I have been involved in a similar incident to the BNE C441 taxi incident.
Dark night, fogged windscreen, poor taxiway markings, fatigue and oodles of commercial pressure resulted in a slightly bent prop.
The Conquest incident was unfolding in an all too familiar fashion (It appears Kap M may have guided the situation back into more reasonable ground). I have listed several points that spring to mind,
1. She did not leave the taxi way on purpose.
2. The Conquest had a known problem regarding the defog system.
3. Was she aware of this problem? Did the operator pass this information on to her? Was it in the MR.
4. Would sacking her have resolved the situation or prevented such incidents in the future.
5. Was any consideration given to improving cockpit design, addressing flight and duty limitations, modifying SOP’s or is it . . . .
6. . . . just easier to blame the pilot / engineer / traffic controller etc.
These indiscretions generally do not occur in isolation.
Also, Kap M referred to an incident where “she had cooked an engine” prior to the taxi incident. Does the TPE331 in the Conquest have SRL computers, auto SPR or something similar that prevents an overtemp during start? It’s a long time since I operated the garrets on Metro III/MU2/G1000.