NZ CAA prosecuting 'rescue' pilot
Yes, there were some odd decisions and omissions (how forward does a forward pass need to be, right in front of the linesman, for him to notice?)
But the best team won against a excellent Australian team who have come so far in a year.
But the best team won against a excellent Australian team who have come so far in a year.
Yeah, but I think Owens was impartial and both sides got the benefit of that.
As long as it doesn't change the result and such things balance out, I much prefer the light handed style ref though. Nothing worse than a pedantic ref and a game that stop-starts for 80 minutes and has 30 minutes of actual play.
Perhaps there's a strange parallel here, with happy go lucky antipodeans preferring light handed rugby referees and light handed aviation regulators? :-)
As long as it doesn't change the result and such things balance out, I much prefer the light handed style ref though. Nothing worse than a pedantic ref and a game that stop-starts for 80 minutes and has 30 minutes of actual play.
Perhaps there's a strange parallel here, with happy go lucky antipodeans preferring light handed rugby referees and light handed aviation regulators? :-)
Maybe Barnesy was not "current".
Currency (with its requirements) is 120 days MAX - full stop.
Proficiency check is 12 months MAX 10 months MIN. For flexibility.
You could delay your proficiency check only to the max extent of 14 months or less to 12 months and it is not cumulative.
Currency - see above.
As to -
Tain't so.
But if you came down here Crab you probably have to pass an Air Law exam so that would set you straight.
Currency (with its requirements) is 120 days MAX - full stop.
Proficiency check is 12 months MAX 10 months MIN. For flexibility.
You could delay your proficiency check only to the max extent of 14 months or less to 12 months and it is not cumulative.
Currency - see above.
As to -
The currency for NVG in NZ is 120 days but, if you renew your currency within 60 days of its expiry (ie before it), you can retain the original expiry date - that means a pilot could be classed as current not having flown on NVG for 6 months!!!!!
But if you came down here Crab you probably have to pass an Air Law exam so that would set you straight.
RVDT - I took that currency information straight out of the NZCAA circular you provided a link to.
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"so, Ifallelsefails, you can't see anything wrong with the rather flimsy process by which your regulatory body chooses to assure safety of NVG ops in NZ?"
"Maybe if a newbie PPLH towards the end of his 6-month currency crashes into someones house you might just have a different view."
Crab, the regulatory process is fine; "flimsy" seems to work for us better than the draconian regime up with which you must put.
As for the fanciful scenario you have painted - how on earth do you think a newbie PPLH can get hold of NVG? As for crashing into someones house.......I must bow to your superior knowledge on that one.
As RVDT said - you could come down and get set straight.........
actually........please don't.
"Maybe if a newbie PPLH towards the end of his 6-month currency crashes into someones house you might just have a different view."
Crab, the regulatory process is fine; "flimsy" seems to work for us better than the draconian regime up with which you must put.
As for the fanciful scenario you have painted - how on earth do you think a newbie PPLH can get hold of NVG? As for crashing into someones house.......I must bow to your superior knowledge on that one.
As RVDT said - you could come down and get set straight.........
actually........please don't.
Ifallelsefails - according to your CAA circular, it is quite possible for a company to employ a PPLH holder as an NVG qualified captain - whether they would or not is up to the company but it would be quite legal to do so.
That PPLH could have minimum hours and be just current but would be allowed to conduct NVG Ops with a Rad alt but no audio or visual warning.
Now I don't know how much NVG experience you have but I have done quite a lot, in various roles, and that 'light-touch' legislation has a lot of Swiss-Cheese holes already lined up (if you understand the reference to how many accidents are attributable to more than one cause).
You may be happy with it but most NVG operators would look at the curency and qualification requirements and, combined with the lack of mandated audio and visual low height warnings, would conclude that they don't provide much in the way of quality control or assurance of safe NVG Ops.
Thanks for the warm welcome............I guess you are not a typical Kiwi
That PPLH could have minimum hours and be just current but would be allowed to conduct NVG Ops with a Rad alt but no audio or visual warning.
Now I don't know how much NVG experience you have but I have done quite a lot, in various roles, and that 'light-touch' legislation has a lot of Swiss-Cheese holes already lined up (if you understand the reference to how many accidents are attributable to more than one cause).
You may be happy with it but most NVG operators would look at the curency and qualification requirements and, combined with the lack of mandated audio and visual low height warnings, would conclude that they don't provide much in the way of quality control or assurance of safe NVG Ops.
Thanks for the warm welcome............I guess you are not a typical Kiwi
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Crab, This thread started out about a good bloke doing the right thing and who is now facing prosecution. We have drifted somewhat.
In recognition of your undoubted experience, extensive readership and (until now) wizened and balanced approach - I make one final observation;
Your continued determination to make assumptions based on reading one document in isolation is an insult to the very many experienced and capable NVG aviators and indeed, regulators who have in partnership delivered a regulatory framework for a very specific group of operators to safely conduct government contracted EMS NVG operations.
You should read all the associated regulatory and contractual documents in order to fully understand how the process here works before commenting further.
25 years NVG - Mil, Civ, single/dual pilot, ex QHI, and yes we have more than a passing knowledge of Professor Reason's model.
We are not fools, Sir.
Oh ...and as for the traditional warm kiwi welcome - that is unfailingly delivered in a greeting of mutual respect; you'll get yours when you've apologised.
Now let us get his thread back to Dave.
The CAA process must run it's course and we must hold faith that the humanity with which Dave acted will ultimately be recognised and met with 'just culture' approach.
Hang in there Dave!
In recognition of your undoubted experience, extensive readership and (until now) wizened and balanced approach - I make one final observation;
Your continued determination to make assumptions based on reading one document in isolation is an insult to the very many experienced and capable NVG aviators and indeed, regulators who have in partnership delivered a regulatory framework for a very specific group of operators to safely conduct government contracted EMS NVG operations.
You should read all the associated regulatory and contractual documents in order to fully understand how the process here works before commenting further.
25 years NVG - Mil, Civ, single/dual pilot, ex QHI, and yes we have more than a passing knowledge of Professor Reason's model.
We are not fools, Sir.
Oh ...and as for the traditional warm kiwi welcome - that is unfailingly delivered in a greeting of mutual respect; you'll get yours when you've apologised.
Now let us get his thread back to Dave.
The CAA process must run it's course and we must hold faith that the humanity with which Dave acted will ultimately be recognised and met with 'just culture' approach.
Hang in there Dave!
Apologised for what exactly???
Having an opinion???
Criticising a document that purports to be the basis of a regulatory system??
if there are better documents then show me them.
I don't believe I ever said that at all.
Having an opinion???
Criticising a document that purports to be the basis of a regulatory system??
if there are better documents then show me them.
We are not fools, Sir.
Don't take any notice of old crab ... He is ex mil and a bit grumpy about civilians being allowed to fly at all , but wait til you get both barrels from old TC . He's crabs father and is even grumpier !!!!!
I for one hope he gets treated leniently as rules should never get in the way of common sense . With me also the low point in this country was the man drowning in a 4 ft deep pond with lots of people , including Police , watching . Better a bit reckless than a coward .
I for one hope he gets treated leniently as rules should never get in the way of common sense . With me also the low point in this country was the man drowning in a 4 ft deep pond with lots of people , including Police , watching . Better a bit reckless than a coward .
I remember that drowning incident Nigel. I expect the bystanders carried out a thorough risk assessment of the situation and decided they shouldn't risk their own necks to save someone who was drowning. That attitude seems a bit familiar to me....
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Now let us get his thread back to Dave.
The CAA process must run it's course and we must hold faith that the humanity with which Dave acted will ultimately be recognised and met with 'just culture' approach.
Hang in there Dave!
The CAA process must run it's course and we must hold faith that the humanity with which Dave acted will ultimately be recognised and met with 'just culture' approach.
Hang in there Dave!
I'm glad someone mentioned a 'Just Culture'.
"Just Culture" is a culture in which front-line operators and others are not punished for actions, omissions or decisions taken by them which are commensurate with their experience and training, but where gross negligence, wilful violations and destructive acts are not tolerated.
"The pilot admitted he broke the rules …"
'Hero' helicopter pilot admits flying breaches but asks for mercy | Stuff.co.nz
But that link is from Euroland I hear you say. Ok here's one from New Zealand;
Other barriers to the successful adoption of Just Culture standards include rogue management selectively applying some principles, turning a blind eye to incidents, losing sight of the requirements and/or jumping to conclusions before reviewing all the facts.
Historical patterns of behaviour that remain unchallenged for years can become “normal” behaviour, which defeats a Just Culture.
Historical patterns of behaviour that remain unchallenged for years can become “normal” behaviour, which defeats a Just Culture.
Just saying
The Just Culture is very different , albeit a good thing . It involves the person effectively handing himself in admitting a fault or mistake . As I read it this pilot was caught so that is not applicable . There is however a Good Samaritan law that covers some areas of immunity if you try to help someone in danger ....that would be more suitable . Of course you will always run the risk of making a mess of it and then causing another accident , but if you are doing something that you have done many times before without incident I would say the risks are well worth it .
Would I take off and have someone dangle a rope from the door of my helicopter into the water to save someone if they were about to go over a huge waterfall ?
Yes . Would I care about the legality ? No !! I think I speak for most on here....( he says hopefully )
Would I take off and have someone dangle a rope from the door of my helicopter into the water to save someone if they were about to go over a huge waterfall ?
Yes . Would I care about the legality ? No !! I think I speak for most on here....( he says hopefully )
it is quite possible for a company to employ a PPLH holder as an NVG qualified captain - whether they would or not is up to the company but it would be quite legal to do so.
Avoid imitations
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Would I take off and have someone dangle a rope from the door of my helicopter into the water to save someone if they were about to go over a huge waterfall ?
Yes . Would I care about the legality ? No !! I think I speak for most on here....( he says hopefully )
Yes . Would I care about the legality ? No !! I think I speak for most on here....( he says hopefully )
('cept if it were Crab, he might prefer to do a base check on him first though
).
Seems to becoming a bit of a police state.
I knew you were in trouble down there, when the CVR transcripts were used, in the prosecution of an accident pilot/crew years ago.
" ... He is ex mil and a bit grumpy about civilians being allowed to fly at all..." LOL. Came across that type of imbecile on numerous occasions over the years.
"Rules are made for the guidance of wise men and the blind obedience of fools"
I knew you were in trouble down there, when the CVR transcripts were used, in the prosecution of an accident pilot/crew years ago.
" ... He is ex mil and a bit grumpy about civilians being allowed to fly at all..." LOL. Came across that type of imbecile on numerous occasions over the years.
"Rules are made for the guidance of wise men and the blind obedience of fools"
Last edited by Dan_Brown; 5th Nov 2015 at 04:58.
But don't blame others if you break those rules and get caught out.
Some rules are there for very good reasons.
Sadly, I have spent too much time in my professional life picking up the pieces from situations where people knew better than the rules.
There are none as blind as them as don't want to see.
Some rules are there for very good reasons.
Sadly, I have spent too much time in my professional life picking up the pieces from situations where people knew better than the rules.
There are none as blind as them as don't want to see.
John
I stand corrected, can up here in EASA land. Interestingly though if you were a ppl could you teach someone to use NVG as presumably the pilot ( P1) already has a rating on the type of machine for both day and night and if he is Captain of the aircraft then the PPL is " not instructing " Normally when instructing you would be the P1 ????????? Hope you can see what I am saying !
I stand corrected, can up here in EASA land. Interestingly though if you were a ppl could you teach someone to use NVG as presumably the pilot ( P1) already has a rating on the type of machine for both day and night and if he is Captain of the aircraft then the PPL is " not instructing " Normally when instructing you would be the P1 ????????? Hope you can see what I am saying !
