Dreamliner preflight error, ground and tech crew?
to be in the aircraft, taking off - needs to check that important things such as probes have been individually looked at and checked.
The pilot walk-around should be the one that catches any mistakes such as probe covers being left on.
The pilot walk-around should be the one that catches any mistakes such as probe covers being left on.
Everyone's life could have been made easier by having the 'Remove Before Flight' sticker a little more obvious rather than being covered up by yellow tape. Defeats the purpose of the tape if you can't read it.
Last edited by neville_nobody; 30th May 2022 at 10:25.
Was one of those airlines with astronaut sort of training standards, you know that place in which everyone fails a command course, the bar is set in a far away galaxy. I’m sure many know which one I’m talking about. Thank god I got another offer and left pronto.
Er.....
OK then ports/probes, my bad, but they should all be checked, no?
. During the post-flight inspection, engineering identified that all 4 engine fan cowl static ports were covered with tape...........What the ATSB found
The ATSB found that tape covering the 4 fan cowl static ports was not removed by engineering,
The ATSB found that tape covering the 4 fan cowl static ports was not removed by engineering,
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Bit like the Malaysian A330, engineer fails to remove items, however post that we do have multiple layers of responsibility from others to try and pickup on these issues post that. Do not rely on ground operators to pickup on these things, it's a bonus if they do,
I don't believe the Roo has engineers dispatching flights from the stand anymore, however whoever conducted the preflight here, I assume SO, failed miserably
I don't believe the Roo has engineers dispatching flights from the stand anymore, however whoever conducted the preflight here, I assume SO, failed miserably
Essentially, the engineer who carried out and/or supervised the jobcard failed. Whoever carried out the Daily check failed. Whoever carried out the the EDTO pre-flight/transit check failed. The operating crew member who did the walk round failed. Whoever carried out the final ground walk round failed. The only defence for all this is that around the time of the incident the industry was at reduced manpower and workload levels so there was a lot of "de-skilling" and knowledge fade in the system, and in general, parking and re-activating aircraft in a normal line maintenance environment is not a common procedure. Luckily it was not a primary air data system.
How much retraining did the crew member (perhaps SO) get after their 18 months driving Uber? Were preflights discussed at all?
Maybe they were a bit distracted and stressed by the loss of income and time spent in quarantine.
Maybe they were a bit distracted and stressed by the loss of income and time spent in quarantine.
As an Engineer - it is not "a bonus" if we pick these things up, it is our job!
One of the best Captains I ever flew with once quipped "You're not just lookin' for the **** that's not there, you're lookin' for the **** that shouldn't be and that includes lookin' for the stuff that's on the ground when it should be on the jet!"
you mean the REMOVE BEFORE FLIGHT text that is printed on the bright red tape, secured with bright yellow tape, stuck on an all white engine cowl?
or does boeing require too many thing's to be taped up leading to potential errors like this?
or does boeing require too many thing's to be taped up leading to potential errors like this?
There have been a few fatal jet accidents due to tape left on ports of passenger jets and missed in the walk around. This is piloting 101...no excuse. Overseas aviation authorities would be out for blood looking to see if the pilot was distracted/on phone etc...and if so, farewell career. Wonder if this one will survive the axe and how CASA/QF will handle it.
There have been a few fatal jet accidents due to tape left on ports of passenger jets and missed in the walk around. This is piloting 101...no excuse. Overseas aviation authorities would be out for blood looking to see if the pilot was distracted/on phone etc...and if so, farewell career. Wonder if this one will survive the axe and how CASA/QF will handle it.
Just culture does not excuse negligence.
There have been a few fatal jet accidents due to tape left on ports of passenger jets and missed in the walk around. This is piloting 101...no excuse. Overseas aviation authorities would be out for blood looking to see if the pilot was distracted/on phone etc...and if so, farewell career. Wonder if this one will survive the axe and how CASA/QF will handle it.
And by the way, that’s why places that adopt that approach are much more likely to have accidents, because they don’t accept that every mistake is a possible learning experience, not a sacking experience.
I've worked in countries that are punitive in their approach, not ‘Just’, and I have seen what it does to the safety culture. Not good.
For all the armchair experts let me explain some things for you.
Pitot probes have proper Boeing covers with flags that have "Remove before flight"
All the static probes, engines, fuselages and vertical stabiliser do not have Boeing covers.
In this instance they are covered with clear plastic film that is open at the bottom to allow condensation to drain, This plastic film is held in place with the yellow tape.
The yellow tape in question is a 3M product which is the correct spec as per Boeing for covering static ports. There is also some red/white barber pole tape that is applied as well as the "flag"
If the aircraft is covered like this it is because the aircraft is being parked for more than 24 hours. There are specific job cards for carrying out the parking tasks. They are some of the most poorly written and amended cards I have ever used.
There is also a card to remove the covers/tape etc. None of this is in the log book as it is covered by the job cards which are controlled in the electronic maintenance system.
So at the end of the day someone didn't remove them and signed for it. The task was certified without being checked and the flight crew missed it on the walk around.
With QF being in a state of flux for the past 2 years and managers doing anything but managing these events are happening. It isn't good for anyone. The 787 gear pins being left in 12 months ago also was put down to organisational change amongst other factors. It may seem to be a simple error, but nothing is ever simple. Those who work in this industry would understand it.
Pitot probes have proper Boeing covers with flags that have "Remove before flight"
All the static probes, engines, fuselages and vertical stabiliser do not have Boeing covers.
In this instance they are covered with clear plastic film that is open at the bottom to allow condensation to drain, This plastic film is held in place with the yellow tape.
The yellow tape in question is a 3M product which is the correct spec as per Boeing for covering static ports. There is also some red/white barber pole tape that is applied as well as the "flag"
If the aircraft is covered like this it is because the aircraft is being parked for more than 24 hours. There are specific job cards for carrying out the parking tasks. They are some of the most poorly written and amended cards I have ever used.
There is also a card to remove the covers/tape etc. None of this is in the log book as it is covered by the job cards which are controlled in the electronic maintenance system.
So at the end of the day someone didn't remove them and signed for it. The task was certified without being checked and the flight crew missed it on the walk around.
With QF being in a state of flux for the past 2 years and managers doing anything but managing these events are happening. It isn't good for anyone. The 787 gear pins being left in 12 months ago also was put down to organisational change amongst other factors. It may seem to be a simple error, but nothing is ever simple. Those who work in this industry would understand it.
There is also a card to remove the covers/tape etc. None of this is in the log book as it is covered by the job cards which are controlled in the electronic maintenance system.
So at the end of the day someone didn't remove them and signed for it. The task was certified without being checked and the flight crew missed it on the walk around.
If the aircraft is covered like this it is because the aircraft is being parked for more than 24 hours. There are specific job cards for carrying out the parking tasks. They are some of the most poorly written and amended cards I have ever used.
There is also a card to remove the covers/tape etc. None of this is in the log book as it is covered by the job cards which are controlled in the electronic maintenance system.
So at the end of the day someone didn't remove them and signed for it. The task was certified without being checked and the flight crew missed it on the walk around.
With QF being in a state of flux for the past 2 years and managers doing anything but managing these events are happening. It isn't good for anyone. The 787 gear pins being left in 12 months ago also was put down to organisational change amongst other factors. It may seem to be a simple error, but nothing is ever simple.
There is also a card to remove the covers/tape etc. None of this is in the log book as it is covered by the job cards which are controlled in the electronic maintenance system.
So at the end of the day someone didn't remove them and signed for it. The task was certified without being checked and the flight crew missed it on the walk around.
With QF being in a state of flux for the past 2 years and managers doing anything but managing these events are happening. It isn't good for anyone. The 787 gear pins being left in 12 months ago also was put down to organisational change amongst other factors. It may seem to be a simple error, but nothing is ever simple.
Pretty ordinary outcomes for an airline that is supposed to be better than ordinary.
Only half a speed-brake
Punching the X button over this repeatedly only can only achieve so much. What's next, punching the people?
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The only defence for all this is that around the time of the incident the industry was at reduced manpower and workload levels so there was a lot of "de-skilling" and knowledge fade in the system, and in general, parking and re-activating aircraft in a normal line maintenance environment is not a common procedure. Luckily it was not a primary air data system.
When you say "defence" I suspect you mean "contributing factor". Minor quibble, but the truth of the matter is that the risks associated with this period were easily identifiable and the extra planning, manpower and supervision required to prevent this regrettable incident should have been allocated by management, if they weren't so busy attacking their workforce's pay and conditions. And for that, there is no defence. Luckily, indeed, it was not a primary air data system. If it's like the 350, it's a very important part of the backup air data systems, tho'.