When a pilot suffers a tailstrike, there can be MANY factors in play, ranging from pilot error through technical problems right through to weather or runway / strip conditions.

When a mover drives a piece of GSE into an aircraft, there is only ONE factor in play - STUPIDITY.

Now if he'd said "NAVIGATOR controlling an Atlas" that WOULD have been an oxymoron.:E

Might be taking it to the Officers Mess to burn it.

But Navigators don't drive.

That' s why they sit at the back...:sad:

MOG

Shouldn't discussions about GHE accidents be posted in the "Stepdrivers and tea drinkers" forum? :confused:

BTW, Maybe they should get a longer undercarriage or a tailwheel for dat pilot.

Shouldn't your post be in the 'complaints about posts that are in the military forum but shouldn't be' forum.

;)

Somewhat ironic that the only pics I have found of this are on the Movers site.
To their credit, no sign of any childish banter whatsoever, just some "at least they can't blame us this time" comments.

[QUOTE=ProfessionalStudent;3060523] I'm sure that we'll now have a great deal more sympathy with the movers next time we're stuck in some toilet or other waiting for the aircraft to be fixed post a Muppet driving another set of steps into it.]
Seems the muppets were having to wait for the muppet that signed for the jet in this case.

:)
For Flyboy007
Last TriStar tailscrape was probably 1997 to EI-COL as a result of a lbs/kgs cockup that required quite a bit of extra pitch on finals

I would suspect tha last "rash" was considerably later than that


Doc C

The mover brought the freightdoor down on the high loader, the pilot brought Timmy down at max land weight, at night, at a unfamiliar airfield. Same result, damaged Aircraft. One avoidable, one an incident waiting to happen. Both bad judgement. A brave crew have moved Timmy to be fixed under great pressure from above. Last tail strike I have read of, the pressure bulkhead was damaged. :ugh: Will it be fixed properly? We'll see.

Left or right seat landing?

Anyone know?

Considering where the 'injured' Timmy is now, I doubt it. :mad:

Here's the evidence that our lords and masters require to prove that our AT fleet is overstretched.

Not enough airframes with the right kit=same airframes being hammered in and out of theatres
Not enough airframes for training=crews deploying/flying into theatres without the right work-up sorties
Not enough airframes for currencies=crews barely legal for the jobs the are expected to do
Not enough aircrew=same guys/gals rotating through dets - lowest average is 5 months away per year in high -tempo operational theatres for some fleets=fatigue
Inexperienced leadership=poor decisions by the chain of command who don't understand the problems of the coal face
Poor government policies=involvement in conflicts that continue to stretch our underfunded and undermanned services
Useless procurement and servicing programmes=airframes being extended past their out of service dates, airframes carrying fatigue problems and over-priced, ineffective replacement platforms that are always late and arrive without the right equipment.

Night landing in a heavy aircraft at an unfamiliar airfield in a hostile environment? Not easy - incidents happen, it's called OPERATIONAL RISK!

Now, a muppet driving into the airframe at his peacetime UK base with only the pressure of making his tea-break on time=UNACCEPTABLE!

Give the guys a break - they're working hard on minimum turn-rounds, flying a dwindling, aged and over-strteched AT fleet.

19 August 2003
http://www.caa.co.uk/docs/33/factor200447.pdf
Turned out to be avionics defect.

Ref reply #29, excuse my ignorance but where's the Movers site?

When did 'Marge' do her TriStar course? Seems to be quite opinionated.

Antiques - Give the Movers a break. "No pressure in Uk apart from making their tea break". If only...... Sometimes lots of pressure in UK to load the frame which was finally made serviceable very late to ETD and warning of "If we don't meet the chock time we will lose our Dip Clearance and it will be a 24 hour delay and 260+ Pax to placate!!" Absolutely no pressure then?
Roll on 2012....

Lots to go on here.

Driver Airframe dinks a jet as reported above, will there be a Human Factors element to the enquiry? Some comments with regard to stretch, minimum quals etc (also above somewhere) should give rise to concerns about the wider implications.

Mover dinks jet, again there should be an enquiry which should also take HF into account - how long on shift, trained, supervised, briefed etc etc etc.

Its the baddies job to dink the jets - not ours. (paraphrased from CAS HF brief).

'We' are now working our people harder, for longer periods, under greater pressure - both intrinsic (self imposed) and extrinsic (imposed by others) - than we have for many years. The risks we run are assessed and should be accepted at an appropriate level. Is once a year often enough to 'sign' for orders?

Should we not be looking for solutions and remedies rather than blame and disgruntlement?

Lets not do the enemies job for them.

What fun, watching the 'elite' of the British aviation military slag each other off in public.

More please. :hmm: