SIA Sacks SQ006 Pilots (merged)
Join Date: Dec 1999
Location: Ottawa, Ontario, Canada
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G. Khan,
Your parenthetical aside re QF1 in BKK is very much to the point. However, shouldn't you be asking, how did the commander mangae to avoid demotion? As far as I know, after virtually writing off an entire 744, he was allowed to continue flying in the LHS. If my information is faulty, I would appreciate a correction.
Rockhound
Your parenthetical aside re QF1 in BKK is very much to the point. However, shouldn't you be asking, how did the commander mangae to avoid demotion? As far as I know, after virtually writing off an entire 744, he was allowed to continue flying in the LHS. If my information is faulty, I would appreciate a correction.
Rockhound
Join Date: Feb 1998
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Virgin FO huh R.L? I didnt know you were such a highly experienced wonderboy and in a position to pass still-uninformed judgement unchalenged! Man thats even worse than being a fare-paying pax or arm-chair PPL because you think you know what your talking about! When you become a skipper and dive into and out of TPE at night in a typhoon with 500M RVR, with its lousey incompetant ATC and non-standard runway lighting (and you do survive), youll be in a position to get on your high horse and judge your peers.
Having had plentey of experience with TPE and its typhoons, I still have sympathy for those 006 blokes, even though the P.I.C. must take blame since being a part of the chain of events. But then with 14,500 hours (8,200 command 737 in SEA) what the hell would I bloodey know anyway. If you ever survive unscathed to 10,000 hours R.L. me young 2 shiney-barred judgmental buck, youll start realising just how luckey youve been during the previus 9,999. Consequentley youll thereafter look upon prangs as learning opportuniteys to avoid the same outcome as those poor bastards should you ever end up in similar circumstances. I learned a few things myself from that accident, 14,500 hours or not.
And btw go join SQ, and learn what its like to work for a truley authoritarian dictatorship, where if you cost them any money or delays by making sound safety decisions theyll suspend you without pay indefinatley without benefit of recourse. Then youll apreciate what SIA-induced pressure the 006 crew were under that evening. I have no profesional doubts that if the crew had been flying for a safety-conscous airline the accident would not have happened. The boys wouldve called time out without fear of Company retribution lah.
PS 411a Im surprised you said that. I was in and out of TPE a couple of hours before the 006 prang. The place was its normal typhoon pandamonium except for 06R notamed as a taxyway but lit as a runway. Surely you would be another whod intimatley apreciate what the situation wouldve been like under those conditions?
Having had plentey of experience with TPE and its typhoons, I still have sympathy for those 006 blokes, even though the P.I.C. must take blame since being a part of the chain of events. But then with 14,500 hours (8,200 command 737 in SEA) what the hell would I bloodey know anyway. If you ever survive unscathed to 10,000 hours R.L. me young 2 shiney-barred judgmental buck, youll start realising just how luckey youve been during the previus 9,999. Consequentley youll thereafter look upon prangs as learning opportuniteys to avoid the same outcome as those poor bastards should you ever end up in similar circumstances. I learned a few things myself from that accident, 14,500 hours or not.
And btw go join SQ, and learn what its like to work for a truley authoritarian dictatorship, where if you cost them any money or delays by making sound safety decisions theyll suspend you without pay indefinatley without benefit of recourse. Then youll apreciate what SIA-induced pressure the 006 crew were under that evening. I have no profesional doubts that if the crew had been flying for a safety-conscous airline the accident would not have happened. The boys wouldve called time out without fear of Company retribution lah.
PS 411a Im surprised you said that. I was in and out of TPE a couple of hours before the 006 prang. The place was its normal typhoon pandamonium except for 06R notamed as a taxyway but lit as a runway. Surely you would be another whod intimatley apreciate what the situation wouldve been like under those conditions?
Join Date: Dec 1999
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On the subject of SQ 006, 411A is being unfair. The crew had read and understood the taxiway chart and they assured themselves that theywere on the threshold of the assigned runway . Unfortunately, while following the proper procedures, they made an error, which turned out to be fatal. Have you never made an error, 411A?
The SQ crew paid the price, the QF 1 skipper didn't. As I've asked before, was it because in the latter incident in BKK no one was killed?
Rockhound
The SQ crew paid the price, the QF 1 skipper didn't. As I've asked before, was it because in the latter incident in BKK no one was killed?
Rockhound
Join Date: Sep 2002
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That is fine Slasher that you condone such actions and religiously defend your peers. We are all free to our own opinion............just let me know when you are flying next and I will stay well away 
Join Date: Mar 2000
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Slasher,
Yes, can appreciate the problems involved.
Have also operated into/out of TPE many times during very poor weather, and can say positively that the old airport was much worse during typhoon season...in fact bad .
Yes, can appreciate the problems involved.
Have also operated into/out of TPE many times during very poor weather, and can say positively that the old airport was much worse during typhoon season...in fact bad .
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Hi twitchy,
For your info, the Capt of SQ286 (the AKL incident) wasn't sacked. He was offered a position as a First Officer; which he didn't choose to accept. Please be aware of the facts before posrting. (I am not here to say who's wrong or right, just to state facts).
For your info, the Capt of SQ286 (the AKL incident) wasn't sacked. He was offered a position as a First Officer; which he didn't choose to accept. Please be aware of the facts before posrting. (I am not here to say who's wrong or right, just to state facts).
Join Date: Jun 2003
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Don't we all know it all along ???
In our job, it's zero tolerance. Realistic or not, it's what we all strive for.
What is sad though, is that the people outside our profession will never be able to fully understand that.
With the present market climate, even some of our fellow aviator after spending too much time behind the desk tend to become myopic with the bottom line....
As commander, there is no running away from the responsibilty of any incident on his/her flight, whether there is other mitigating factors or not. All these incidents ( hopefully it stays as incidents )just emphasis and re-emphasis the importance of concerted effort ( CRM/Teamwork ) of each and everyone of us towards safety in our arena. Ultimately what any single one of us does will affect everyone else in time.
WRT SQ286 Captain - I am glad he is given a second chance and I wish him well.
In our job, it's zero tolerance. Realistic or not, it's what we all strive for.
What is sad though, is that the people outside our profession will never be able to fully understand that.
With the present market climate, even some of our fellow aviator after spending too much time behind the desk tend to become myopic with the bottom line....
As commander, there is no running away from the responsibilty of any incident on his/her flight, whether there is other mitigating factors or not. All these incidents ( hopefully it stays as incidents )just emphasis and re-emphasis the importance of concerted effort ( CRM/Teamwork ) of each and everyone of us towards safety in our arena. Ultimately what any single one of us does will affect everyone else in time.
WRT SQ286 Captain - I am glad he is given a second chance and I wish him well.
