What to do in doubt
Thread Starter
Joined: Mar 2019
Posts: 77
Likes: 15
From: Prague
What to do in doubt
Hello,
yes, this is serious question. I'm pilot, not flying commercialy (yet) currently working in load sheet department for huge airline. I would never do something when I'm not sure and just hoped for the best. If it is not single engine IFR in IMC and engine fails then there is not much left than hope for best.
We had technical problem with one aircraft which required specific correction of load sheet. We recieved procedure update a week before regarding this kind of problem. It was exactly the same type of problem but diffrent type of aircraft. It was published because there were some problems with incorrect weights given to the crew.
The filght was handled by my colleague and she was the one who signed the load sheet. She was not sure and I said it would be great to contact crew and make sure that the load sheet is correct and there is no missunderstanding. It was about 30 minutes before departure and there was no threat of delay. I pointed out the new procedure and the recent problems. I really did not like the response from manager "shut the **** up. Do not care. It is ok, dude" followed by "I would not inform them even on the another type because they know." We have to inform them about this on the another type because they do not know obviously.
I really do not know. I do not mean the tech part of the problem. We are already working on it. But the culture and safety part of problem. Maybe I'm too paranoic or I do not understand all the culture thing correctly but I got no explanation why it is correct and on what it was based. Sure, there was a lot of shouting and things like that in the office. But none really cared what is correct and how it works.
I need another opinion on this.
yes, this is serious question. I'm pilot, not flying commercialy (yet) currently working in load sheet department for huge airline. I would never do something when I'm not sure and just hoped for the best. If it is not single engine IFR in IMC and engine fails then there is not much left than hope for best.
We had technical problem with one aircraft which required specific correction of load sheet. We recieved procedure update a week before regarding this kind of problem. It was exactly the same type of problem but diffrent type of aircraft. It was published because there were some problems with incorrect weights given to the crew.
The filght was handled by my colleague and she was the one who signed the load sheet. She was not sure and I said it would be great to contact crew and make sure that the load sheet is correct and there is no missunderstanding. It was about 30 minutes before departure and there was no threat of delay. I pointed out the new procedure and the recent problems. I really did not like the response from manager "shut the **** up. Do not care. It is ok, dude" followed by "I would not inform them even on the another type because they know." We have to inform them about this on the another type because they do not know obviously.
I really do not know. I do not mean the tech part of the problem. We are already working on it. But the culture and safety part of problem. Maybe I'm too paranoic or I do not understand all the culture thing correctly but I got no explanation why it is correct and on what it was based. Sure, there was a lot of shouting and things like that in the office. But none really cared what is correct and how it works.
I need another opinion on this.
Fleet Manager
Joined: Apr 2001
Aviation Qualifications: ATPL
Posts: 7,447
Likes: 310
From: various places .....
You don't provide any real detail in your post so I can only comment very generally.
Regardless of the outcome it would be appropriate for the operator's risk management processes to include a protocol which refers a significant concern back to the tech engineers who developed the loading system and associated documentation. It is very easy for those at the coal face, who don't usually have all the detail, to presume/assume things which may not be correct - hence it should be referred back to the techo group for resolution.
Were that to be done, a technically appropriate answer should be the outcome and all parties can then move along with the details of the answer. Stuff which has the potential to cause major risk ought not be the stuff of guesswork and part knowledge.
In any case, I suggest that your manager's reported reaction probably was not very helpful …. One could opine that there just might be a significant risk culture problem within parts of your operation ?
Regardless of the outcome it would be appropriate for the operator's risk management processes to include a protocol which refers a significant concern back to the tech engineers who developed the loading system and associated documentation. It is very easy for those at the coal face, who don't usually have all the detail, to presume/assume things which may not be correct - hence it should be referred back to the techo group for resolution.
Were that to be done, a technically appropriate answer should be the outcome and all parties can then move along with the details of the answer. Stuff which has the potential to cause major risk ought not be the stuff of guesswork and part knowledge.
In any case, I suggest that your manager's reported reaction probably was not very helpful …. One could opine that there just might be a significant risk culture problem within parts of your operation ?
