Did Investigation Board Hire based on......
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Join Date: Nov 2004
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Did Investigation Board Hire based on......
things other than competence?
Watch this video and ask yourself how an accident report could be so incompetent.
Watch this video and ask yourself how an accident report could be so incompetent.
Thread Starter
Join Date: Nov 2004
Location: Here, there, and everywhere
Posts: 1,132
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Maybe hiring policies instead. Then you see the outcome. A danger to aviation. Imagine a technically difficult investigation for an airliner with global implications.
I remember reading an excellent South African accident report from a decade ago.
Hire the best for the job. Anything else is dangerous.
Why should the report be of higher quality than the management of that flight? It seems like a perfect match. Shoddy flight planning vs shoddy accident reporting.
Pegase Driver
Well, this was not a commercial airliner flight. it is and SEP. VFR, no serious injuries. , even in my area you would not assign more than one person to the case, and probably junior. But such a botched report is interesting , knowing a bit Africa ( at least the French speaking part) I would look into the family ties of the pilot to maybe explain the conclusions. . 
Drain Bamaged
Notwithstanding this useless "accident report" How this guy managed to get his license in the first place!?
How on hell he thought that would be a good idea to tie down open a door on a strut? How anyone thought that would be a good idea?
I'm baffled
How on hell he thought that would be a good idea to tie down open a door on a strut? How anyone thought that would be a good idea?
I'm baffled
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Yeah, I really wondered when I saw what appeared to be the door open in the earlier portion of the video, no way could a pax hold it that far open! Density altitude was a factor, but the flight would have been safely doable, if the door was closed, or off! If that pilot wasn't "listening" to the airplane performance during the takeoff, he needs a lot more instruction! It may be hopeless at this point in his flying career!
As for the report, yeah, the investigator missed some vital facts to make the report of any use. But, as said, airplane wrecked, but no one hurt (points to Cessna cabin strength, yet again!) low resource applied to the investigation. But, someone in the investigation department should have at least given it a good proof read, for the sake of the image of the office! I have commented a number draft reports over the years, and usually pick up something worth a revision to the report. Once, I, and another colleague commented an error, the investigator did not fix it. The final report was issued, with the error, and the investigation board was required to revise and reissue the report with the error corrected - a little embarrassing, considering two of us have pointed it out before the report was released!
As for the 172, I would use 10 flap for any and every takeoff. It may lift off at the speed it's ready (I don't "rotate" a 172!), but I will be allowing it to accelerate to Vy, as soon as safely possible. If it's not lifting off on its own by 55 - 60 knots, I'll be considering an abort, and if I can't accelerate to Vy when I want to, I'll be thinking to act appropriately on an emergency situation.
As for the report, yeah, the investigator missed some vital facts to make the report of any use. But, as said, airplane wrecked, but no one hurt (points to Cessna cabin strength, yet again!) low resource applied to the investigation. But, someone in the investigation department should have at least given it a good proof read, for the sake of the image of the office! I have commented a number draft reports over the years, and usually pick up something worth a revision to the report. Once, I, and another colleague commented an error, the investigator did not fix it. The final report was issued, with the error, and the investigation board was required to revise and reissue the report with the error corrected - a little embarrassing, considering two of us have pointed it out before the report was released!
As for the 172, I would use 10 flap for any and every takeoff. It may lift off at the speed it's ready (I don't "rotate" a 172!), but I will be allowing it to accelerate to Vy, as soon as safely possible. If it's not lifting off on its own by 55 - 60 knots, I'll be considering an abort, and if I can't accelerate to Vy when I want to, I'll be thinking to act appropriately on an emergency situation.
How this guy managed to get his license in the first place!?
How on hell he thought that would be a good idea to tie down open a door on a strut? How anyone thought that would be a good idea?
I think you're too gentle, a prosecution for criminal endangerment is needed here!
- report: https://caasanwebsitestorage.blob.co...port/10233.pdf
- video: in YT search for: nen9ZNZo2h4 (in case you've still trouble using this link/clip from the opening post)
