Missing accident report.
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Missing accident report.
Can anyone out there please explain the following 2 links please?
https://www.gov.uk/aaib-reports/s3-2...oe-21-may-2013
https://www.gov.uk/aaib-reports/s3-2...oe-24-may-2013
Why the same episode 3 days apart?
And even more worrying is the 2nd anniversary of this accident is approaching, yet there is no sign of a final AAIB Accident Report which would disseminate the safety lessons learned fron the accident.
We expect this sort of lassitude from 3rd world administrations, but not from dear old "Blighty"!
From my last enquiry I got the impression the AAIB had finished their work, but still no publication.
https://www.gov.uk/aaib-reports/s3-2...oe-21-may-2013
https://www.gov.uk/aaib-reports/s3-2...oe-24-may-2013
Why the same episode 3 days apart?
And even more worrying is the 2nd anniversary of this accident is approaching, yet there is no sign of a final AAIB Accident Report which would disseminate the safety lessons learned fron the accident.
We expect this sort of lassitude from 3rd world administrations, but not from dear old "Blighty"!
From my last enquiry I got the impression the AAIB had finished their work, but still no publication.
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At least they published something, unlike the IAA/ENAC from what ? nearly 7 years ago.
http://aviation-safety.net/database/...?id=20081110-0
http://www.avherald.com/h?article=40fc7579&opt=0
I guess I just "dreamed" it happened, otherwise the inflight magazine couldn't possibly continue to boast of the "unblemished safety record" to this day.
http://aviation-safety.net/database/...?id=20081110-0
http://www.avherald.com/h?article=40fc7579&opt=0
I guess I just "dreamed" it happened, otherwise the inflight magazine couldn't possibly continue to boast of the "unblemished safety record" to this day.
Last edited by captplaystation; 22nd May 2015 at 22:31.
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@BARKINGMAD
In just one week after the incident, AAIB determined and published:
- What happened (inboard and outboard engine cowls on both engines detached, causing damage including loss of hydraulics and right engine fire)
- Where it happened (on the runway during take-off run)
- Why it happened (fan cowl doors were left unlatched)
- When the mistake was made (during a maintenance check the previous night)
- Who made mistakes (the maintenance crew for failing to follow published procedures; the flight crew for failing to adequately perform exterior checks)
They described the history of similar incidents in the past, and even managed to find photographic evidence of the unlatched engine cowls on the accident aircraft taken prior to pushback.
AND they issued a safety recommendation 2013-011 on visual checks to assure the position of the fan cowl door latches.
What more do you want, exactly?
In just one week after the incident, AAIB determined and published:
- What happened (inboard and outboard engine cowls on both engines detached, causing damage including loss of hydraulics and right engine fire)
- Where it happened (on the runway during take-off run)
- Why it happened (fan cowl doors were left unlatched)
- When the mistake was made (during a maintenance check the previous night)
- Who made mistakes (the maintenance crew for failing to follow published procedures; the flight crew for failing to adequately perform exterior checks)
They described the history of similar incidents in the past, and even managed to find photographic evidence of the unlatched engine cowls on the accident aircraft taken prior to pushback.
AND they issued a safety recommendation 2013-011 on visual checks to assure the position of the fan cowl door latches.
What more do you want, exactly?
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Peekay4
I presume you refer to the Special Bulletin published as a preliminary report on this accident?
I am questioning the delayed release of the Air Accident Investigation Formal Report which one would expect to give the FULL circumstances concerned with this ACCIDENT.
The event clearly qualifies as an Aircraft Accident under the current UK Gov website definition, but 2 years after the event the aviation community has not got the full picture of what led to this accident and the handling of the event.
Therefore the professional aviation community is being negatively affected by the non-availability of such a FULL report, the learning from which is supposed to improve flight safety worldwide.
So I reiterate my original question in brief: Where is the formal report and why is it delayed?
I presume you refer to the Special Bulletin published as a preliminary report on this accident?
I am questioning the delayed release of the Air Accident Investigation Formal Report which one would expect to give the FULL circumstances concerned with this ACCIDENT.
The event clearly qualifies as an Aircraft Accident under the current UK Gov website definition, but 2 years after the event the aviation community has not got the full picture of what led to this accident and the handling of the event.
Therefore the professional aviation community is being negatively affected by the non-availability of such a FULL report, the learning from which is supposed to improve flight safety worldwide.
So I reiterate my original question in brief: Where is the formal report and why is it delayed?
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T 78. Answers from me as follows:
Q1. I have already and they say their bit completed months ago, the report is presumably with the company concerned.
Q2.They are not necessarily published when AAIB have finished. The protocol allows for their findings to be passed for possible comment by the Captain concerned and anyone else who may be affected.
Q3. I have not set any nominal timescale, nor am I inclined to nor do I have such right. However, I note with interest the FULL report on the NIL AIRCRAFT DAMAGE accident to G-OBMM which occurred on 23rd Feb 1995 was sent to Secretary of State for Transport signed on 26th June 1996.
It is also my understanding there are internationally agreed time limits for interim, then update reports of airline serious events/accidents, said limits quoted in connection with the Asian Airbus apparent deep stall into the sea accident last year.
There are sufficient disturbing aspects to the EUOE accident which merit the lessons learned being speedily passed on to the aviation community, so the holdup on this particular event bodes ill for those who are currently sitting on it.
Also I can easily see that if it was one of the lo-co's delaying the final report release, then the vultures would be making much more noise about the (non)issue of the document.
Q1. I have already and they say their bit completed months ago, the report is presumably with the company concerned.
Q2.They are not necessarily published when AAIB have finished. The protocol allows for their findings to be passed for possible comment by the Captain concerned and anyone else who may be affected.
Q3. I have not set any nominal timescale, nor am I inclined to nor do I have such right. However, I note with interest the FULL report on the NIL AIRCRAFT DAMAGE accident to G-OBMM which occurred on 23rd Feb 1995 was sent to Secretary of State for Transport signed on 26th June 1996.
It is also my understanding there are internationally agreed time limits for interim, then update reports of airline serious events/accidents, said limits quoted in connection with the Asian Airbus apparent deep stall into the sea accident last year.
There are sufficient disturbing aspects to the EUOE accident which merit the lessons learned being speedily passed on to the aviation community, so the holdup on this particular event bodes ill for those who are currently sitting on it.
Also I can easily see that if it was one of the lo-co's delaying the final report release, then the vultures would be making much more noise about the (non)issue of the document.
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Fair enough.
You're right to point out that other agencies are involved, although by 'written' I really meant 'all due process complete'.
Nonetheless, I would hope that the AAIB would have issued further interim reports if additional safety-related recommendations had become clear.
You're right to point out that other agencies are involved, although by 'written' I really meant 'all due process complete'.
Nonetheless, I would hope that the AAIB would have issued further interim reports if additional safety-related recommendations had become clear.
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Difficult reports, where individuals are in the firing line can take some time to become final. Getting the balance between an individual's responsibility, behaviour and performance balanced with that of the organisation around them is very difficult. It's not just a matter of "look harder" or "do your job properly" because over the years we have learnt that apparently simple failures can be the symptoms of enormous and previously unknown failures behind the scenes. This report will be released when it's ready.
