Snag Sheets And Maintenance Releases, or "It always does that!"
Yes, and at the risk of putting people's noses out of joint, that diatribe about Dennis Grosser is over the top.
Unless I'm reading it wrong, the story goes like this:
The bloke had a heavy landing, heavy enough to be concerned about it. Asked some CASA blokes about it. They said get it inspected.
(Good idea, you would think!)
He sees them later and tells them he's going to fly it home with the gear down. They then gave him an order to get it inspected.
(Sounds like he hadn't - why not? Did he reckon the CASA guys could magically say, yep, go ahead and fly something that you think might be broken without getting some qualified person to inspect and fix it if required?)
Flew it home anyway.
Then, having drawn some heat with the heavy landing thing, gets his logbook inspected. Has been flying 27 times without a medical. Surprise surprise, gets pinged for it.
(Who'd have expected that, eh?)
Gets PPL cancelled. Thinks, I'll just get a new one! Subsequently surprised when they try to stop him flying when his licence has already been cancelled.
Look, obviously I wasn't there and don't know, but that's how it reads! If you're knowingly doing the wrong thing, you probably shouldn't be surprised if you get in trouble for it.
Sounds a little bit like getting stopped for an unroadworthy car, told not to drive it until it's fixed and going bugger it, I'm driving it home anyway. And my rego was just a little bit out of date!
Unless I'm reading it wrong, the story goes like this:
The bloke had a heavy landing, heavy enough to be concerned about it. Asked some CASA blokes about it. They said get it inspected.
(Good idea, you would think!)
He sees them later and tells them he's going to fly it home with the gear down. They then gave him an order to get it inspected.
(Sounds like he hadn't - why not? Did he reckon the CASA guys could magically say, yep, go ahead and fly something that you think might be broken without getting some qualified person to inspect and fix it if required?)
Flew it home anyway.
Then, having drawn some heat with the heavy landing thing, gets his logbook inspected. Has been flying 27 times without a medical. Surprise surprise, gets pinged for it.
(Who'd have expected that, eh?)
Gets PPL cancelled. Thinks, I'll just get a new one! Subsequently surprised when they try to stop him flying when his licence has already been cancelled.
Look, obviously I wasn't there and don't know, but that's how it reads! If you're knowingly doing the wrong thing, you probably shouldn't be surprised if you get in trouble for it.
Sounds a little bit like getting stopped for an unroadworthy car, told not to drive it until it's fixed and going bugger it, I'm driving it home anyway. And my rego was just a little bit out of date!
It's up to all of us to sort this culture out and p1ss it off for good.
Tell me if this story sounds familiar...
Fresh CPL, scores first job. Could be instructing, could be charter whatever. Your Eager to please. Aircraft fleet of 10 or so. Your first day you meet this person and that person and by lunchtime you've already learned that the maintenance system is creative. You shouldn't put it on the MR, you put it on a separate paper so someone more senior can assess whether you are too dumb to tell that there is a dead cut on one mag, or that the DG precesses 30 degrees during the run up, or there's a massive leak from the CSU etc etc.
You then get some grumpy so and so telling this aircraft does this or that aircraft does that, and you should just get on with it. " why don't we just ground the whole fleet then- is that what you want?"
Now you really are on the back foot.... I mean after all you've been through to get here, all you wanna do is fly, so you shut your mouth and realize its just more trouble than its worth.
You succumb .
You are now part of the GA world.
All these issues are created by 3 things.
CASA not having a common sense, concise and clear approach to maintenance.
And companies believing they can get away with tightarse maintenance programs and/or sh1t fleets.
And the weakness of most of us to not stand up to the pressure for the fear of losing our jobs.
We are the ones putting our arses on the line.
Tell me if this story sounds familiar...
Fresh CPL, scores first job. Could be instructing, could be charter whatever. Your Eager to please. Aircraft fleet of 10 or so. Your first day you meet this person and that person and by lunchtime you've already learned that the maintenance system is creative. You shouldn't put it on the MR, you put it on a separate paper so someone more senior can assess whether you are too dumb to tell that there is a dead cut on one mag, or that the DG precesses 30 degrees during the run up, or there's a massive leak from the CSU etc etc.
You then get some grumpy so and so telling this aircraft does this or that aircraft does that, and you should just get on with it. " why don't we just ground the whole fleet then- is that what you want?"
Now you really are on the back foot.... I mean after all you've been through to get here, all you wanna do is fly, so you shut your mouth and realize its just more trouble than its worth.
You succumb .
You are now part of the GA world.
All these issues are created by 3 things.
CASA not having a common sense, concise and clear approach to maintenance.
And companies believing they can get away with tightarse maintenance programs and/or sh1t fleets.
And the weakness of most of us to not stand up to the pressure for the fear of losing our jobs.
We are the ones putting our arses on the line.
Last edited by Homesick-Angel; 21st Mar 2013 at 13:31.
And the weakness of most of us to not stand up to the pressure for the fear of losing our jobs.
We are the ones putting our arses on the line.
We are the ones putting our arses on the line.
One of the most important parts of a pilot's job, at least in GA, is to determine if an aircraft is airworthy by completing the DI. The final part of a DI is signing the MR.
How many student pilots are/were taught
1. how to endorse a MR if a defect was found during a DI;
2. how to determine if it is a "major defect"
3. how to endorse the MR following the determination that it is a major defect.
4. what to do next.
Remember a student pilot cannot sign for a DI.
So during the student's training, there must be at least one time where a defect is found during a DI.
Does the Instructor brief the student on what to do?
Or does the Instructor write it on the "snag sheet" and continue the "urbaviation myth" of "this is what you do if you find a defect"?
If some Instructors would chip in here and give all of us an understanding on what is occurring in the real world.
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Food for thought.
The corollary to this thread are the sharp end results of pilots 'accepting' the legal liability for their efforts, whether well intentioned or not. There is only one way for CASA to respond and it is scheduled to get worse with the proposed regulations (if passed). But that is a separate discussion on a debate which is furiously raging between CASA, aircraft owners and engineering facilities (some very angry, confused folk out there).
Next time you think it's cool to fly something home with a known defect, reflect on the Barrier Aviation saga and see where it can end up. Two sides of the coin; where even the perception of a 'home made' system can, whether proven or otherwise, land you and the company deep in hot water. Said it before, say it again; MR and propellers - treat as live and dangerous at all times. Listen to the interviews below and you'll 'hear' the picture.
Gibson – CASA.
Kilin – Barrier.
The MP3's (sound) are from the excellent Kier Shorey program on Cairns local ABC radio. Provided through Zippy, courtesy of PAIN_Net. Thanks - P7. (a.k.a. T.O.M.). I know mate, my shout next time.
I am reminded that I must remind you, PAIN_Net does not track downloads and to only use the Download Now button in the top right hand corner, to avoid attracting spam and advertisements.
Just noticed - there is a "Play" arrow on the download page. Just click and listen. Excellent - Cheers TOM.
Next time you think it's cool to fly something home with a known defect, reflect on the Barrier Aviation saga and see where it can end up. Two sides of the coin; where even the perception of a 'home made' system can, whether proven or otherwise, land you and the company deep in hot water. Said it before, say it again; MR and propellers - treat as live and dangerous at all times. Listen to the interviews below and you'll 'hear' the picture.
Gibson – CASA.
Kilin – Barrier.
The MP3's (sound) are from the excellent Kier Shorey program on Cairns local ABC radio. Provided through Zippy, courtesy of PAIN_Net. Thanks - P7. (a.k.a. T.O.M.). I know mate, my shout next time.
I am reminded that I must remind you, PAIN_Net does not track downloads and to only use the Download Now button in the top right hand corner, to avoid attracting spam and advertisements.
Just noticed - there is a "Play" arrow on the download page. Just click and listen. Excellent - Cheers TOM.
Last edited by Kharon; 22nd Mar 2013 at 00:35.
Top catch "K" and PAIN...hmm love the way the FF mouthpiece diverts around any questions about the opposition chief whip's accusations.
Guess that makes sense cause Wazza could be the government chief whip soon and you don't want to bite the hand that could be filling up the trough in the not to distant future!
Guess that makes sense cause Wazza could be the government chief whip soon and you don't want to bite the hand that could be filling up the trough in the not to distant future!
