GASIL - Ivory tower?
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GASIL - Ivory tower?
It dropped throught my letterbox today. I scanned it. I have to admit in recent years I have not been one of those 'full of praise' which they claim the vast majority of comments are.
So I'm reading through the commentry on a Comanche's electrical failure where in essence they suggest that checking ( and presumably resetting) the circuit breakers would have been a really good idea.
Which struck a chord so with the help of Google I searched and sure enough in the last GASIL (my memeory is obviously not that great) there is a warning not to reset circuit breakers if they trip!
Am I alone in wondering why GASIL has become not an education resource or even a source of useful information, but simply a source of hectoring negative comment?
And as for the 'Another way to kill yourself' bits????????? If this is the best our 'efficient and effective regulator' can manage then I despair.
And I will get it 11 times a year - oh dear!
So I'm reading through the commentry on a Comanche's electrical failure where in essence they suggest that checking ( and presumably resetting) the circuit breakers would have been a really good idea.
Which struck a chord so with the help of Google I searched and sure enough in the last GASIL (my memeory is obviously not that great) there is a warning not to reset circuit breakers if they trip!
Am I alone in wondering why GASIL has become not an education resource or even a source of useful information, but simply a source of hectoring negative comment?
And as for the 'Another way to kill yourself' bits????????? If this is the best our 'efficient and effective regulator' can manage then I despair.
And I will get it 11 times a year - oh dear!
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I for one say "Well done" as they have come out firmly against the "Guard Police"
So, if you hear them making their transmissions PLEASE report them - you may just help save someone's life by helping to prevent this aggressive behaviour.
editing note:- bold and colours are mine
Unauthorised radio transmissions?
Having written the previous
two articles, we became aware of
some unauthorised transmissions
recently heard, on two apparently
separate occasions, on the
emergency frequency 121.5MHz.
However, these seemingly came
from an aircraft!
On both occasions, it seems
that the Distress and Diversion
cell were providing assistance to
inexperienced pilots who had
found themselves in worse
weather than they expected.
While that assistance was being
given, it is reported that a series
of transmissions were made by
people who were apparently pilots
(possibly holding licences issued
outside the UK) suggesting that
the radio exchanges providing
that assistance were interfering
with their own operations.
It is standard procedure
(indeed a requirement) for
airliner crews to listen out on
121.5MHz in addition to their
own operating frequency while
cruising. Some of these crews
may consider that their
convenience is more important
than the necessary training calls
(Practice Pan), or as in this case
even the provision of essential
safety assistance. They are
wrong.The UK Distress and Diversion
service provides direct
assistance to pilots in a manner
unique in the world. Those who
have never experienced the
service, nor learnt about it
during their training, may feel
the frequency is being misused.
However it is not up to them to
attempt to make unauthorised
transmissions. They have the
facility to submit reports if they
are concerned about what they
believe might be a possible
misuse of the frequency.Apparently the interfering
transmissions in at least one of
the reported instances were so
frequent and so aggressive that
the inexperienced pilot found
themselves concentrating more
on the accusations than their
flying. Ladies and gentlemen,[if
you need assistance, you are not
only entitled but encouraged to
ask for it on 121.5MHz, and if
you are subjected to such
unauthorised transmissions
ignore them as much as you can,
Do take note and report them,because it is possible they may
not be received by the D & D
ground stations.
Having written the previous
two articles, we became aware of
some unauthorised transmissions
recently heard, on two apparently
separate occasions, on the
emergency frequency 121.5MHz.
However, these seemingly came
from an aircraft!
On both occasions, it seems
that the Distress and Diversion
cell were providing assistance to
inexperienced pilots who had
found themselves in worse
weather than they expected.
While that assistance was being
given, it is reported that a series
of transmissions were made by
people who were apparently pilots
(possibly holding licences issued
outside the UK) suggesting that
the radio exchanges providing
that assistance were interfering
with their own operations.
It is standard procedure
(indeed a requirement) for
airliner crews to listen out on
121.5MHz in addition to their
own operating frequency while
cruising. Some of these crews
may consider that their
convenience is more important
than the necessary training calls
(Practice Pan), or as in this case
even the provision of essential
safety assistance. They are
wrong.The UK Distress and Diversion
service provides direct
assistance to pilots in a manner
unique in the world. Those who
have never experienced the
service, nor learnt about it
during their training, may feel
the frequency is being misused.
However it is not up to them to
attempt to make unauthorised
transmissions. They have the
facility to submit reports if they
are concerned about what they
believe might be a possible
misuse of the frequency.Apparently the interfering
transmissions in at least one of
the reported instances were so
frequent and so aggressive that
the inexperienced pilot found
themselves concentrating more
on the accusations than their
flying. Ladies and gentlemen,[if
you need assistance, you are not
only entitled but encouraged to
ask for it on 121.5MHz, and if
you are subjected to such
unauthorised transmissions
ignore them as much as you can,
Do take note and report them,because it is possible they may
not be received by the D & D
ground stations.
editing note:- bold and colours are mine
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Not only GASIL, but the last time I attended a CAA Safety Evening, it was Carrot nd Stick all night long. If I had been a new PPL, I would not have dared get my aeroplane out the next day, just in case I got prosecuted for something or other 
GASIL needs a big change if it is to be respected as the useful organ that it could so well be.
GASIL needs a big change if it is to be respected as the useful organ that it could so well be.
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It always seems to me that the people who deliver all this stuff have absolutely no idea about human factors - as it relates to information and learning.
A strange problem give that the vast majority of 'accidents' are as a result of human factors - as it relates to decision making.
A strange problem give that the vast majority of 'accidents' are as a result of human factors - as it relates to decision making.
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This material, and the CAA safety presentations, have historically been produced by the proverbial "ex RAF navigator" old guard at the CAA. This is the traditional military "rank" way of going about things.
These people are retiring as we speak and a few years from now we should see a different kind of stuff coming out.
I think every European country has this problem because they have all stuffed their CAAs with ex air force and ex national flag carrier airline people. These were the logical recruitment sources.
These people are retiring as we speak and a few years from now we should see a different kind of stuff coming out.
I think every European country has this problem because they have all stuffed their CAAs with ex air force and ex national flag carrier airline people. These were the logical recruitment sources.
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This material, and the CAA safety presentations, have historically been produced by the proverbial "ex RAF navigator" old guard at the CAA. This is the traditional military "rank" way of going about things.
These people are retiring as we speak and a few years from now we should see a different kind of stuff coming out.
I think every European country has this problem because they have all stuffed their CAAs with ex air force and ex national flag carrier airline people. These were the logical recruitment sources.
These people are retiring as we speak and a few years from now we should see a different kind of stuff coming out.
I think every European country has this problem because they have all stuffed their CAAs with ex air force and ex national flag carrier airline people. These were the logical recruitment sources.
You really must have had a hard time somewhere along the line to be so bitter and twisted. Sometimes I think you are a one man hate campaign against GA.
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While I agree that the tone of GASIL can sometimes be overly patronising - I think on balance I would rather have it than not. It often provides useful information, but like all publications the source must be considered when making your own evaluation of the contents.
As for the anti-CAA and CAA safety evening comments, I think that perhaps you fixed wing guys are just unlucky with who you have to deal with. I can't comment directly as I don't have to deal with them. However I can speak as I find:
The heli chaps at the CAA have always been nothing short of entirely helpful, never patronising and frequently impart the wisdom of their experience freely. They have even, of late, attended some of the informal "safety evenings" organised by a member of PPRuNe in their own time, without payment, and been very very informative and contributed to the discussion freely.
I believe that one of the individuals to whom I refer is indeed ex Military, which would tend to discount the "its the way the military do things" argument. Perhaps its just the way some individuals do things - again consider the source when evaluating the content! Don't tar all of the chaps and chappesses at the CAA with the same brush.
(and no, I don't work for and am not related to anyone who does work for The CAA).
As for the anti-CAA and CAA safety evening comments, I think that perhaps you fixed wing guys are just unlucky with who you have to deal with. I can't comment directly as I don't have to deal with them. However I can speak as I find:
The heli chaps at the CAA have always been nothing short of entirely helpful, never patronising and frequently impart the wisdom of their experience freely. They have even, of late, attended some of the informal "safety evenings" organised by a member of PPRuNe in their own time, without payment, and been very very informative and contributed to the discussion freely.
I believe that one of the individuals to whom I refer is indeed ex Military, which would tend to discount the "its the way the military do things" argument. Perhaps its just the way some individuals do things - again consider the source when evaluating the content! Don't tar all of the chaps and chappesses at the CAA with the same brush.
(and no, I don't work for and am not related to anyone who does work for The CAA).
Last edited by HeliCraig; 24th Sep 2008 at 11:56. Reason: spelllling.
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My experience of dealing with the CAA has been the same as Helicraig.
I think part of the problem with those who are bitter and twisted with them is that they have often been told things they don't want to hear.....
I think part of the problem with those who are bitter and twisted with them is that they have often been told things they don't want to hear.....
So I'm reading through the commentry on a Comanche's electrical failure where in essence they suggest that checking ( and presumably resetting) the circuit breakers would have been a really good idea.
If the PA24 c/b panel is as ergonomic as the PA30's (set out of view and out of reach in the floor!) I can understand that the pilot may have missed a popped breaker.
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Over the past few months, I've had protracted dealings with 3 very different departments within the CAA - some of them staffed by former RAF directional consultants. With the caveat that it IS highly bureacratic, I have nothing but praise for the individuals involved. They have been proactive, pragmatic, flexible and keen to share their knowledge.
The GASIL publication is a wee bit weak but it always gets looked at and sections relevant to me get read.
Stik
The GASIL publication is a wee bit weak but it always gets looked at and sections relevant to me get read.
Stik
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Speaking as a humble student, I appreciate things like GASIL. I have read through it a few times at the clubhouse and have always come away with food for thought. I have never found GASIL to be strong-worded... rather it is just being straight to the point. That I don't mind at all. But that's just my own view.
Speaking of resetting CBs... don't want to start any bunfights/pissing contests/playground arguing here but as a few here know I work with electronics, resetting low-current CBs is OK as long as you allow it to cool first for a few minutes, however if it trips again it's best to leave it as something is obviously wrong... however with high-current CBs (e.g. for the Alternator which is usually about 60 Amps) resetting even once is a major no-no. In fact if I remember correctly there was an incident a while back when the Alternator CB popped in a Cessna and resetting it caused a fire... think the report was out some time last year?
Smithy
Speaking of resetting CBs... don't want to start any bunfights/pissing contests/playground arguing here but as a few here know I work with electronics, resetting low-current CBs is OK as long as you allow it to cool first for a few minutes, however if it trips again it's best to leave it as something is obviously wrong... however with high-current CBs (e.g. for the Alternator which is usually about 60 Amps) resetting even once is a major no-no. In fact if I remember correctly there was an incident a while back when the Alternator CB popped in a Cessna and resetting it caused a fire... think the report was out some time last year?
Smithy
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I think what gasax was getting at is;
Last edition, you silly children, you should not reset the CB
This edition, you silly children, you should have reset the CB
The approach could do with updating from the 1950’s style, and it would be nice if things were consistent. Fortunately my VFR only aircraft has fuses.
Rod1
Last edition, you silly children, you should not reset the CB
This edition, you silly children, you should have reset the CB
The approach could do with updating from the 1950’s style, and it would be nice if things were consistent. Fortunately my VFR only aircraft has fuses.
Rod1
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Latest thinking on cbs - as given in policy documents from the FAA, Transport Canada and the Australian lot is not to do it. To misquote them 'resetting cbs should be a maintenance activity'.
They do of course include weaselly words about 'unless it is necessary for flight safety or explicitly included in the flight manual'.
I feel the GASIL people have simply got into the habit of making sneering comments and so did not notice the inconsistency with their previous comments. and as mentioned above the real learning of the incident was completely ignored.....
I'll grant that there are a lot of accidents which bluntly feature a lot of 'brain fade' or 'senior moments'. But education has supposedly moved on a bit from when I was at school and teachers called kids idiots and thickos!
They do of course include weaselly words about 'unless it is necessary for flight safety or explicitly included in the flight manual'.
I feel the GASIL people have simply got into the habit of making sneering comments and so did not notice the inconsistency with their previous comments. and as mentioned above the real learning of the incident was completely ignored.....
I'll grant that there are a lot of accidents which bluntly feature a lot of 'brain fade' or 'senior moments'. But education has supposedly moved on a bit from when I was at school and teachers called kids idiots and thickos!
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The position on CBs is complicated, and a lot depends on whether one believes that the pilot should have an understanding of the aircraft systems.
If one assumes that it is reasonable for the pilot to fly a plane with zero understanding of what is in it (in terms of what powers what) then never resetting a CB is a reasonable advice.
If one assumes that it is reasonable for the pilot to fly a plane with zero understanding of what is in it (in terms of what powers what) then never resetting a CB is a reasonable advice.