Mr. "Zuckerman": how about the ATR crash at Roselawn, IN?
Our "guardians" at the FAA were aware of some loss of control problems concerning at least one or two European ATR-42s, but they ignored the entire issue of icing certification-until the crash. How does the FAA hear about problems onboard a foreign-registered plane thousands (hundreds) of miles from the US, when it is also certificated for operation by a US carrier? Is the foreign authority where a plane is manufactured, such as the French DGAC, German BL** or whatever, required to somehow notify each agency in every country where the plane operates? Or does the local aviation authority force the manufacturer to tell the foreigh authorities? If a Twin Otter were to crash in the jungles of New Guinea due to a design defect, would (i.e.) Transport Canada notify every other authority which certified the Canadian plane?
As for the fairly recent requirement-for the first time in US civil aviation history-for reserve crews to be given designated rest periods within consecutive days in which a crewmember is ALWAYS available for an almost immediate duty period, this happened ONLY because of dead civilian passengers on the MD-80 in Little Rock. The long duty period of both pilots became publicized. If it had been a cargo plane, as with the Connie Kallitta crew at NAS G'mo Bay, Cuba years ago (the DC-8 cartwheeled), then there might still be no RAP and required rest period (8 consecutive hours [with no calls from the company]in each 24) for crews on reserve/standby for six days in a row etc.
After THAT crash, the NTSB, for the FIRST TIME in US civil aviation history, claimed that crew fatigue was the primary cause! If they had pointed to fatigue many years ago, what would have been the abrasive result from the FAA??
Last edited by Ignition Override; 26th Jan 2004 at 13:25.