Last month's diatribe from 'Herr Führer' was another in a long line of 'das Memo' giving more 'spinnen'. A fellow flat lander down the road was asked about the latest 'Herr Führer' proclammation and was quoted as saying;
“An amazing piece of violation and distortion of the truth. But the bottom line is .... no change, back to the good old days. Buzz controls the thugs Woody and ‘Oh weird one’ while 'Herr Führer'keeps the new Luftwaffe T&C man "compliant". The outcome is actually worse than the situation was last week. All the crooks are back in their seats. Don't let anyone bring safety matters to the attention of the crooks because the result will be blocked promotion, sneaky dismissal etc. Revolting really...”.
That Horn Island incident seems to be taking a long time to investigate or is that normal? The memo did indicate that it had been downgraded but it shouldn't be as there have been several similar incidents that weren't reported, even internally. The experience levels of flight crew are dropping and they lack currency and there is no bona fide T&C system, it is all just Check and Chop. While we keep loosing experienced drivers there will be more and more of these Horn Island incidents so please Mr ATSB get on with your investigation and don't let it become a political football.
Again Ben is spot on with his questioning; 'where was the regulator in all this'? The regulator hole in the now mouldy bit of 'orange cancerous cheese', is just passed over, almost accepted as a given these days.....sheesh.....me...TICK...TOCK!
With a report pending, there is a heightened risk with this mob, of it happening again! We believe this incident highlights the deficiencies of the C&T system (or should I say the check and chop system).
By the Bureau sitting on their hands while CASA strike a dodgy deal with the Furher is so totally against your principals Mr ATSB. So please release this report, it is important to affect a change.
'where was the regulator in all this'? The regulator hole in the now mouldy bit of 'orange cancerous cheese', is just passed over, almost accepted as a given these days.....sheesh.....me...TICK...TOCK!
Me thinks it was Norwegian Cheese, they never thought the unthinkable could happen , but it did.
The holes will line up it is inevitable, then the rats in the regulator will run for cover.
The HID incident was just one in a long list of similar events dating back to not long before this company's inception, the ownly difference being that it was the first incident to be properly reported by a responsible Captain and crew....and that is the quandary that the bureau, regulator and company now find themselves in!
However that doesn't excuse not releasing the final report for what should be a relatively simple investigation...
Probably has greater implications for the Essendon incident as that was conducted by a Check Pilot, who it would appear has operated the aircraft in direct contravention to the AFOM:
In 1995, a runway excursion incident involving a
Dornier 328-100 occurred in London. The UK Air
Accident Investigation Branch conducted an
investigation into that incident and found that due
to the aircraft being held in a more nose-up attitude
than normal, the nose wheel steering system did
not engage, resulting in the crew being unable to
maintain directional control.
The AAIB issued a safety recommendation to
AvCraft, the Dornier 328 type certificate holder, to
produce guidance to all Dornier 328 operators
regarding post-touchdown elevator handling and
the implications of the nose leg weight-on-wheels
switch not being activated. This has since been
incorporated in the Dornier 328-100 Airplane
The full report can be found by following this link:
the organisations safety system and check and
the organisation is assessing the introduction of
What they fail to mention is that the external advisor is a mate of 'Herr Führer' and that Simulator training is about to become mandatory for this category of aircraft.
The safety message has a few clangers also:
This incident highlights the need for utilising correct
handling techniques. It is also essential that pilots
are taught precise methods for operating the
aircraft and that these techniques are reinforced
through ongoing mentoring, re-currency training
and proficiency testing.
Subtle deviations from approved handling methods
can have significant implications with other
operating systems and may have an impact on the
overall handling of the aircraft
"utilising correct handling techniques": Not sure if 'stick shaker climbs' or 'timing main wheels elevated' while demonstrating x-wind technique (unless your a test pilot) would qualify.
"these techniques are reinforced through ongoing mentoring, re-currency training and proficiency testing.": Mentoring is a bit of a joke and the re-currency training, well recurrency maybe, but the training forget it, however the proficiency testing is spot on as it is a classic 'check and chop' system!
There is a lot to learn from this incident but unfortunately those who should be taking notice have got the blinkers and earmuffs firmly positioned!