Salute!
Good grief, Okie, that was crude. Anyway,
The stop and think and examine what everyone's job and procedures are is good thing. I have the feeling that this disaster is already being seen as some type of maintenance factor, but not necessarily for the local crew and wrenchbenders, rather some systemic problem, much like the Challenger loss.
I was at two groundings that were not due to crew problems or the local maintenance. Both were design problems.
The modified Rolls Spey motor in the Sluf was "re-inforced" to endure gees that the commercial applications would never see. Well, the mod wasn't lubricated enuf and the "sleeve" around the main compressor/turnbine shaft would come unglued. Not a good thing in a single engine plane.
The power supply design for the Viper FLCS did not allw for uncommanded EPU operation, and the doggone thing would crank out more volts than the computers could handle. The damned things ( computers) shut down!! No computers, so end over end and eject once below 3 or 4 gees.
During our groundings, all of us used the time to think and suggest and anticipate.
At least one Herc driver here has pointed out a possible factor leading to uncommanded prop reversal, so without a new design, then maybe a better pre-flight check or routine scheduled maintenance procedure might help.
Gums sends...