No soap box.
A Plain and Simple Pleading.
My passion for this industry and those whom comprise it cannot be measured or matched.
Every time a preventable accident like this happens, more and more ammunition is given to the airlines to say we are unsafe and should be overregulated into non-existence. It starts by saying, this plane or that is unsafe. This person or that type is unfit for DO,CP or instructor. This operator or that one flying that equipment requires more insurance or cannot do their own training in house because it cannot be done safely outside of simulated instruction. Real practical experience is the most valuable environment from which to learn. However, there are some flight regimes, better experienced where you can bring your flight crew and aircraft back to life. You hold a number of 121 types? Have you ever demonstrated Vmc or V1 Engine Outs in any of those airplanes? Why is it acceptable in 135? The reason is it can be safely accomplished and far more economically under 135. However, "the more time you spend on the edge, eventually you run out of room." The numbers are plain and simply against you. Congress, the FAA, families and insurance companies feel with enough regluation, bureacracy and oversight, nobody will ever die in an accident again.
Murray likely was a most valuable contribution to this industry and will be sorely missed. However, the FAA made a shift some number of years ago changing the tone, attitudes and environment within the cockpit during checkrides and airman practical applications. Suddenly, Inspector's longevity was increased with 66 percent less fatalities every year while pass/fail ratios remained unchanged.
I love your comment on "dancing". Your education and experience listed in your avitars say you should have better read my posts. I will make it more elementary for you:
1. Please, Please, Please, Stop crashing airplanes and doing stupid stuff that makes it harder and harder for the rest of us left behind to clean up the mess and answer to the baby with the bathwater bureacrats that think new rules and requirements from the rest of us will prevent future accidents from killing anyone else.
2. If at anytime you are uncomfortable with the conduct of an examination, an operator, dispatcher, maintenance manager or that feeling deep down in your gut, exercise your right to discontinue whatever it is you are being asked to do. Land, go home, hug your wife and kids come back and do it again another day when circumstances have changed. Polish up your resume and go somewhere else if you have to. The point is GO HOME! ALIVE to fight another day. If you cannot discontinue a progression leading to your death in a training environment, how are you going to do the same on the line presented with the same set of circumstances?
3. I have not been assigned to this investigation. But since you asked, enroute to every site, it is customary to assemble a wealth of information prior to arriving on site as is being/has been done. On site, an open mind gathers significantly more data and absorbs a additional preliminary information. Scarring and impact damage occurs on various components and instruments indicating orientation and readings at the time of impact. I will spare you the remainder of the data considered out of respect for the departed. Within a couple of days the investgation team will depart with a preliminary consensus among the members although an official printed release will often require several months while reassembly and operation of powerplants, propellers and safety equipment confirm the initial site findings. By that time there will have been many more pages here going on about me and what an ass I am for asking and pleading with everyone to take better care of eachother and our industry before someone else decides we ought not be any longer; in life or in operation.
Now, read my other posts again. Then read this one again and tell me how much more elementary this needs to be.
100-1/2
A Plain and Simple Pleading.
My passion for this industry and those whom comprise it cannot be measured or matched.
Every time a preventable accident like this happens, more and more ammunition is given to the airlines to say we are unsafe and should be overregulated into non-existence. It starts by saying, this plane or that is unsafe. This person or that type is unfit for DO,CP or instructor. This operator or that one flying that equipment requires more insurance or cannot do their own training in house because it cannot be done safely outside of simulated instruction. Real practical experience is the most valuable environment from which to learn. However, there are some flight regimes, better experienced where you can bring your flight crew and aircraft back to life. You hold a number of 121 types? Have you ever demonstrated Vmc or V1 Engine Outs in any of those airplanes? Why is it acceptable in 135? The reason is it can be safely accomplished and far more economically under 135. However, "the more time you spend on the edge, eventually you run out of room." The numbers are plain and simply against you. Congress, the FAA, families and insurance companies feel with enough regluation, bureacracy and oversight, nobody will ever die in an accident again.
Murray likely was a most valuable contribution to this industry and will be sorely missed. However, the FAA made a shift some number of years ago changing the tone, attitudes and environment within the cockpit during checkrides and airman practical applications. Suddenly, Inspector's longevity was increased with 66 percent less fatalities every year while pass/fail ratios remained unchanged.
I love your comment on "dancing". Your education and experience listed in your avitars say you should have better read my posts. I will make it more elementary for you:
1. Please, Please, Please, Stop crashing airplanes and doing stupid stuff that makes it harder and harder for the rest of us left behind to clean up the mess and answer to the baby with the bathwater bureacrats that think new rules and requirements from the rest of us will prevent future accidents from killing anyone else.
2. If at anytime you are uncomfortable with the conduct of an examination, an operator, dispatcher, maintenance manager or that feeling deep down in your gut, exercise your right to discontinue whatever it is you are being asked to do. Land, go home, hug your wife and kids come back and do it again another day when circumstances have changed. Polish up your resume and go somewhere else if you have to. The point is GO HOME! ALIVE to fight another day. If you cannot discontinue a progression leading to your death in a training environment, how are you going to do the same on the line presented with the same set of circumstances?
3. I have not been assigned to this investigation. But since you asked, enroute to every site, it is customary to assemble a wealth of information prior to arriving on site as is being/has been done. On site, an open mind gathers significantly more data and absorbs a additional preliminary information. Scarring and impact damage occurs on various components and instruments indicating orientation and readings at the time of impact. I will spare you the remainder of the data considered out of respect for the departed. Within a couple of days the investgation team will depart with a preliminary consensus among the members although an official printed release will often require several months while reassembly and operation of powerplants, propellers and safety equipment confirm the initial site findings. By that time there will have been many more pages here going on about me and what an ass I am for asking and pleading with everyone to take better care of eachother and our industry before someone else decides we ought not be any longer; in life or in operation.
Now, read my other posts again. Then read this one again and tell me how much more elementary this needs to be.
100-1/2
