Interesting times in Aussie SAR/EMS
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When it comes to a dark night, in 8/8ths of s*%t and things go wrong, I'd certainly prefer a guy that has the scan and skill to keep the thing upright rather than the skill in precision winch hook placement. Sounds like the EMQ guys can do both.....nice to have. 
P.S. Torquer - I believe (not sure) that the single pilot cert will be based on altitude eg no NVD SP ops below 1000 ft? Also I've heard that having a crewy in the front on gogs will satisfy requirement for lower level single pilot gog.......I maybe wrong.
GU
P.S. Torquer - I believe (not sure) that the single pilot cert will be based on altitude eg no NVD SP ops below 1000 ft? Also I've heard that having a crewy in the front on gogs will satisfy requirement for lower level single pilot gog.......I maybe wrong.
GU
Last edited by Goggle Up; 29th Sep 2007 at 04:32.
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What can I say? There is so much misinformation out there, it clouds the issue and detracts from getting the right information to the operators. Let me say this, NVG operations in the Australian civil aviation arena are in the nascent and formative stage. In 10 years, this will be routine and an accepted part of a prospeoctive commercial rotary wing course, gaining an NVG endorsement.
Unfortunately, there has been roadblocks to implementation that have taken significant levels of work to overcome. How do I know? Let's just say I understand how this stuff works. Training, NVG flight, regulation, use in operations/rescue/tactical environment...
I'd provide more info, but this forum is regarded as a higher level source of information in some circles than legislation or directives, so I'll leave it there.
Unfortunately, there has been roadblocks to implementation that have taken significant levels of work to overcome. How do I know? Let's just say I understand how this stuff works. Training, NVG flight, regulation, use in operations/rescue/tactical environment...
I'd provide more info, but this forum is regarded as a higher level source of information in some circles than legislation or directives, so I'll leave it there.
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I think we all agree that this has taken alot longer than it should have. On the bright side, hats off to the guys in the industry that have 'endured' the process and pushed the capability to where it is now. 
Can't wait to be back in the green world!!
Can't wait to be back in the green world!!
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Coming home to the green? That will be a change. Most think the grass is a different shade along the line. It's not all beer and skittles anywhere else. One of the advantages of working in an organisation that is larger than 7 aircraft and 20 odd people is that you can get things done. Even with the federal government.
NVG usage is allegedly a dark art. It is my intent to shine a light into the corners. That, and the religion that is CRM/Human Factors.
NVG usage is allegedly a dark art. It is my intent to shine a light into the corners. That, and the religion that is CRM/Human Factors.
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If you are awaiting your employers approval to use NVG, then watch for the approval of the authorised training competency. It will dictate the minimums required to be deemed comptent to use the kit, and ergo, receive endorsement from CASA to use them in an operational environment. As someone who had a 'large' hand in the drafting of the standards, I would suggest you do the following to easily achieve accreditation.
1. Keep your NVG training record handy. It will be required by an aviation RTO to endorse your training against the standard and CASA CAO.
2. If you have NVG instructional experience from over half a decade ago and haven't used it, you will be required to either demonstrate competence or redo the training to gain an instructional endorsement.
3. Under half a decade, you will either have to demonstrate competence (flight test) or show evidence of competence against the TAA04 Certificate of Training and Assessment to become an NVG instructor.
4. To prove your competence to use NVG, you will need either evidence of a training course via an avaition RTO that holds the NVG competency standard on their Scope of Registration or demonstrate evidence of competence from previous training (ex military preferred)
And then you will have to find a supplier and a trainer that can prove they know what they are talking about. Good luck. Or you could ask me here to find out more. Because I can count on one hand the people in Australia who know all the facts about civil aviation NVG regulations, training and use. Not the bull****ters or those who heard from a mate how they work etc. The facts.
1. Keep your NVG training record handy. It will be required by an aviation RTO to endorse your training against the standard and CASA CAO.
2. If you have NVG instructional experience from over half a decade ago and haven't used it, you will be required to either demonstrate competence or redo the training to gain an instructional endorsement.
3. Under half a decade, you will either have to demonstrate competence (flight test) or show evidence of competence against the TAA04 Certificate of Training and Assessment to become an NVG instructor.
4. To prove your competence to use NVG, you will need either evidence of a training course via an avaition RTO that holds the NVG competency standard on their Scope of Registration or demonstrate evidence of competence from previous training (ex military preferred)
And then you will have to find a supplier and a trainer that can prove they know what they are talking about. Good luck. Or you could ask me here to find out more. Because I can count on one hand the people in Australia who know all the facts about civil aviation NVG regulations, training and use. Not the bull****ters or those who heard from a mate how they work etc. The facts.
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Torquer,
Appreciate the info mate. We are quite a way along with it so alot of the boxes have already been ticked. Another guy in the company is running with it so I'm sure we know a few of the same people.
Cheers, GU
Appreciate the info mate. We are quite a way along with it so alot of the boxes have already been ticked. Another guy in the company is running with it so I'm sure we know a few of the same people.
Cheers, GU
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No worries. There's too much half-truths and rubbish floating around on this topic for me to stay quiet. With live NVG ops just months away, I'm keen to see a large part of civil aviation understand exactly what it is they need to do, see, train and look for when using NVG.
