young pilots out there have worked out that the operator needs you more than you need them in this regard.
Otherwise why bother to go to all the trouble and considerable expense of learning the rules, being examined and otherwise put through the hoops by the regulator, if you dont intend and are in any event required by the privileges of your license to abide by them.
