[Peetwo]

Dictatorial Dichotomy.

"The reasons outlined for the decision by Angel Flight to maintain its current policy of giving priority to private flights where possible do not address the evidence on which the recommendation was made," Hood states in the letter.

So, ‘do as I say – not as I do’, is still a valid safety management directive then.

This latest missive from Hood to Angel Flight is a remarkable example of the terminal arrogance our so called ‘safety agencies’ display. Consider; with about 5 minutes of starting through my own small data base, I can cite over 100 recommendations made by various Senate Inquiry, International audit and Coroners. There’s more, but the idea of wasting an hour producing a list would not advance the cause.

ATSB aided and abetted by CASA have treated the last Senate Inquiry recommendations as ‘opinion’ and ‘suggestion’. Which, standing alone is bad enough, when one considers that those ‘recommendations’ were made based on rock solid evidence provided by considered, expert research and study of fact. What makes the Hood chest beating appear more bizarre is the ATSB ‘statistics’ used to arrive at their conclusion.

Aleck - '"..Our objective here is not to specifically address what caused those two accidents; it's to address what kinds of things can cause incidents and accidents of this kind. We're being prospective. If we were to wait for sufficiently robust data to support an evidence based decision for every individual decision we took in this space, we would have to wait for a dozen or more accidents to occur..."

The fatal accident rate for the past 30 years involving Visual Flight pilots persisting into Instrument conditions has been remarkably consistent. Only two of the many Loss of Control (LoC) accidents have been attributable to Angel Flight (AF) arranged transport. 

How was AF supposed to prevent the Mount Gambier accident? The pilot elected to depart from home base and proceed through weather which was clearly suitable only for instrument flight. Once landed at Gambier, it was a pilot decision to continue; NOT AF's, this despite the rules, regulations, common sense and AF ‘recommendations’ and other options.

Since then there have recently been two ‘similar’ fatal LoC accidents to add to the historical pile. Neither ATSB or CASA have attempted to address ‘this’ recurring statistic. I must say that ‘travel by RPT’ is hardly a solution. Yet in the national media, Hood and his two best boys seem to feel that brow beating AF into becoming a travel agency is an acceptable solution to a chronic ailment. Bollocks.

If it weren’t so serious it would be hilarious. There are better solutions available, much, much better. A reasonable man could be forgiven for expecting that two very expensive ‘safety agencies’ could come up with a ‘better’ solution to a known killer than ‘put ‘em on a jet’, using ‘cock-eyed’ data to support one of the most fatuous, inutile ‘recommendations’ ever made. AF should simply play the ATSB/CASA game card and reply in kind. “Thank you for your considered opinion, we will consider it and respond at some time in the future”.


Beyond reason, beyond help and beneath contempt.

Toot – toot.

 This fits - Ruddles in reply to LMH... 

Richard RUDD • 20 hours ago

Like CAsA, ATSB will no be bested in any argument,,they will have the last word, regardless of the logic.

Does not the Hooded Canary understand that..

1..many remote towns these days have neither RPT services, and any Charter operator is long gone.(Thanks CAsA)
2. And the road accident statistics make a joke of his call ..RPT may be safer, but with no Angel Flight, going by road is not safer, and from remote regions long and tiring.

Time to prick the Can'tberra bubble !!


Read more at http://www.australianflying.com.au/the-l...HBoJyQ7.99

Hmm...speaking of strange dichotomies...(reference Oz article yesterday)

Helicopter crash pilot was not qualified to fly after dark: ATSB



A warbird helicopter that crashed into the sea off Port Stephens in September, killing all five people on board, plunged more than 3000 feet in under 30 seconds after striking severe weather.

The Australian Transport Safety Bureau has released its preliminary report on the crash of the Bell UH-1H helicopter flown by David Kerr, who held private and commercial helicopter pilots’ licences but was not qualified to fly after dark.

The flight set off from Archerfield Airport in Brisbane at about 2.30pm on September 6, bound for Bankstown in Sydney after a stop at Coffs Harbour to refuel.

Mr Kerr was accompanied by two friends, Jamie Ogden and Grant Kuhnemann, and Sydney couple Jocelyn Villanueva and Gregory Miller, who were believed to be interested in buying a share of the helicopter.

According to the ATSB report, the pilot requested to operate between 3000 and 3500 feet in the coastal visual flight rules (VFR) lane near Anna Bay.

When the Williamtown Tower controller checked on the pilot after a drop to 2700 feet, Mr Kerr reported a sudden wind gust affecting the helicopter’s altitude.

“The pilot also commented on the turbulent conditions that were being experienced,” the ATSB report said. “The controller acknowledged the conditions and made a further offer of assistance should the pilot require it.”

Shortly afterwards the helicopter made a left turn to the south, heading further offshore and out of the coastal VFR lane but maintaining its altitude.

About 90 seconds later, the aircraft was seen to be making a rapidly descending left turn, plummeting from 3400 feet to under 500 feet in just 22 seconds.

Subsequent attempts by the controller to contact the pilot were unsuccessful. The time was 6.13pm, and last light in the area was reported as 6.01pm, but visibility is likely to have been reduced by bad weather.

The next day, sightings of possible helicopter debris were reported but poor conditions made search and rescue efforts too hazardous and it was not until September 26 that the wreckage field was located. Along with human remains, a large section of tailboom was recovered for further examination.

The ATSB report said the investigation would focus on weather conditions and pre-flight preparations, the pilot’s qualifications, experience and medical history, recorded flight data and any aircraft details.

Australian Warbirds Association CEO Mark Awad said it was very disappointing to read the pilot was flying outside of the parameters of his qualifications.

“We advocate that pilots operate within their qualifications and approvals and anyone operating an aircraft that is not suitably equipped for the conditions and/or they’re not qualified is asking for trouble,” Mr Awad said.

  
Anyone else spot the dichotomy when compared to the ATSB Angel Flight persecution??