I asked yesterday: Science before or after the CAA climbdown? The questions remain unanswered.
How have manufacturers/operators/regulators arrived at these values:
<200 = absolutely safe
200-2000 = safe but needs inspection
>2000 = unsafe?
How do operators know if they have flown through patches/pockets of ash at 200-2000 (which should trigger the special inspection regime "before and after each flight") when aircraft are not equipped with onboard sensors?
And today...
what have operators done to comply to CAA’s "Revised Airspace Guidance" requiring airlines to:
· conduct their own risk assessment and develop operational procedures to address any remaining risks;
· put in place an intensive maintenance ash damage inspection before and after each flight; and
· report any ash related incidents to a reporting scheme run by the CAA?
Finally, a self-quotation also from yesterday:
As any coal-miner will tell you: silicosis is diagnosed only after your lungs are bleeding, when you have already begun to cough and splutter, and loose your breath until your legs give way...