----- Original Message -----
From: "Ian McPhee" <[EMAIL PROTECTED]>
To: "Discussion of issues relating to Soaring in Australia."
<aus-soaring@lists.internode.on.net>
Sent: Saturday, December 24, 2005 1:01 AM
Subject: Re: [Aus-soaring] accident investigation
Actually when involved with verifying on a comp day where most pilots outland the last 3 minutes
of pilots flight before the outlanding can be very interesting. I am surprized others have not
noticed some of the "interesting decision making" which shows up with a number of pilots. The data
is all there.
I thought comps had a safety officer to discuss these things. Are they ever discussed at the next
day's safety briefing? (I have never been to a competition.)
PeterS
Unfortunately in some of the more serious accidents the logger back-up battery has jumped out and
thus data lost. For the past 8 years when I see a Old Cambridge Model 20 in for service I have
added a minor mod to help the battery stay in place - The newer loggers no longer have back up
batteries so I guess they may be more reliable in a crash.
Ian McPhee (skype macca304)
Box 657
Byron Bay NSW 2481 Australia
Tel +61(0)2 66847642 mob +61(0)428847642
[EMAIL PROTECTED]
----- Original Message -----
From: "Mark Newton" <[EMAIL PROTECTED]>
To: "Discussion of issues relating to Soaring in Australia."
<aus-soaring@lists.internode.on.net>
Sent: Friday, December 23, 2005 2:24 PM
Subject: Re: [Aus-soaring] accident investigation
Peter Stephenson wrote:
With the advent of FLARM and with it's datarecorder capability, all flights
will be recorded in the future. I am sure there is software that could be
developed where in a program like SeeYou, it will tell the supervising (L2)
instructor that the pilot has dropped below say 800' above ground level and
has not landed. This would be flagged and the pilot asked to please
explain.
<deep intake of breath>
Holy crap, Peter, that's one of the worst ideas I've heard since I
started flying.
We have an entire system based on PILOT responsibility, where the
PILOT has command of the aircraft, the PILOT makes operational
decisions, and the PILOT is accountable for the effects of those
decisions.
Your suggestion totally undermines that; It removes command responsibility
from the pilot and vests it in the L2 instructor. It puts a babysitter
in the pilot's cockpit, and it severely undermines any reason the pilot would
have for thinking that they were trusted to make their own decisions.
I'd resign as an instructor before accepting that kind of responsibility.
Pretty sure I wouldn't be the only one.
This sounds like a big brother suggestion but may save lives and prevent
accidents.
So would shouting "STOP!!" immediately before the "All out" signal
is given during every single launch.
Safety is a compromise. We'll never get perfect safety, and there
will always be other things we could do which "may save lives and
prevent accidents," but that doesn't mean we should do all of them.
There simply *MUST* be a cost/benefit analysis performed to work out
which ideas have merit and which ideas do more harm than good. Anything
done in the name of safety should have a strong safety case to back
it up.
Personally I'd rather see the "supervising (L2) instructor" have less
responsibility, not more. The idea that a L2 instructor is even remotely
capable of "supervising" a flight is bizarre (particularly for cross-country
flight), yet the L2 instructor at the launching airfield is notionally
"responsible" for the flight anyway. Our training system should be geared
towards providing pilots with Independent Operator endorsements, and holders
of Independent Operator endorsements ought to be fully responsible for
their own conduct *even if* there's a L2 instructor on-field.
- mark
--------------------------------------------------------------------
I tried an internal modem, [EMAIL PROTECTED]
but it hurt when I walked. Mark Newton
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