Big question was asked recently, I must confess the answer required very little head-scratching and muttering. Are "we" going to tolerate an internal ATSB 'peer' review of the ATSB reporting of Pel-Air ditching?
The short answer is no way. When you get right down into it the questions raised by Sarcs (above) which barely scratch the surface, it becomes clear, we cannot. For starters, the 'terms of reference' have been prescribed by one of the three ATSB 'executive' who have the most skin in the game; that, standing alone, is enough reason for doubt. Given the exposure of both CASA and ATSB 'disingenuous obfuscation' during the AAI inquiry, supported by the narrow ToR which restricted the TSBC review; even working toward a 'balance of probability' outcome, it becomes apparent that the 'fix', if not overtly in, may be reasonably expected to be finessed into play.
Karen Casey v Pel Air is due for a hearing in February: if for no reason other than ensuring the deck is not stacked before this aberration gets to the court steps; any inquiry which impinges or is even remotely connected with Pel-Air
MUST be seen as being completely free of any possible outside influence or 'clever' manipulation. It is a national disgrace that even someone in rude health must face such an ordeal in court for simply being an innocent, working aircrew member; let alone someone who has lived through five hellish full years of mental anguish and physical pain. If there must be a court hearing, it is up to the aviation community and the parliamentary 'friends of aviation' to ensure, at very least, that the playing field is a level one.
The Senate AAI team should be begged, (coerced, bribed, bullied or pleaded with) to oversight the 'new' investigation into the incident. It is imperative that the ATSB and CASA actions, subsequent to the event are examined to define as clearly as possible what transpired between the incident occurring and the now penultimate report being published.
The following definitions are from ICAO and NTSB:
International Civil Aviation Organization (ICAO) and National Transportation Safety Board (NTSB) definitions are included below for reference.
Accident
ICAO defines an “accident” as follows:
Accident. An occurrence associated with the operation of an aircraft which, in the case of a manned aircraft, takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the aircraft is ready to move with the purpose of flight until such time as it comes to rest at the end of the flight and the primary propulsion system is shut down, in which:
A) A person is fatally or seriously injured as a result of:
■ Being in the aircraft, or
■ Direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or
■ Direct exposure to jet blast,
except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew, or
B) The aircraft sustains damage or structural failure which:
■ Adversely affects the structural strength, performance, or flight characteristics of the aircraft, and
■ Would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to a single engine, (including its cowlings or accessories), to propellers, wingtips, antennas, probes, vanes, tires, brakes, wheels, fairings, panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes), or for minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird strike (including holes in the radome).
C) The aircraft is missing or is completely inaccessible.
NTSB defines an “aircraft accident” as follows:
Aircraft accident means an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage. For purposes of this part, the definition of “aircraft accident” includes “unmanned aircraft accident,” as defined in 49 C.F.R. 830.2.
Serious Injury
ICAO defines “serious injury” as follows:
Serious Injury. An injury that is sustained by a person in an accident and which:
A) Requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or
B) Results in a fracture of any bone (except simple fractures of fingers, toes or nose); or
C) Involves lacerations that cause severe hemorrhage, nerve, muscle, or tendon damage; or
D) Involves injury to any internal organ; or
E) Involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface; or
F) Involves verified exposure to infectious substances or injurious radiation.
NTSB defines “serious injury” as follows:
Serious injury means any injury that
1) Requires hospitalization for more than 48 hours, commencing within 7 days from the date the injury was received;
2) Results in a fracture of any bone (except simple fractures of fingers, toes, or nose);
3) Causes severe hemorrhages, nerve, muscle, or tendon damage;
4) Involves any internal organ; or
5) Involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface.
Substantial Damage
NTSB defines “substantial damage” as follows:
Substantial damage means damage or failure that adversely affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component. Engine failure or damage limited to an engine if only one engine fails or is damaged, bent fairings or cowling, dented skin, small puncture holes in the skin or fabric, ground damage to rotor or propeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips are not considered “substantial damage” for the purpose of this part.
ICAO does not define the term “substantial damage.”
I have 'borrowed' the PAIN Zippy account to provide a download link for the latest offering from Boeing, it provides a world class example of 'how to' set about the task of safety analysis; compare it to CAIR 09/03, the "Chambers' report and the Pel Air report. Then ask yourself – what type of report are we, the industry, going to allow one of our own to go into a court hearing with.
Boeing-
HERE – from Zippy only click the
to avoid spam.
If you cared enough to draft and provide submission to both the Senate inquiry and Forsyth review' or, are concerned about the quality and integrity of the Australian national aviation safety systems, to send a short email, to the Senator of choice, requesting that 'they' continue the task which began with Pel-Air and finish the job. You know it needs doing, and doing right.
Selah..