paulmahony

Dear Simon, Thankyou for the invitation to have lunch. I will endeavour to try and make a rendevous during one of my infrequent visits to the UK. Just out of interest, I myself was not at the Pie & Peas bash in 2009 and so I am unable to answer your remark that Mike Sylvester completed his exam paper in pencil. Maybe whoever invigilated his exam did not have any pens to hand although it does state on the Answer Sheet that it should be completed in ink. However, as long as the answer sheet was completed and signed, this would have been sent back to the BHPA Office for marking - whether in pen or pencil. I don't quite see your connection between your allegation that BHPA ratings seem to be given away with scant regard and Mike doing his exam in pencil? As for you wondering why you might ask a BHPA CFI to come and be an examiner on one of your instructor courses, I would have thought that obvious if you wanted to maintain a completely independent validation to your courses by someone who has current training licences - both CAA & BHPA. As an ex-BMAA instructor, I know from personal experience that we were never independently examined nor have ever been revalidated. And your other 'examiner' (who, incidentally, I prevented from bring uncertified wings to the National Champoinships for pilots to demo) was 'asked' to leave the BHPA some years ago. Hypothetically, if any of your instructors had an accident / incident whereupon the AAIB or Police (and the BHPA - as we have an MOU with the AAIB to undertake the investigation of serious PG/ HG & PPG accidents) were called in to investigate, don't you think that one of the first things to be examined would be the qualifications of the people who "signed off" the aforementioned instructors. I know the parents of the badly injured - or possibly dead - pilot would be more than interested - as would their lawyers. And may I just answer "garyfreefly's" rather cryptic post about the need to have a good look out before committing any manover (sic) especially when flying with others low along a beach. Gary is, of course, alluding to the incident in 2001 (which can be seen on the Colonel Basir's Flying Circus DVD) whereupon I executed a sharp left turn into the path of another pilot causing him to land at the water's edge. May I say that I wholeheartedly agree with your observation Gary and I put my hands up in admitting that it was gross pilot error on my part. However, could I just draw your attention to the ANO's Collision Avoidance Rules (Rule 17) - which SW has even put on this website for everyone to read - in that "it is forbidden to formate on another pilot or fly in close formation with another pilot unless both Aircraft Commanders have agreed to do so." The other pilot, Mr Bailey, closely formated on me without prior consent and will be the first to admit therefore, that both pilots were equally to blame on the incident. I hope you teach that one in your Air Law lectures, too, Gary. Kind regards to all, Paul Mahony

Dear Simon, As the BHPA's most senior Paramotor Instructor, CFI and examiner and as I am also on the BHPA's Flight Safety Committee as the Paramotor Member, I am a tad disturbed and disappointed that you should be telling your membership things which are simply not true. I have access to the database of all BHPA Members including the Alternative Entry Members - indeed; I have probably signed up more than most. I can assure you that absolutely no-one just does 50 hours, sits a paper exam and is then given a BHPA Paramotor rating. The BHPA has never given anything away in the off-hand manner which you suggest and I would ask you to either prove that point or formally retract that statement. There is a written down procedure for Alternative Entry into the BHPA from the BHPA Technical Manual that is followed and it is followed religiously so that the Members' insurance interests and reputation of the BHPA remains intact. The actual practical assessment carries far more weight than someone presenting 50 hours in a log book and passing a multiple choice exam. I have had many pilots from so-called independent schools either hiring my kit or asking for Alternative Entry, and I am appalled by their lack of both basic theory and practical skills. Clearly, things are not being taught very well in these schools. Furthermore, BHPA SPHG ratings are awarded to fully rounded "Pilots" who have achieved that status - not simply individuals who have learnt to fly a paramotor. I would also be very interested to see proof of how your PPG1 rating is of a higher standard than a BHPA SPHG Pilot (Power) rating. In fact, many pilots who have come from 'alternative schools' and submitted themselves for Alternative Entry into the BHPA regrettably had to be told that their practical and theory knowledge was woefully short of the mark. Many, for instance, have never been correctly told by their instructors about the fundamental cause of carb icing and the correct procedures in dealing with it believing it to be due to cold temperatures and not due to the moisture content of the air and that closing the throttle is the corrective action. These candidates are usually given some theory tuition and practical hints and tips on how to improve their flying skills before being re-assessed. Interestingly, there are only about two or three BHPA instructors able to award a BHPA Alternative Entry to a pilot. I have done quite a few and have carried this out at fly-ins. More than likely, I have seen the candidate before or he is known personally to me or I have already carried out the practical assessment. Therefore, only the log book evidence and sitting the written exam was required. Are you suggesting I, or any other BHPA Instructor, gives a BHPA SPHG rating away simply to 'grab numbers'? Have you any evidence that we are de-valuing our entire training structure? I think you are very sadly mistaken. In fact, we have recently run a BHPA Paramotor Instructors' Course in which 10 Independent / ex-BMAA paramotor instructors voluntarily presented themselves on a 7 day course to become BHPA Paramotor CFI's / Schools. They all worked very hard and paid a lot of money to undertake the course but when they saw the standard that had to be reached in their practical, theoretical and administration knowledge, most clearly realised that they still had some way to go. Therefore, no full Senior Instructor / CFI-ships were awarded although there were a few Instructor, Coach and Senior Coach licences attained. More importantly, further training and facilities have been instigated to help them all 'jump through the necessary extra hoops' and raise their standards. I have every confidence that they shall all achieve their goals. Interestingly, they all said how much they had learned during the week and that they never realised there was so much involved in becoming a BHPA instructor. I find it quite interesting that you have never asked any BHPA Senior Instructor or Examiner to come and independently examine your Instructor Courses. I offer my services if you should wish to do so in the future. After all, I have known paramotor qualifications awarded to me by a CAA-recognised National Association, I run a full time BHPA School, I am a CAA flying Instructor and have a reputation that, I believe, will withstand scrutiny. As with Piers, I am also an ex-BMAA Paramotor Instructor. In the meantime, although it is your forum and I am a staunch supporter of free speech, may I ask you kindly to refrain from posting things which are untrue and damaging? I am always available by 'phone or email should you wish to find out exactly what the facts are 'from the horses mouth' as it were. Thank you. Paul Mahony BHPA CFI BHPA FSC Paramotor Member. CAA Flying Instructor France: +33 699 574 933 UK: +44 (0)7791 029472