''Ok, I'll spill the beans on some goings on within VGS over the past couple of years that I've seen (and, no, I won't name the VGS, but they may recognise who they are):
- Flying when the wind is gusting out of limits. (Using hand held anemometer to measure wind without applying the correction)
- Landing an aircraft in an area of rough ground following a rough running engine. Doing a non-engineering qualified inspection on the aircraft to release it for flight following the rough landing and a couple of engine ground runs before flying the aircraft again. (Apparently within the allowable regulation for suspected carb icing)
- Flying in flying suits that have not been accepted by a SE fitter.
- Stitching their own badges on their flying suits with non-approved thread and no inspection by an SE fitter.
- Flying after SS+15 (which is night time in air cadet orders, which is prohibited). (An error in time keeping)
- Breaching the flying order book on opening hours.
- Having out of servicing headsets.
- Anomalies in the parachute paperwork.
- An out of date extinguisher on the fire trailer. (Issue technically belongs to the fire section)
- An out of date fire extinguisher in their caravan. (Likewise above)
- Anomalies in the F700 paperwork.
- Caught speeding in the yellow landrovers on several occasions.''
Hardly breaching the low flying rule by taking a Viking, drunk, under a set of electrical distribution pylons at speed with a screaming cadet in the front, is it?
If those are the worst examples of malpractice that can be trawled up, then I suggest that there was a strong safety culture in place to begin with.