Wiltshire Air Ambulance more woes.
Foxy Hunters Charity photo shoot supports
Slightly digressing, there is a glamor calendar going around called a foxy Hunters which has been running for several years supporting ...WAAT and HIOWAT .......
https://www.foxyhunters.co.uk/charities/4540269073
Hope all works out well in the end for all parties and said 429 back up....
Cheers
https://www.foxyhunters.co.uk/charities/4540269073
Hope all works out well in the end for all parties and said 429 back up....
Cheers
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https://www.verticalmag.com/press-re...utm_content=V1
Looks like it has. How long since the 429 last flew? How much charity money has been put down specialists neck to cover? How much has the whole ordeal cost? Why was the ZZ Top lookalike hob nobbing around vertical expo last week in Farnborough? Much for bbc panorama to ponder when they finally get round to it. Maybe not the last bit though....
Looks like it has. How long since the 429 last flew? How much charity money has been put down specialists neck to cover? How much has the whole ordeal cost? Why was the ZZ Top lookalike hob nobbing around vertical expo last week in Farnborough? Much for bbc panorama to ponder when they finally get round to it. Maybe not the last bit though....
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It appears that an AOC granted at last.
https://www.wiltshireairambulance.co.uk/news
https://ocm.wiltshire.gov.uk/rwb/wil...esumes-flying/
https://www.wiltshireairambulance.co.uk/news
https://ocm.wiltshire.gov.uk/rwb/wil...esumes-flying/
Last edited by Cpt_Pugwash; 14th Nov 2019 at 14:29. Reason: Added link.
Doubtfull, they like many others that head up not just some Charities but also failing business hide behind the accountants, bankruptcy administrators and receivers while milking as much as possible for personal gain, and are still in charge when they emerge from chapter 11 bankruptcies! The regulators can’t keep up with the way monies are dispersed.
you may be being too harsh.
I understand [that having the money in the bank anyway] Wiltshire bought the airframe to help out the failing AOC holder on the assumption that the move would mean the AOC holder would therefore survive.
When the AOC holder still went to the wall they were faced will having to get their own AOC from cold or go to another AOC holder to take on the Bell 429 [which might have cost Wilts at least the same as getting their own].
as it turned out the technical problems at the time probably convinced them that all would be in place by the time the problems were resolved. Aviation rarely works that way
I understand [that having the money in the bank anyway] Wiltshire bought the airframe to help out the failing AOC holder on the assumption that the move would mean the AOC holder would therefore survive.
When the AOC holder still went to the wall they were faced will having to get their own AOC from cold or go to another AOC holder to take on the Bell 429 [which might have cost Wilts at least the same as getting their own].
as it turned out the technical problems at the time probably convinced them that all would be in place by the time the problems were resolved. Aviation rarely works that way
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Wiltshire Air Ambulance
From Private Eye 1511 (13 December(
Air ambulances
Wilting in Wilts
Wiltshire Air Ambulance service (WAA) is finally airborne again. But that's no thanks to the Civil Aviation Authority (CAA), whose bureaucracy kept its helicopter grounded for months - a delay that risked the lives of critically ill people. WAA, a self funding charity, has had a difficult year since Heli Charter, the company that held its crucial air operator certificate (AOC), ceased trading in January. WAA swiftly made contingency arrangements to use a back up helicopter belonging to Specialist Aviation Services, but ended that expensive temporary arrangement in August in the belief that getting the final go ahead to resume flying its own Bell 429 was by then a formality. Not so. While WAA had satisfied the CAA that it was competent to fly in its own right - a qualified pilot and management structure were in place - the authority dragged its feet on two other crucial matters. The first was signing off on "continual airworthiness" - ensuring processes were in place for the helicopter to be properly maintained, even though WAA had submitted the necessary paperwork in March. The second, bizarrely, related to consumer protection, despite WAA being a charity and not a commercial operation. Interference by CAA's airline licensing consumer and markets group held everything up as it became swamped by fallout from the Thomas Cook collapse and the demands of Brexit. As CAA dithered, WAA was forced to spend extra money funding two rapid response cars. Although manned by paramedics with the same skills and equipment, delays proved critical. Road journeys to casualty units took up to an hour, whereas a helicopter can fly anywhere in Wiltshire in around ten minutes. Sometimes neighbouring air ambulance services helped out, but an inside source told the Eye the prolonged lack of its own helicopter at WAA "cost lives", though they could not say how many and in what circumstances. A bland statement from the CAA ignored all the Eye's questions about the causes of the delay and the failure to prioritise a lifeline service. "We liaised with Wiltshire Air Ambulance Trust during the application process and, on several occasions, needed to ask them for additional information to support their original application. The process is now complete, and the company has its AOC," it said. WAA finally resumed flying in November. It has now made a formal complaint to the CAA, and told the Eye it was constantly passed from pillar to post, unable to deal with the same official. "It's impossible to calculate how many times we tried chasing them up," a spokesman said. WAA chief executive David Philpott said that the CAA constantly complained of being "too busy". "Our point was that all the time we're not flying, lives are at risk," he said. "We have made our anger known".
Air ambulances
Wilting in Wilts
Wiltshire Air Ambulance service (WAA) is finally airborne again. But that's no thanks to the Civil Aviation Authority (CAA), whose bureaucracy kept its helicopter grounded for months - a delay that risked the lives of critically ill people. WAA, a self funding charity, has had a difficult year since Heli Charter, the company that held its crucial air operator certificate (AOC), ceased trading in January. WAA swiftly made contingency arrangements to use a back up helicopter belonging to Specialist Aviation Services, but ended that expensive temporary arrangement in August in the belief that getting the final go ahead to resume flying its own Bell 429 was by then a formality. Not so. While WAA had satisfied the CAA that it was competent to fly in its own right - a qualified pilot and management structure were in place - the authority dragged its feet on two other crucial matters. The first was signing off on "continual airworthiness" - ensuring processes were in place for the helicopter to be properly maintained, even though WAA had submitted the necessary paperwork in March. The second, bizarrely, related to consumer protection, despite WAA being a charity and not a commercial operation. Interference by CAA's airline licensing consumer and markets group held everything up as it became swamped by fallout from the Thomas Cook collapse and the demands of Brexit. As CAA dithered, WAA was forced to spend extra money funding two rapid response cars. Although manned by paramedics with the same skills and equipment, delays proved critical. Road journeys to casualty units took up to an hour, whereas a helicopter can fly anywhere in Wiltshire in around ten minutes. Sometimes neighbouring air ambulance services helped out, but an inside source told the Eye the prolonged lack of its own helicopter at WAA "cost lives", though they could not say how many and in what circumstances. A bland statement from the CAA ignored all the Eye's questions about the causes of the delay and the failure to prioritise a lifeline service. "We liaised with Wiltshire Air Ambulance Trust during the application process and, on several occasions, needed to ask them for additional information to support their original application. The process is now complete, and the company has its AOC," it said. WAA finally resumed flying in November. It has now made a formal complaint to the CAA, and told the Eye it was constantly passed from pillar to post, unable to deal with the same official. "It's impossible to calculate how many times we tried chasing them up," a spokesman said. WAA chief executive David Philpott said that the CAA constantly complained of being "too busy". "Our point was that all the time we're not flying, lives are at risk," he said. "We have made our anger known".
Why do WAA think they should be able to jump the queue just because they are a ‘life saving’ charity. A question that you would want an answer to if you were affected by the TC fall out.
For all the negative parts of the CAA it must be said they are a top class regulator always with the passengers interest at the forefront and I expect they are trying hard to prevent the AA theatre of flying becoming like it is in the U.S.
It’s great to see the AA’s expanding in both numbers and capabilities but with a number of different providers now in the UK the regulator will be working hard to ensure high standards are maintained throughout the companies.
For all the negative parts of the CAA it must be said they are a top class regulator always with the passengers interest at the forefront and I expect they are trying hard to prevent the AA theatre of flying becoming like it is in the U.S.
It’s great to see the AA’s expanding in both numbers and capabilities but with a number of different providers now in the UK the regulator will be working hard to ensure high standards are maintained throughout the companies.
From Private Eye 1511 (13 December(
Air ambulances
Wilting in Wilts
Wiltshire Air Ambulance service (WAA) is finally airborne again. But that's no thanks to the Civil Aviation Authority (CAA), whose bureaucracy kept its helicopter grounded for months - a delay that risked the lives of critically ill people. WAA, a self funding charity, has had a difficult year since Heli Charter, the company that held its crucial air operator certificate (AOC), ceased trading in January. WAA swiftly made contingency arrangements to use a back up helicopter belonging to Specialist Aviation Services, but ended that expensive temporary arrangement in August in the belief that getting the final go ahead to resume flying its own Bell 429 was by then a formality. Not so. While WAA had satisfied the CAA that it was competent to fly in its own right - a qualified pilot and management structure were in place - the authority dragged its feet on two other crucial matters. The first was signing off on "continual airworthiness" - ensuring processes were in place for the helicopter to be properly maintained, even though WAA had submitted the necessary paperwork in March. The second, bizarrely, related to consumer protection, despite WAA being a charity and not a commercial operation. Interference by CAA's airline licensing consumer and markets group held everything up as it became swamped by fallout from the Thomas Cook collapse and the demands of Brexit. As CAA dithered, WAA was forced to spend extra money funding two rapid response cars. Although manned by paramedics with the same skills and equipment, delays proved critical. Road journeys to casualty units took up to an hour, whereas a helicopter can fly anywhere in Wiltshire in around ten minutes. Sometimes neighbouring air ambulance services helped out, but an inside source told the Eye the prolonged lack of its own helicopter at WAA "cost lives", though they could not say how many and in what circumstances. A bland statement from the CAA ignored all the Eye's questions about the causes of the delay and the failure to prioritise a lifeline service. "We liaised with Wiltshire Air Ambulance Trust during the application process and, on several occasions, needed to ask them for additional information to support their original application. The process is now complete, and the company has its AOC," it said. WAA finally resumed flying in November. It has now made a formal complaint to the CAA, and told the Eye it was constantly passed from pillar to post, unable to deal with the same official. "It's impossible to calculate how many times we tried chasing them up," a spokesman said. WAA chief executive David Philpott said that the CAA constantly complained of being "too busy". "Our point was that all the time we're not flying, lives are at risk," he said. "We have made our anger known".
Air ambulances
Wilting in Wilts
Wiltshire Air Ambulance service (WAA) is finally airborne again. But that's no thanks to the Civil Aviation Authority (CAA), whose bureaucracy kept its helicopter grounded for months - a delay that risked the lives of critically ill people. WAA, a self funding charity, has had a difficult year since Heli Charter, the company that held its crucial air operator certificate (AOC), ceased trading in January. WAA swiftly made contingency arrangements to use a back up helicopter belonging to Specialist Aviation Services, but ended that expensive temporary arrangement in August in the belief that getting the final go ahead to resume flying its own Bell 429 was by then a formality. Not so. While WAA had satisfied the CAA that it was competent to fly in its own right - a qualified pilot and management structure were in place - the authority dragged its feet on two other crucial matters. The first was signing off on "continual airworthiness" - ensuring processes were in place for the helicopter to be properly maintained, even though WAA had submitted the necessary paperwork in March. The second, bizarrely, related to consumer protection, despite WAA being a charity and not a commercial operation. Interference by CAA's airline licensing consumer and markets group held everything up as it became swamped by fallout from the Thomas Cook collapse and the demands of Brexit. As CAA dithered, WAA was forced to spend extra money funding two rapid response cars. Although manned by paramedics with the same skills and equipment, delays proved critical. Road journeys to casualty units took up to an hour, whereas a helicopter can fly anywhere in Wiltshire in around ten minutes. Sometimes neighbouring air ambulance services helped out, but an inside source told the Eye the prolonged lack of its own helicopter at WAA "cost lives", though they could not say how many and in what circumstances. A bland statement from the CAA ignored all the Eye's questions about the causes of the delay and the failure to prioritise a lifeline service. "We liaised with Wiltshire Air Ambulance Trust during the application process and, on several occasions, needed to ask them for additional information to support their original application. The process is now complete, and the company has its AOC," it said. WAA finally resumed flying in November. It has now made a formal complaint to the CAA, and told the Eye it was constantly passed from pillar to post, unable to deal with the same official. "It's impossible to calculate how many times we tried chasing them up," a spokesman said. WAA chief executive David Philpott said that the CAA constantly complained of being "too busy". "Our point was that all the time we're not flying, lives are at risk," he said. "We have made our anger known".
Well... Whatever their operational challenges it's clear to see that WAA's PR department is operating at full speed (or should that be full spin!?)
Good deflection!
And the quote ‘The second, bizarrely, related to consumer protection, despite WAA being a charity and not a commercial operation’.
Surely this quote shows the inexperience of the originator as the regulator will want to afford a casualty the same level of protection as a fare paying passenger in terms of standards.
Surely this quote shows the inexperience of the originator as the regulator will want to afford a casualty the same level of protection as a fare paying passenger in terms of standards.
“For all the negative parts of the CAA it must be said they are a top class regulator” ...........
Hilarious !!!! Where are you living ???!!!! They are a totally ineffectual bunch of bureaucrats intent on putting the final nail into the GA coffin . Why do you think 90% of private helicopter owners do not operate within the aoc rules ?? Why are 90% of all revenue single engine flights non aoc ?? I am now waiting for months on end to get my 505 onto an aoc and I am expecting it to be short lived !!
“For all the negative parts of the CAA it must be said they are a top class regulator” ...........
Hilarious !!!! Where are you living ???!!!! They are a totally ineffectual bunch of bureaucrats intent on putting the final nail into the GA coffin . Why do you think 90% of private helicopter owners do not operate within the aoc rules ?? Why are 90% of all revenue single engine flights non aoc ?? I am now waiting for months on end to get my 505 onto an aoc and I am expecting it to be short lived !!
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Why do you think 90% of private helicopter owners do not operate within the aoc rules ??
Shy .... as we all know ANY flight can be a “ private” flight !! In fact there is almost no need for anyone to have an aoc other than for random ad hoc charters .
Most people that charter do so more than once so are perfectly able to buy a block of hours and do all their flights as private flights and thereby opening up the ability to fly into Battersea for instance in a non float equipped single . I don’t know any operator who specifically does not want to have an aoc .... they just find it impossible to operate as a small company, maybe with one aircraft, with one !!! My prediction years ago of no small companies having their single on an aoc has almost arrived. I’m going to give it another go , having tried before , but I am not hopeful as 90% of my business is likely to be lease .
The future for most pilots I know is all freelance and not on aoc .
Most people that charter do so more than once so are perfectly able to buy a block of hours and do all their flights as private flights and thereby opening up the ability to fly into Battersea for instance in a non float equipped single . I don’t know any operator who specifically does not want to have an aoc .... they just find it impossible to operate as a small company, maybe with one aircraft, with one !!! My prediction years ago of no small companies having their single on an aoc has almost arrived. I’m going to give it another go , having tried before , but I am not hopeful as 90% of my business is likely to be lease .
The future for most pilots I know is all freelance and not on aoc .
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I don’t know any operator who specifically does not want to have an aoc
The CAA is a part of the civil service. Some of its employees are jolly nice people but the oganisation is bureaucratic, expensive and has no mandate to support or help aviation. IMHO the worst aspect is its refusal to change even when it admits its facts are outdated.
Having worked an AOC for medical use I am well aware the CAA considers the patient to be a fare paying passenger, but it has no interest in them otherwise and increases their risk by some of its intransigence.
So no I wouldnt agree they are a top class regulator. Indeed I dont see how you can judge a monopoly. That said the company involved seems to have burnt through money. I am well known for my views that a fundamental part of the NHS should be funded by the NHS and audited to ensure it is necessary and provides value for money - an analysis that needs to be regularly repeated as medicine and the country's ability to pay changes. However, whilst this suboptimal charitable basis continues without any audit or oversight of efficacy it is important that the trustees and management are held to account. They are of course welcome to respond.
Having worked an AOC for medical use I am well aware the CAA considers the patient to be a fare paying passenger, but it has no interest in them otherwise and increases their risk by some of its intransigence.
So no I wouldnt agree they are a top class regulator. Indeed I dont see how you can judge a monopoly. That said the company involved seems to have burnt through money. I am well known for my views that a fundamental part of the NHS should be funded by the NHS and audited to ensure it is necessary and provides value for money - an analysis that needs to be regularly repeated as medicine and the country's ability to pay changes. However, whilst this suboptimal charitable basis continues without any audit or oversight of efficacy it is important that the trustees and management are held to account. They are of course welcome to respond.