All GF B767's indefinitely grounded!!!!!!

[Sinbad1]

Who's Responsible??????????????

Some of you might know this very well and some of you might not.
When an aircraft comes to the hangar especially for a heavy check, the first thing the operator tells the maintenance organisation and the hangar chief to his engineers "We need to get this out (airplane) as quickly as possible". Or when the aircraft is on the line "we do not want to have a delay". Pressure from day one. It is not only operators but MROs, engineers and quality assurance department are all guilty. The system relies on each other. Ultimately the decision lies on how much b lls does the supervisor engineer have to not cave in to the pressure. After decades in this industry I don't get pushed easily and I don't hesitate in grounding an aircraft when ever I think it is appropriate to do so. I sleep very well every night. We can all set a standard or not. It is our choice to do the right thing by the operators and the passengers no matter what position we hold. The Civil Aviation Auth are the biggest hypocrites of all. They come up with all fancy courses such as Human factor and so forth but in reality they overlook if the flight crew scheduling is in compliance with the human factor acceptable level or not, or whether the engineering staff are actually sufficient to maintain the amount of aircraft they are handling. The only time the CAA take note when there is smoke at the end of the runway.
My question is, how was this corrosion found this time?? What is the period between the corrosion discovery and the last C check?? Was it known before?? and what actions have been taken to rectify it?? Was the repair, if any, carried out as per Boeing SRM or the corrosion cleaned up as per the Boeing CPCP program? or any other Structural Dev Engineer recommendation?? If the extent of the corrosion is way beyond the limit a few months back, who made the decision to release the aircraft and sign the CRS?? If I was in Quality of GF or the CAA, I assure you heads would roll. My advice to GF engineering, quality assurance dept and airline management (ops) is to sit down and work out serious auditing procedures in the hangar as well as constant surveillance during the hangar check. If the aircraft has gone for C check abroad, then the liaison engineer that accompanied the aircraft abroad should have his bu tt kicked if he knew anything about this. He may not realise it, but he cost a lot of people their jobs and the airline a lot of losses.I do not have to work for GF to care about this issue.This is serious because I or my family, or my friends would use GF to fly in the future.

Please please please stop arguing and taunting each other and go back to the 767.