Commercially inconvenient ... in aviation? Never!
From OKC:
“Now it's a purely personal observation, but it never ceases to amaze me how a new B737-800, with 27K thrust engines, can be so evidently outperformed by some of the other (did someone say, 'decrepit' ?! ) aircraft types that are often used for ops into / out of Kabul... or perhaps it's that some airlines and / or some pilots simply choose to ignore certain 'commercially inconvenient' safety regulations?!
Of course, maybe those who object to flydubai rigorously enforcing the safety requirements might, in the future, choose to fly with those those other 'more flexible' airlines, as they'd then always be assured of arriving at the same time as their baggage; one way or another?!”
Thanks. Another personal observation:
The performance for some operators (“flexible airlines” and cowboy outfits) with older (“decrepid?”) aircraft types operating into OAKB/KBL and OAIX/OAI in particular could be attributed to the following:
1. Airport Analysis provider – surprising and significant differences do arise when comparing results. Especially for take - off performance, the minimum EFFRA and any special OEI procedures make a big difference.
2. NAA oversight, audit, inspection and checks – when was the last time flying into any Afghanistan or Iraq (or many other Kiln Clause LSW617F destinations for that matter) did you have a base visit, Flight Ops Inspector on the jumpseat, or a ramp check on arrival/turnaround? NAA FOIs for whatever reason seem incredibly reluctant to fly to these exotic destinations! What if any RPM dispensation/difference/deviation has been approved? How interested and concerned are the UAE GCAA for local outfits and the Afghan MoTCA in KBL (even with the slow wip capacity building, support and assistance of FAA, ICAO, ISAF etc.)?
3. Other audits/checks – how credible, reliable and detailed are the other audits conducted by IOSA, UNHAS, KBR, charter companies etc.?
4. Insurance – Is the broker, underwriter, reinsurer etc. interested in anything other than the war risk premium?
5. Operator safety management and compliance culture …
Without lessons being learnt, sometimes things have to get worse before they get better. "Tick the box safety" is not always sufficient; another hull loss or two, maybe with some VIPs on board, might be just enough to focus the minds, avoid the inshallah effect, and jolt us all from the general prevailing complacency or profit motive where applicable. Very glad to learn that a nascent and hybrid LCC like FZ/FDB is not allowed to, or is not voluntarily going down the “cowboy” route in cowboy territory!
Good luck, happy take offs and landings, and diversions. If you can’t be safe, then be bloody careful!