Not totally wasted.
It could be opened up to ask why, so often, it is the pilot stuck in the middle of nowhere acting as the last line of defence. For example:
The last light mutt. Before things got to the 'chancy' stage, look at the choices available not just to the pilot. As the 'last line' of defence the mutt has two options and no choices: bust last light or spend a night somewhere else. Several questions there.
Who selected, scheduled and approved a non night rated pilot and/or aircraft on a job where there was a possibility of the service going over 'time' or, camping out. This is an operational control problem, not the mutts.
Same same for 'over weight', ops accept a job at a quoted price. Is the proposed service analysed for weight, payload, seasonal conditions, CFIT, pilot experience, aircraft suitability, OEI performance, etc. etc. No, then the mutt at the wheel is way out on limb. It's way too late at 05 dark o'clock to start sorting out the 6 passengers instead of 5 and the extra 80 Kg of gear, the alternate and no fuel at Kickinatinalong.
If operational control is not exercised when a job is contracted and the mutt is going to carry the can, this gets worse; especially when the mutt knows if it all turns to worms and stuffs up, the only thing waiting will be a DCM and perhaps a 'sit down' with the forces of darkness.
In GA the pressure on 'juniors' is not an excuse for the 'seniors' to shrug and count the days until a big shiny jet turns up. This is termed a 'normalised deficiency'. Easy to stop, stick together, all say no and if that don't work. Scream for the grown ups. Easy to sack one mutt, really hard to loose the whole circus.
Just my Sunday - $AUD 00.20
Last edited by Kharon; 26th Aug 2012 at 02:29.