nothing to do with NZALPA insisting that their senior pilots all have a turn at this perk flight?
Of course it was the airlines fault. Who was charged with the responsibility of running a safe airline, certainly not the NZALPA.
What were the bargaining chips the NZALPA held over the airline to force it to bend to their will? Sorry, your excuse is a cop out.
Aha!!!! So Gordon Vette in his book "Impact Erebus" on page 49 is talking an "absurdity" when he states
He probably either did not understand their reasons or else he would have been surprised that they had the radar switched into surveillance mode, which, even though it has blind spots overhead, would allow them to monitor his initial approach and probably allow him to come below MSA on approach.
The controllers were expecting the aircraft to come down the sound, in which case the aircraft would have been picked up. No one had told the controllers that the plan they held which covered the previous 14 months had changed. I wish you'd read the report in its entirety rather than banging continuously on about the airlines supposedly "safe" VMC letdown, which it wasn't, safe that is.
prospector, I've come to the conclusion that (A) you worked, or those close to you, worked in the airlines upper echelons, or perhaps the nav dept (B) communicating with you is a complete waste of time as you have absolutely no comprehension of what is written.
The name Dale Whitthoft, age 33, won’t mean anything to anybody here. Married with two daughters aged 3 and 1 years, and a work colleague who lived 1K away from us, decided to get back to work early, as he was the project engineer working on a big project. Left the wife and kids behind so they could enjoy a holiday.
He caught American 191 (DC-10) which dropped the number one engine onto the runway during take off. A short cut had been taken during an engine change in order to cut man hours required, and hence cost. Damage was done to the airframe in the process, initiating the engine failure.
The crew were climbing out with a perfectly flyable aircraft, and being in excess (172kt) of the engine out speed (V2 153kt), slowed the aircraft to the speed mandated by SOP, whereupon the left wing stalled (159kt)because of retracted leading edge devices on that wing, brought about by damage to the hydraulics. The aircraft hit the ground with 112° of bank and 21° nose down pitch. All 273 died.
So whose fault, for those who love to apportion blame?
The aircrew? They had a perfectly flyable aircraft.
Framer might like to comment here, the crew supposedly being the gate keepers for everyone elses mistakes.
The person who designed the LE slat mechanism? (note: it couldn’t happen on a Boeing so I’m told, because they are mechanically latched when open, whereas the DC-10 relied on hydraulic pressure to keep them open)
The person who designed the engine out SOP? If they hadn’t slowed the aircraft they could have just done a circuit and landed.
The guy who planned and put into place the man hour saving procedure?
The people who actually did the engine change?