CASA Suspends Barrier Aviation Operations
I am aware of the two interpretations of VH-BIC.....
The first is a PA-32 - 260....look it up.
The second is the BIC (biro) some might use to falsify log book entries to 'build up time' ....quickly.
Have met the latter a few times when Instructing in 'de good ole days'.....
I guess nothing much changes....at all.... at all...at all....
Cheers
The first is a PA-32 - 260....look it up.
The second is the BIC (biro) some might use to falsify log book entries to 'build up time' ....quickly.
Have met the latter a few times when Instructing in 'de good ole days'.....
I guess nothing much changes....at all.... at all...at all....
Cheers
Last edited by Ex FSO GRIFFO; 2nd Jan 2013 at 14:59. Reason: Bloody spelling....agin...
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PSYCHO
It's funny how many incompetent people discover "safety issues" right after their boss has discovered their incompetence and had to sack them.
Cheers RA
There are lots of rather smug posters here alluding to the idea that a Pilot has committed professional suicide by going to a regulator with safety concerns.
Cheers RA
Last edited by rutan around; 2nd Jan 2013 at 20:03.
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Spoke to one of their ex pilots this morning who said that he loved working there, great bunch of people, paid their staff well, but after a while surely even the CASA would notice 30+ aircraft without any entries in the maintenance releases 
Spoke with another operater up north who said great bunch of guys, but you can only get away with it for so long
That's all I've got to throw into the rumour mill
Spoke with another operater up north who said great bunch of guys, but you can only get away with it for so long
That's all I've got to throw into the rumour mill
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Straights or Straits
Are both wrong, it is the Torres Strait,
And as for as Torres Strait operations, al same for many years, UZU, Mohameds mad mob, and the bloke from Innisfail - nothing has changed.
And as for as Torres Strait operations, al same for many years, UZU, Mohameds mad mob, and the bloke from Innisfail - nothing has changed.
From my knowledge, sounds like nasa summed them up pretty well. I also hear that there is another operator on the Cairns airfield that about to recieve the same treatment from CASA........as early as tomorrow
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" but after a while surely even the CASA would notice 30+ aircraft without any entries in the maintenance releases "
Not suggesting this is the case in this instance.
But CAsA brought this on themselves, in days of old:
* a class B maintained aircraft was said the be "airworthy" when:
- the aircraft had a valid maintenance release, and,
- the basic operational requirements for flight (IFR / VFR) were met and serviceable ( as per CAO 20.18 ), and,
- the mandatory instruments as detailed within the flight manual were servicable, and,
- the PIC was satisfied with the state of all of the above and the calculated sphincter factor based on any other issues ( higher than normal oil consumption etc etc ).
Incidently, relevant information was allowed to be inserted into the defect section, eg: "plug fouling on lh mag on first flight of day, clear after warm up" , "puff of white smoke from lh exhaust on engine start, pulled through all cylinder, six good compressions", and " high static manifold pressure on cold idle, OK after warm up".
If you wrote any of these on MR today, you may as well pull your pants down and select the largest pineapple on the shelf.
Now, all has to be serviceable, 20.18 is now somewhat irrelevant to pilots as is the essential instruments section of the flight manual, if its not a "passenger convenience" item, the aircraft is grounded, unless of course there is an MEL, which is expensive to obtain and more often than not it is irrelevant on small aircraft.
So what then occurs, aircraft maintenance releases all over Australia do not see a pen in the defect until airborne on the homeward sector. Do you think this only occurs in GA ?, bet it doesn't.
Well done CAsA, well done.
Not suggesting this is the case in this instance.
But CAsA brought this on themselves, in days of old:
* a class B maintained aircraft was said the be "airworthy" when:
- the aircraft had a valid maintenance release, and,
- the basic operational requirements for flight (IFR / VFR) were met and serviceable ( as per CAO 20.18 ), and,
- the mandatory instruments as detailed within the flight manual were servicable, and,
- the PIC was satisfied with the state of all of the above and the calculated sphincter factor based on any other issues ( higher than normal oil consumption etc etc ).
Incidently, relevant information was allowed to be inserted into the defect section, eg: "plug fouling on lh mag on first flight of day, clear after warm up" , "puff of white smoke from lh exhaust on engine start, pulled through all cylinder, six good compressions", and " high static manifold pressure on cold idle, OK after warm up".
If you wrote any of these on MR today, you may as well pull your pants down and select the largest pineapple on the shelf.
Now, all has to be serviceable, 20.18 is now somewhat irrelevant to pilots as is the essential instruments section of the flight manual, if its not a "passenger convenience" item, the aircraft is grounded, unless of course there is an MEL, which is expensive to obtain and more often than not it is irrelevant on small aircraft.
So what then occurs, aircraft maintenance releases all over Australia do not see a pen in the defect until airborne on the homeward sector. Do you think this only occurs in GA ?, bet it doesn't.
Well done CAsA, well done.
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So what then occurs, aircraft maintenance releases all over Australia do not see a pen in the defect until airborne on the homeward sector. Do you think this only occurs in GA ?, bet it doesn't.
GA ops 101.
In your typical bustedar$e GA outfit defects only get written up at the 100 hourly or scheduled shop visit a) if the boss allows it and b) if the boss determines that clearing the defect won't cost anything.
It is amazing how 30 and 40 year old aeroplanes can flog around the bush for months or years on end with virtually no defects. Yeah, right. Even Japanese motorbikes are not that good.
It is amazing how 30 and 40 year old aeroplanes can flog around the bush for months or years on end with virtually no defects. Yeah, right. Even Japanese motorbikes are not that good.
Nasa, you or your "friend" may not be that informed. My "friend" knows for a fact that some bases wrote things up as soon as they became apparent and the a/c was grounded. Hang the cost.
All the talk on here would seem as though the company was guilty of something, other than sacking a useless prick, before being found guilty of anything!
If a threat to aviation safety was imminent wouldn't it be pretty easy to prove? Nope it takes 6+ weeks for that! Give me a break! This is one pissants attempt to become lead auditor.
Wouldn't it be great if NZed annexed Australia?!
Cheers,
Greaser.
All the talk on here would seem as though the company was guilty of something, other than sacking a useless prick, before being found guilty of anything!
If a threat to aviation safety was imminent wouldn't it be pretty easy to prove? Nope it takes 6+ weeks for that! Give me a break! This is one pissants attempt to become lead auditor.
Wouldn't it be great if NZed annexed Australia?!
Cheers,
Greaser.
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CASA Aviation Ruling 1/2004 clarifies what can and can't be u/s for Charter / RPT flight ops.
You can go with certain items failed - consult your HAAMC if not sure
You can go with certain items failed - consult your HAAMC if not sure
Ex FSO Griffo,
P-51 (as in Parker 51, the pen, not the NA P-51D) was the predecessor to VH-BIC, I was being entirely facetious. My aviating predates the regular use of the Biro in AU.
Frission,
CASA "rulings", unlike ATO rulings, have no legal force, although some in CASA would like to think (and some probably do think) they do.
It is the words in the Act and Regulation, read in light of any legal precedents, that count.
With regard to RPT v Charter in CAR 206, there is a long and inglorious history.
Tootle pip!!
P-51 (as in Parker 51, the pen, not the NA P-51D) was the predecessor to VH-BIC, I was being entirely facetious. My aviating predates the regular use of the Biro in AU.
Frission,
CASA "rulings", unlike ATO rulings, have no legal force, although some in CASA would like to think (and some probably do think) they do.
It is the words in the Act and Regulation, read in light of any legal precedents, that count.
With regard to RPT v Charter in CAR 206, there is a long and inglorious history.
Tootle pip!!
Last edited by LeadSled; 4th Jan 2013 at 02:36.
Update from a mate,
As of today ALL pilots were stood down without pay until "at this stage" the 24th Jan pending negotiations with CAsA.
Looks like the sunbus driving pilot just made the top of 37 peoples **** list
As of today ALL pilots were stood down without pay until "at this stage" the 24th Jan pending negotiations with CAsA.
Looks like the sunbus driving pilot just made the top of 37 peoples **** list
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An update from a current Horn Pilot, the poison pen letter from this disgruntled sacked pilot knifes the company, and , what for it, his fellow company Horn Island Pilots.
So not just is the company being grounded on the allegations of one sacked disgruntled ex-employee six odd weeks after a CAsA audit and three weeks after CAsA issued Barrier a new AOC, the individual pilots have been knifed, this guy must of been a gem to work with.
Seriously, what is a Court going to see when one sacked and disgruntled ex-employee, sacked for what appears good reason several months ago, is CAsA's star witness against the entire rest of the company.
It just defies logic.
So not just is the company being grounded on the allegations of one sacked disgruntled ex-employee six odd weeks after a CAsA audit and three weeks after CAsA issued Barrier a new AOC, the individual pilots have been knifed, this guy must of been a gem to work with.
Seriously, what is a Court going to see when one sacked and disgruntled ex-employee, sacked for what appears good reason several months ago, is CAsA's star witness against the entire rest of the company.
It just defies logic.
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C'mon Sunbus driver, you surely have something to add? ...
Everyone in FNQ knows who you are anyway, and by way of networking, probably a lot more ...
Tell us your side of the story.
Everyone in FNQ knows who you are anyway, and by way of networking, probably a lot more ...
Tell us your side of the story.
Anybody know if there is any truth to the current rumour that CASA picked up a little black book in the Horn Is office...apparently all the snags where written up, just not in the M/R
Seriously, what is a Court going to see when one sacked and disgruntled ex-employee, sacked for what appears good reason several months ago, is CAsA's star witness against the entire rest of the company.
Nobody has answered my previous question, what was the cause for dismissal?
By the way Shed Dog, if you reckon Horn is a holiday destination, remind me not to book a holiday with you
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Anybody know if there is any truth to the current rumour that CASA picked up a little black book in the Horn Is office...apparently all the snags where written up, just not in the M/R
However, where CASA has reason to believe that the holder has engaged in, is engaging in, or is likely to engage in, conduct which constitutes, contributes to, or results in a serious and imminent risk to air safety, CASA may immediately suspend the authorisation and the holder must be given full details in writing of the grounds upon which CASA relies (see Chapter 7).
The risk does not have to crystallise into a life or injury-threatening event. Provided there is a perceived threat or danger to the life of some person or persons engaged in civil aviation (which need not, in fact, exist) a genuine belief based on reasonable grounds by a CASA officer of the perceived risk is sufficient to trigger the operation of Division 3A.
It is not necessary for a CASA officer to identify specifically the harm that will result from the imminent risk, or identify the person or persons who will be harmed. But there must be a close temporal connection between the risk and the harm. The risk must be a present one in the sense that it creates an obligation and immediate pressure on CASA to take urgent suspension action when the evidence on which the perception of the risk is based, comes to light.
As soon as CASA officers have sufficient evidence to be appraised of the serious and imminent risk, they are entitled to take action under Division 3A, and any delay of more than a few days after discovery, to commence the process is likely be fatal to success before the Federal Court.
It is not necessary for a CASA officer to identify specifically the harm that will result from the imminent risk, or identify the person or persons who will be harmed. But there must be a close temporal connection between the risk and the harm. The risk must be a present one in the sense that it creates an obligation and immediate pressure on CASA to take urgent suspension action when the evidence on which the perception of the risk is based, comes to light.
As soon as CASA officers have sufficient evidence to be appraised of the serious and imminent risk, they are entitled to take action under Division 3A, and any delay of more than a few days after discovery, to commence the process is likely be fatal to success before the Federal Court.
What is an Imminent Risk?
“Imminent” is defined in the Macquarie Dictionary as meaning “likely to occur at any moment, impending: war is imminent”.
The concept of imminence does not equate with the concept of immediacy. As Professor Sir John Smith QC has observed the term “imminent”, in the context of the criminal law defence of necessity, can include circumstances where a threat is “hanging over” a person even though there is no immediate danger of death or serious bodily harm: [1999] Crim LR 570 at 571.
“Imminent” is defined in the Macquarie Dictionary as meaning “likely to occur at any moment, impending: war is imminent”.
The concept of imminence does not equate with the concept of immediacy. As Professor Sir John Smith QC has observed the term “imminent”, in the context of the criminal law defence of necessity, can include circumstances where a threat is “hanging over” a person even though there is no immediate danger of death or serious bodily harm: [1999] Crim LR 570 at 571.
"There are no definitions in the Act of the terms ‘serious’ or ‘imminent’".
Therefore in layman's terms, the AOC was suspended for:
Some "perceived threat" "which need not, in fact, exist", may or may not do some harm to some unidentified person "even though there is no immediate danger of death or serious bodily harm".
In my very best John McEnroe "YOU CAN NOT BE SERIOUS!"
Last edited by Trent 972; 5th Jan 2013 at 01:05.
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Snag logs,
I would put my left nut on the fact that every GA operator the operates away from a capital city in the world has some form of snag log, a snag is not a defect.
EG:
* Brake pads looking worn,
* RH engine has small oil leak,
* Small amount of hydraulic oil weeping from left strut,
* Left engine oil consumption higher approx 1.5 qts per hour,
* Small patch of corrosion on LH aileron,
* HF very noisy,
* Hard to land,
These items would be discussed regularly with engineering.
These are not defects, they are observations, some items will be completely ridiculous, such as, hard to land, something rattling in cockpit etc etc.
When an aircraft routinely goes into scheduled maintenance every 100 flight hours, how do you get those niggly little issues fixed, the ones that are not defects.
Option 1: Write up on MR as soon as noticed and ground the aircraft, your company will go bust.
Option 2: Write into MR on final sector to scheduled maintenance, get raped by CAsA.
Option 3: Have a snag log.
I say again, snag logs are for writing up little, non defect items, stuff you would like looked at.
Items that would not be snag log material: RH mag U/S, crack in main spar, LH oleo flat, flat spot and hole to canvas on LH main tyre, HF U/S, RPM indication U/S etc etc.
I would put my left nut on the fact that every GA operator the operates away from a capital city in the world has some form of snag log, a snag is not a defect.
EG:
* Brake pads looking worn,
* RH engine has small oil leak,
* Small amount of hydraulic oil weeping from left strut,
* Left engine oil consumption higher approx 1.5 qts per hour,
* Small patch of corrosion on LH aileron,
* HF very noisy,
* Hard to land,
These items would be discussed regularly with engineering.
These are not defects, they are observations, some items will be completely ridiculous, such as, hard to land, something rattling in cockpit etc etc.
When an aircraft routinely goes into scheduled maintenance every 100 flight hours, how do you get those niggly little issues fixed, the ones that are not defects.
Option 1: Write up on MR as soon as noticed and ground the aircraft, your company will go bust.
Option 2: Write into MR on final sector to scheduled maintenance, get raped by CAsA.
Option 3: Have a snag log.
I say again, snag logs are for writing up little, non defect items, stuff you would like looked at.
Items that would not be snag log material: RH mag U/S, crack in main spar, LH oleo flat, flat spot and hole to canvas on LH main tyre, HF U/S, RPM indication U/S etc etc.