Risk mitigation.
TB – funny you bring the ‘penalty unit’ into consideration; just been fiddling with a chart which attempts to define the legal ‘risks’ associated with operating a routine ‘charter’ flight Be 200), a ‘Rex’ style RPT (Saab) and a ‘heavy’ public transport service (738). I’ve only been working on it when time and mood permitted; you need to be in the right frame of mind to tackle it, lest you go nuts.
Where it all gets really scary is when you bring in the AFM, SOP, OH&S, company ‘policy’ and the SMS. If I ever get it finished I’ll send you a copy, guaranteed to send you sleep with nightmares. As PIC, the sheer weight of government ‘legal’ obligation is overwhelming, then you must add to that total the ‘extraneous’ obligations which hang off or depend on those same regulations. Without labouring the point, taking out a flight is now at a stage where you almost must seek legal advice, before even signing on for duty.
Flight risk mitigation has not changed much; improvements brought about by accident and incident are, by and large, embraced by industry. But for every single improvement to in flight risk mitigation the ‘regulations’ have grown, on my current values, at a rate of 16 to one. That’s 16 ‘new’ rules from every accident which brought operational change. A classic example is the Civil Aviation Regulations; go back 30 years and find the ‘Regs’; then look at the ‘regulations as they stand today. It’s nuts, out of control and being promoted as a safety improvement. I may yet get an I-pad with a direct link to a lawyer; can I accept this landing clearance – the jet ahead looks a bit too close to me? Will a ‘go-around’ cost me my job? Flying ain’t that dangerous; it’s back on the ground where the real risks are found.
Toot - Downing – not waving - Toot.
TB – funny you bring the ‘penalty unit’ into consideration; just been fiddling with a chart which attempts to define the legal ‘risks’ associated with operating a routine ‘charter’ flight Be 200), a ‘Rex’ style RPT (Saab) and a ‘heavy’ public transport service (738). I’ve only been working on it when time and mood permitted; you need to be in the right frame of mind to tackle it, lest you go nuts.
Where it all gets really scary is when you bring in the AFM, SOP, OH&S, company ‘policy’ and the SMS. If I ever get it finished I’ll send you a copy, guaranteed to send you sleep with nightmares. As PIC, the sheer weight of government ‘legal’ obligation is overwhelming, then you must add to that total the ‘extraneous’ obligations which hang off or depend on those same regulations. Without labouring the point, taking out a flight is now at a stage where you almost must seek legal advice, before even signing on for duty.
Flight risk mitigation has not changed much; improvements brought about by accident and incident are, by and large, embraced by industry. But for every single improvement to in flight risk mitigation the ‘regulations’ have grown, on my current values, at a rate of 16 to one. That’s 16 ‘new’ rules from every accident which brought operational change. A classic example is the Civil Aviation Regulations; go back 30 years and find the ‘Regs’; then look at the ‘regulations as they stand today. It’s nuts, out of control and being promoted as a safety improvement. I may yet get an I-pad with a direct link to a lawyer; can I accept this landing clearance – the jet ahead looks a bit too close to me? Will a ‘go-around’ cost me my job? Flying ain’t that dangerous; it’s back on the ground where the real risks are found.
Toot - Downing – not waving - Toot.