Brindabella Woes...
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meanie,
Interesting opinions you have.
I've heard the clubbish cliché far more in the various airlines I've worked for over 10+ years, than in the whole 10 months I've ever been associated with an aero club!
What comes between neglect and
?
To play the devil's advocate, the pilot may have had a faulty fuel supply causing the engine to fail due to fuel starvation just as s/he was about to select gear down. Given that much light aircraft training, when I flew them, expected the 'trainee' to cope with the fault and continue towards the runway, poor old bloggs has gone pitch up, power up, dead foot dead engine, trouble shot, changed tanks and restarted the engine, all whilst turning inbound on the NDB approach.
With the relief of starting the engine, bloggs has forgotten the undercarriage and in a somewhat excited state, overlooks PUFF checks on short final.
I agree with you in as much as had bloggs a history of forgetting the gear, or done it on purpose to see what would happen, then there's no excuse and no sympathy. However, there is room for a lot of grey in this incident, as posted on this thread.
Without knowing the circumstances of the actual incident, it seems very hasty to call for dismissal.
I've heard the clubbish cliché far more in the various airlines I've worked for over 10+ years, than in the whole 10 months I've ever been associated with an aero club!
What comes between neglect and
a legit wheels up due mechanical probs
To play the devil's advocate, the pilot may have had a faulty fuel supply causing the engine to fail due to fuel starvation just as s/he was about to select gear down. Given that much light aircraft training, when I flew them, expected the 'trainee' to cope with the fault and continue towards the runway, poor old bloggs has gone pitch up, power up, dead foot dead engine, trouble shot, changed tanks and restarted the engine, all whilst turning inbound on the NDB approach.
With the relief of starting the engine, bloggs has forgotten the undercarriage and in a somewhat excited state, overlooks PUFF checks on short final.
I agree with you in as much as had bloggs a history of forgetting the gear, or done it on purpose to see what would happen, then there's no excuse and no sympathy. However, there is room for a lot of grey in this incident, as posted on this thread.
Without knowing the circumstances of the actual incident, it seems very hasty to call for dismissal.
meanest man,
Around 80% of aircraft accidents are caused by Human error. In the airline industry at least, there has been a concerted effort to identify and manage errors in order to promote saftey.
One vital part of this on going effort has been to recognise one simple truth:- PEOPLE MAKE MISTAKES! They always have and they always will.
To simply fire someone for making a mistake, even a serious one, is both counter productive and inane. You are assuming that you are getting rid of a "Bad egg" and replaceing them with a good one. What you are in fact doing is getting rid of someone who is a human being, and replaceing tham with ANOTHER human being just as prone to error.
The idea is to 1) accept that errors occur and 2) minimise them by putting systems in place to minimise them.
So to this case. Did the company have written checklists and insist on their use? Did it have a rigid saftey culture and checking system? Why didn't the Gear Warning Horn sound? (When I flew Navahos, the company modified them so they didn't go off till just above idle, 'cause it scared the passengers. No doubt a wheels up would have scared them more!!).
The pilot is like the goal keeper. He is the last line in the chain of saftey. For one error on his part to lead to an accident means there has been a chain of ommisions before it got to him, and simply sacking him is a form of the company denying it's responsibility to create an over all saftey culture.
Around 80% of aircraft accidents are caused by Human error. In the airline industry at least, there has been a concerted effort to identify and manage errors in order to promote saftey.
One vital part of this on going effort has been to recognise one simple truth:- PEOPLE MAKE MISTAKES! They always have and they always will.
To simply fire someone for making a mistake, even a serious one, is both counter productive and inane. You are assuming that you are getting rid of a "Bad egg" and replaceing them with a good one. What you are in fact doing is getting rid of someone who is a human being, and replaceing tham with ANOTHER human being just as prone to error.
The idea is to 1) accept that errors occur and 2) minimise them by putting systems in place to minimise them.
So to this case. Did the company have written checklists and insist on their use? Did it have a rigid saftey culture and checking system? Why didn't the Gear Warning Horn sound? (When I flew Navahos, the company modified them so they didn't go off till just above idle, 'cause it scared the passengers. No doubt a wheels up would have scared them more!!).
The pilot is like the goal keeper. He is the last line in the chain of saftey. For one error on his part to lead to an accident means there has been a chain of ommisions before it got to him, and simply sacking him is a form of the company denying it's responsibility to create an over all saftey culture.
Mini mean man - You seem to confirm that you have not been around to long.
I'm sure the Chieftain driver didn't go out to do it on purpose. If he did lets hang him.
I saw a well respected chief pilot lock his keys in his car one morning, totally out of character but if happened.
As the others have said " there is a lot grey that can contribute to the outcome". Don't hang him. Learn from it.
I'm sure the Chieftain driver didn't go out to do it on purpose. If he did lets hang him.
I saw a well respected chief pilot lock his keys in his car one morning, totally out of character but if happened.
As the others have said " there is a lot grey that can contribute to the outcome". Don't hang him. Learn from it.
PR,
Like I'm saying, I've worked for operators who didn't provide one or insist on it's use. Surley if that had led to a wheels up, it would have been a systemic as much as an individual problem?
Like I'm saying, I've worked for operators who didn't provide one or insist on it's use. Surley if that had led to a wheels up, it would have been a systemic as much as an individual problem?
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I was with a friend of the driver in question who rang him when he heard of the incident, to see if he was OK. The drivers words "I cocked up" and forgot to put the gear down. Yes, he was sacked.
I would be unhappy if someone did that to my aeroplane, but I don't think I would automatically sack him - depending on the circumstances I might ask some pretty pointed questions and require some remediation; dismissal for human error is a bit stiff.
I haven't done it yet, and do not plan to. Everytime something like this happens, we should use it as an education process for ourselves, no? Who else (apart from me) has become super sensitive about the dangers of dark night approaches since the Mt Gambier CFIT? Live and learn - "You have to learn from others mistakes; you will never live long enough to make them all yourself".
I would be unhappy if someone did that to my aeroplane, but I don't think I would automatically sack him - depending on the circumstances I might ask some pretty pointed questions and require some remediation; dismissal for human error is a bit stiff.
I haven't done it yet, and do not plan to. Everytime something like this happens, we should use it as an education process for ourselves, no? Who else (apart from me) has become super sensitive about the dangers of dark night approaches since the Mt Gambier CFIT? Live and learn - "You have to learn from others mistakes; you will never live long enough to make them all yourself".
All is not what it seems aswell. Word is that after the accident the pilot was asked by his CP what had happened to which he replied the gear collapsed on landing..
The CP left the room the give the pilot time to think, came back in and answered to which the pilot replied the same response. At that point he was given the sore nose.
YOU JUST CANT LIE ABOUT SOMETHING LIKE THAT.. especially not in a chieftain
The CP left the room the give the pilot time to think, came back in and answered to which the pilot replied the same response. At that point he was given the sore nose.
YOU JUST CANT LIE ABOUT SOMETHING LIKE THAT.. especially not in a chieftain
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Bula, that is complete horse****. The pilot in question has been refreshingly and completely honest about what happened. He is about as straight a shooter as I have ever met. I am yet to hear him make any excuses about the incident to anyone I know who has spoken to him.
There was no 'sore nose'. There was some aggressive activity on behalf of an individual. I think we can all understand the temptation to be aggressive if someone pranged our aircraft. However the fact that we don't get aggresive with someone who has just had an accident and who could be injured or at least in shock is what separates us from our four legged friends.
There was no 'sore nose'. There was some aggressive activity on behalf of an individual. I think we can all understand the temptation to be aggressive if someone pranged our aircraft. However the fact that we don't get aggresive with someone who has just had an accident and who could be injured or at least in shock is what separates us from our four legged friends.
A lot of emotion occasional reason and, predictably, immarurity above.
To deny that it could and would ever happen to you is the most arrogant and foolhardy approach you as a pilot can make. "I will never make mistakes."
Humans are human, and in the heat of the moment due to whatever reason, gear may get missed.
That is why there are checklists/mnemonics for downwind. And another one for 300 feetish.
Having said that, there may be circumstances where a fatigued or otherwise attention impaired pilot may inadvertantly omit to conduct the above checklists.
That is why they put in a gear warning horn! There would not be many pilots who have not have a gear warning horn go off at some stage. I will put up my hand a couple of renewals back, assy go-around from 500 feet gear and flap up, then decending to maintain a 300 foot circuit, assy, got the performance right got it around, lined up on final, happy going to make it, pull the power lever back, beep beep beep.
damn, gear down. It is not hard to get distracted.
Which brings me on to wizofoz who makes an excellent point regarding resetting gear horn activation. A piston engine aircraft I used to fly had the gear horn set at 13-14 inches MP. Now I don't know the way others fly, but I would always keep at least 15 inches until the flare (ops manual and C&T requirement). A gear warning horn is not going to do much good when you are in the flare... My request for the horn at 16 inches was listened to - for a while. Then things went back to the old way
by which time I was moving on.
We are human, and it's important to recognise that and put in place procedures to prevent our mistakes having consequences. We learn from others mistakes, CFIT, Gear Ups, and try to learn from them to prevent our own. I know how vigilant I am on a black moonless night around a back o bourke strip. Because I have read so many reports of those who haven't been.
Which brings me back to bring back the crash comics mantra!
Or at least on the ATSB website list ALL incidents (like wheels up, mustering accidents etc) so we can see the pattern and frequency and LEARN.
To deny that it could and would ever happen to you is the most arrogant and foolhardy approach you as a pilot can make. "I will never make mistakes."
Humans are human, and in the heat of the moment due to whatever reason, gear may get missed.
That is why there are checklists/mnemonics for downwind. And another one for 300 feetish.
Having said that, there may be circumstances where a fatigued or otherwise attention impaired pilot may inadvertantly omit to conduct the above checklists.
That is why they put in a gear warning horn! There would not be many pilots who have not have a gear warning horn go off at some stage. I will put up my hand a couple of renewals back, assy go-around from 500 feet gear and flap up, then decending to maintain a 300 foot circuit, assy, got the performance right got it around, lined up on final, happy going to make it, pull the power lever back, beep beep beep.
damn, gear down. It is not hard to get distracted.Which brings me on to wizofoz who makes an excellent point regarding resetting gear horn activation. A piston engine aircraft I used to fly had the gear horn set at 13-14 inches MP. Now I don't know the way others fly, but I would always keep at least 15 inches until the flare (ops manual and C&T requirement). A gear warning horn is not going to do much good when you are in the flare... My request for the horn at 16 inches was listened to - for a while. Then things went back to the old way
by which time I was moving on.We are human, and it's important to recognise that and put in place procedures to prevent our mistakes having consequences. We learn from others mistakes, CFIT, Gear Ups, and try to learn from them to prevent our own. I know how vigilant I am on a black moonless night around a back o bourke strip. Because I have read so many reports of those who haven't been.
Which brings me back to bring back the crash comics mantra!
Or at least on the ATSB website list ALL incidents (like wheels up, mustering accidents etc) so we can see the pattern and frequency and LEARN.
Props are for boats!
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Never say say never.
What comes around goes around.
Just when you thought you were in the clear it came around and bit you on the @#$%rse!
Its good to have productive conversation about and incident. But remmember to give respect to the Living or Non living Parties invovled.
Who ever was incontrol during this incident, it is easy to cry over spilt milk and criticize his ir her actions. But in the end you werent in the seat at the time, hence you dont have an idea.
Those who pugently refute human error as you do Meanestem, must be carefull and keep watching youre back. Because when the same happens to you, and by youre responses here, you may take it worse.
I hate accident/incident post analsyss
What comes around goes around.
Just when you thought you were in the clear it came around and bit you on the @#$%rse!
Its good to have productive conversation about and incident. But remmember to give respect to the Living or Non living Parties invovled.
Who ever was incontrol during this incident, it is easy to cry over spilt milk and criticize his ir her actions. But in the end you werent in the seat at the time, hence you dont have an idea.
Those who pugently refute human error as you do Meanestem, must be carefull and keep watching youre back. Because when the same happens to you, and by youre responses here, you may take it worse.
I hate accident/incident post analsyss
bulla - the pilot in question is pretty well regarded for being completely honest & straight to the point. It might not necessarily win him many brownie points at times, but at least those around him know that what he is speaking is his honest opinion.
I'd suggest that you go back & get your story straight & then re-post - or perhaps that isn't your intention. Interesting that you come out with such a controversial call for your first post, and were strangely enough only registered this month - which to me suggests that you might be very closely aligned with the operators involved.
If so, then perhaps your time would be better spent analysing some of the contributing factors to the accident. I'd imagine that the list (like any) has the potential to be quite lengthy - to suggest that the pilot should solely be held responsible & bare all of the blame is simply ludicrous.
I would also probably quieten down on broadcasting publicly that the pilot involved was physically assaulted by a member of staff (the CP according to your post). It doesn't matter what the situation was - physical assault is just that, and if I was involved I would be reporting the matter straight to the relevant authorities. I wonder how the safety & licensing authorities would view a member of staff physically assaulting an employee, in ANY situation - let alone immediately following an accident...?
However, given that from all reports what you have posted above is not even close to the truth, you might want to (once again) check your facts before you go posting rubbish... I'd also suggest that the CP of Brindabella might take offence at you defaming his character - but why let the facts get in the way of a good story...?
I'd suggest that you go back & get your story straight & then re-post - or perhaps that isn't your intention. Interesting that you come out with such a controversial call for your first post, and were strangely enough only registered this month - which to me suggests that you might be very closely aligned with the operators involved.
If so, then perhaps your time would be better spent analysing some of the contributing factors to the accident. I'd imagine that the list (like any) has the potential to be quite lengthy - to suggest that the pilot should solely be held responsible & bare all of the blame is simply ludicrous.
I would also probably quieten down on broadcasting publicly that the pilot involved was physically assaulted by a member of staff (the CP according to your post). It doesn't matter what the situation was - physical assault is just that, and if I was involved I would be reporting the matter straight to the relevant authorities. I wonder how the safety & licensing authorities would view a member of staff physically assaulting an employee, in ANY situation - let alone immediately following an accident...?
However, given that from all reports what you have posted above is not even close to the truth, you might want to (once again) check your facts before you go posting rubbish... I'd also suggest that the CP of Brindabella might take offence at you defaming his character - but why let the facts get in the way of a good story...?
Last edited by Johhny Utah; 25th Sep 2003 at 20:26.
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I have to say something in regards to the 'CP assaulting the bloke' theory. This is entirely untrue. The CP WOULD NEVER DO THIS. Let alone abuse anyone for this sought of thing. Yes he may have an opinion but as far as CP'S go Brindabella has one of the better ones. I would think that the pilot even after the incident would still say the same.
Taking into consideration that this is a rumour mill, when something like this arises I would think that it would be a good idea to get ones facts straight. Just because you heard it from someone or even from one of the accused/ defendents does not mean that what you heard was entirley true. Remember that you are talking about peoples' livelihoods, careers and futures.
Try and stick with the facts. If you don't know them then ask questions but don't make sweeping statements about the matter.
Taking into consideration that this is a rumour mill, when something like this arises I would think that it would be a good idea to get ones facts straight. Just because you heard it from someone or even from one of the accused/ defendents does not mean that what you heard was entirley true. Remember that you are talking about peoples' livelihoods, careers and futures.
Try and stick with the facts. If you don't know them then ask questions but don't make sweeping statements about the matter.
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So is this the same bloke that ran off the end of 30 during an aborted take off about a mth or so ago????
If so one would think the gear up was his second chance.
I sit to be corrected.
If so one would think the gear up was his second chance.
I sit to be corrected.
Beetlenut - given that you're obviously so well aware of all the facts involved in recent happenings in Canberra, perhaps you could do the following for us:
outline the event in question (facts only)
nominate all possible outcomes that were available to the pilot in the circumstances
nominate your choice of action & why
Then we'll all be able to sit around & snipe at you, much the same as were doing to the pilot in the question with your last post.
The floor's all yours...
If you were unwilling to do this, then you might want to rethink your last post. Perhaps the pilot chose not to continue with the take off for a very valid reason? Perhaps that reason might have had to do with flight controls (jammed/not responding/malfunctioning etc)? In that situation, I would suggest that running off the end of the strip would be a very minor event, as opposed to taking off with some sort of flight control malfunction, not being able to maintain a safe flightpath and consequently flying into one of the hills surrounding Canberra. Do you agree?
As far as I was aware, all involved thought that the actions of the pilot were satisfactory, and that this incident wasn't an issue.
All of which begs the question - why are you raising this incident here & now...?
outline the event in question (facts only)
nominate all possible outcomes that were available to the pilot in the circumstances
nominate your choice of action & why
Then we'll all be able to sit around & snipe at you, much the same as were doing to the pilot in the question with your last post.
The floor's all yours...
If you were unwilling to do this, then you might want to rethink your last post. Perhaps the pilot chose not to continue with the take off for a very valid reason? Perhaps that reason might have had to do with flight controls (jammed/not responding/malfunctioning etc)? In that situation, I would suggest that running off the end of the strip would be a very minor event, as opposed to taking off with some sort of flight control malfunction, not being able to maintain a safe flightpath and consequently flying into one of the hills surrounding Canberra. Do you agree?
As far as I was aware, all involved thought that the actions of the pilot were satisfactory, and that this incident wasn't an issue.
All of which begs the question - why are you raising this incident here & now...?
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Understandable, but unbelievable
It is clear that most are guessing, a few know the bare facts, and no one wants to clearly lay out the facts.
Fact: He forgot to put the gear down. Why after approx 1480 Chieftain landings, plus countless others in retractables, did he forget to put the gear down. The company, the industry, the community will never know.
Fact: His first reaction to the event was the safety of the passengers by following procedure. His attention to detail here (understandably) was fine.
Fact: His first telephone call was to the owner of the company. Not the chief pilot (as per SOP) not me, the owner. Again, understandable. It was during this phone call he was given the sack for ……… “knowing what he had done to this company”.. Huh
Fact: The second phone call was to me. Understandable
Fact: When the Chief Pilot was asked to be involved, he acted diligently and appropriately, followed procedure. Understandable.
Fact: When the owner and the PIC met for the first time after the phone call, the owner was not happy, and did not really act appropriately in front of the passengers or other attendees. Not understandable.
Fact: There has been no real investigation into failures of procedure, deficiencies within the systems, unfair dismissal (although the PIC has more respect than to stoop this low) just a “pack your bags your finished here”. Along with the PIC, the experience, knowledge and any attempt of a safety culture walked out the door. Un ba ludy leavable.
So how many have missed something in a check list, or been distracted, or been rescheduled for a flight at the last minute, been off sick for two week prior, or had a pilot in our midst make a mistake.
He that is without guilt cast the first stone.
Oh BTW, the owner is a top guy and runs a neat outfit, and clearly not a normal reaction of his either. More to do with a new machine turning up fifteen minutes prior that may have tempered his steel. Not the fist time one of his craft has been bent either. Remember Navajo Joe? Where for art thou now?
Fact: He forgot to put the gear down. Why after approx 1480 Chieftain landings, plus countless others in retractables, did he forget to put the gear down. The company, the industry, the community will never know.
Fact: His first reaction to the event was the safety of the passengers by following procedure. His attention to detail here (understandably) was fine.
Fact: His first telephone call was to the owner of the company. Not the chief pilot (as per SOP) not me, the owner. Again, understandable. It was during this phone call he was given the sack for ……… “knowing what he had done to this company”.. Huh
Fact: The second phone call was to me. Understandable
Fact: When the Chief Pilot was asked to be involved, he acted diligently and appropriately, followed procedure. Understandable.
Fact: When the owner and the PIC met for the first time after the phone call, the owner was not happy, and did not really act appropriately in front of the passengers or other attendees. Not understandable.
Fact: There has been no real investigation into failures of procedure, deficiencies within the systems, unfair dismissal (although the PIC has more respect than to stoop this low) just a “pack your bags your finished here”. Along with the PIC, the experience, knowledge and any attempt of a safety culture walked out the door. Un ba ludy leavable.
So how many have missed something in a check list, or been distracted, or been rescheduled for a flight at the last minute, been off sick for two week prior, or had a pilot in our midst make a mistake.
He that is without guilt cast the first stone.
Oh BTW, the owner is a top guy and runs a neat outfit, and clearly not a normal reaction of his either. More to do with a new machine turning up fifteen minutes prior that may have tempered his steel. Not the fist time one of his craft has been bent either. Remember Navajo Joe? Where for art thou now?
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Amen, 23 Metros .
Why did he forget? Be cause he's human, and therefore makes mistakes.
The premptory sacking of a pilot under these circumstances is not a good building block for an open, honest safety culture - if the replacement pilot thinks that a heavy landing, or a ground loop, or fried brakes might get him sacked is he going to be keen to report it? Or will he leave it in hope that someone else will be blamed when a drag link breaks in a few months time and the gear won't extend?
Stallie & Wiz excellent point re the gear horn - in my current ride the gear horn activates at below 12" MP - the POH recommends holding 12"MP through rounding out and into the flare......your reaction time would wanna be pretty good hey
Why did he forget? Be cause he's human, and therefore makes mistakes.
The premptory sacking of a pilot under these circumstances is not a good building block for an open, honest safety culture - if the replacement pilot thinks that a heavy landing, or a ground loop, or fried brakes might get him sacked is he going to be keen to report it? Or will he leave it in hope that someone else will be blamed when a drag link breaks in a few months time and the gear won't extend?
Stallie & Wiz excellent point re the gear horn - in my current ride the gear horn activates at below 12" MP - the POH recommends holding 12"MP through rounding out and into the flare......your reaction time would wanna be pretty good hey
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23 Metros account stacks up with everything I've heard. The PIC has not made any attempt to cover up or muddy the waters about the incident. He is brutally honest with himself. He had some contributing factors in my opinion, but refuses to count them as excuses. As 23 Metros mentioned, the actions of an individual connected to the company were out of character and were very much unacceptable IMO.
Props are for boats!
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BIK,
I like your post it has good pointers and options to Employment termination.
Watch though when using the word accountable. Its very sticky and can become legally binding. Why you ask? Take this scenario for example.
Hypothetically speaking, if were the Commmander of an Airliner and it spud into terrain CFIT, but you survived. The investigation calls it pilot Error. By holding you accountable, the Victims families have clear right to take you to the cleaners. ACCOUNTABLE is a dangerous word.
The thing is why it happened?And also it comes down to Smaller Companies being more responsible for their own Safety Auditing.
Relying on Big Brother CASA to do it all is Old way thinking. Internat accident and Incident Reporting and monitoring is a must.
And having Safety Officers who review all the similair accidents and similair Types. And a Libraray is created for all operational staff to peruse. Its safety awareness that needs to be installed and reducated in our minds. Stallies Crash Comic Mantra is where to start also is the NTSB websites and other world sites that have accident and incident reviews.
One thinks that even the Manufactorars could come in on this and supply Accidents and Incident info relevant to types.
I like your post it has good pointers and options to Employment termination.
Watch though when using the word accountable. Its very sticky and can become legally binding. Why you ask? Take this scenario for example.
Hypothetically speaking, if were the Commmander of an Airliner and it spud into terrain CFIT, but you survived. The investigation calls it pilot Error. By holding you accountable, the Victims families have clear right to take you to the cleaners. ACCOUNTABLE is a dangerous word.
The thing is why it happened?And also it comes down to Smaller Companies being more responsible for their own Safety Auditing.
Relying on Big Brother CASA to do it all is Old way thinking. Internat accident and Incident Reporting and monitoring is a must.
And having Safety Officers who review all the similair accidents and similair Types. And a Libraray is created for all operational staff to peruse. Its safety awareness that needs to be installed and reducated in our minds. Stallies Crash Comic Mantra is where to start also is the NTSB websites and other world sites that have accident and incident reviews.
One thinks that even the Manufactorars could come in on this and supply Accidents and Incident info relevant to types.
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Fellas
come on and listen to yourselves...the cliches are coming thick and fast now.
Megle seems possesed with matters of size, or is it a vein attempt at wit? Takes more to offend me than that, but try on imbacile.
Simple problem here, and no amount of pychosis or massaging of arguments abounding policy fault causing an accident is going to change the fact, that if you forget to put your wheels down before you land your plane, you are guilty of neglect. In any other industry you'd hang, why not this one?
Its easy for us armchair analysts to sit back and criticise the reaction of an owner/manager.But hey, not a major corporate entity here, just people trying to carve a living, RELYING on their pilots to remember the most elementary of airmanship basics.
When I was in GA, I would expect to have been reemed beyond human comprehension, had I have destroyed such a valuable an asset as an aircraft, not to mention harm to the business as a whole.
Can anyone here, offer up any excuse, other than neglect of duty for simply "forgetting" to put your wheels down. A scenario? anything? come on!
Megle seems possesed with matters of size, or is it a vein attempt at wit? Takes more to offend me than that, but try on imbacile.
Simple problem here, and no amount of pychosis or massaging of arguments abounding policy fault causing an accident is going to change the fact, that if you forget to put your wheels down before you land your plane, you are guilty of neglect. In any other industry you'd hang, why not this one?
Its easy for us armchair analysts to sit back and criticise the reaction of an owner/manager.But hey, not a major corporate entity here, just people trying to carve a living, RELYING on their pilots to remember the most elementary of airmanship basics.
When I was in GA, I would expect to have been reemed beyond human comprehension, had I have destroyed such a valuable an asset as an aircraft, not to mention harm to the business as a whole.
Can anyone here, offer up any excuse, other than neglect of duty for simply "forgetting" to put your wheels down. A scenario? anything? come on!