12-10-2016, 10:09 PM
I've dissected Tom. (I hope it didn't hurt mate?)
Toms twiddle sums up the situation perfectly. I've cherry picked just a couple of points out of it but they are points that on the surface are very basic, but if you dig deep into Tom's comments you will come to some very ugly and concerning conclusions;
Nugget 1;
"it seems to me that ‘push-back’ and ‘ground’ incidents’ have been on the increase for a while now. There is a distinct pattern in the ‘dots’ which suggests something has changed. Before the bottom line became so much more important than common sense; there were not so many touchy-feely incidents. So what changed, who allowed a relaxation, why; and, just who influenced that relaxation?"
Absolutely. There were NEVER so many incidents in the pre-LCC days. Back then only a qualified aircraft engineer headsetted an aircraft. Most were 'long in the tooth' Gingerbeers who were accompanied by long serving ground crew in the pushback tug, again many had decades of experience under their belt. It was simply the way it was! Now? Well now you don't even have an aircraft Engineer on the headset with some of our airlines, it could be an ex school teacher or pottery maker with less than a years airside experience doing the headset. And if it is a traditional pushback procedure with a tug and driver, well some of those lads again have a mere year or two ramp experience under their belt. Cost cutting, penny pinching and a total lack of understanding or appreciation of the process and safety risks by executive bean counters has seen the bottom of the barrel well and truly reached. 'Profits before safety'.
Nugget 2;
"Hood has a ‘get-out-of jail’ free card from the Senate – time to earn that trust. Start with ‘why’, suddenly we have a heap of “Light Contacts”. Mate! - there ain’t no such ducking thing: not when 150 + tons of fuel loaded machinery collide @ even 10 knots (5 each for the uninformed)"
The assessment and understanding of this incident by Hoody and/or his investigator through the comment of 'light contact' is again extremely worrying. Firstly, there is only ever 'contact'. Nothing should ever contact an aircraft in a manner it wasn't designed to do, EVER! And to label it 'light contact' is preposterous. Define 'light' Greg? What aircraft 'contact' scale do you measure against? Show us your matrix mate? Actually don't bother Greg, you speak utter bullshit. YOU have made an assumption based on no quantifiable measuring tool, and that is a dangerous precedent for any investigative authority to promote. An investigator investigates and reports using factual evidence, quantifiable analysis, not making up his own personal language or tools, FFS. Also, in the old days just having a set of mobile stairs rubber bumper touching the aircraft would see a pilot or ground engineer rip you a new one! But now, according to Hoody's boys; when you have two passenger aircraft and a wing from one collides with a tail cone of another and damages the shit out of the two aircraft causing a huge amount of damage it is just 'light contact'. UFB. Are these muppets serious?
Nugget 3;
"Get real – sort it out; or, alternatively - fuck off".
Good to see a no holes barred statement as above. Tom sums the ATsB situation up precisely. This level of incident and the subsequent investigation report is a disgrace. Greg, mate, if you can't do the job (and it certainly looks like you are following in Beakers footsteps), please expedite your exit from the building forthwith. In other words, fuck off, NOW.
The ATsB are obviously using the below methodology to determine what is a serious or non serious situation? Enjoy;
Toms twiddle sums up the situation perfectly. I've cherry picked just a couple of points out of it but they are points that on the surface are very basic, but if you dig deep into Tom's comments you will come to some very ugly and concerning conclusions;
Nugget 1;
"it seems to me that ‘push-back’ and ‘ground’ incidents’ have been on the increase for a while now. There is a distinct pattern in the ‘dots’ which suggests something has changed. Before the bottom line became so much more important than common sense; there were not so many touchy-feely incidents. So what changed, who allowed a relaxation, why; and, just who influenced that relaxation?"
Absolutely. There were NEVER so many incidents in the pre-LCC days. Back then only a qualified aircraft engineer headsetted an aircraft. Most were 'long in the tooth' Gingerbeers who were accompanied by long serving ground crew in the pushback tug, again many had decades of experience under their belt. It was simply the way it was! Now? Well now you don't even have an aircraft Engineer on the headset with some of our airlines, it could be an ex school teacher or pottery maker with less than a years airside experience doing the headset. And if it is a traditional pushback procedure with a tug and driver, well some of those lads again have a mere year or two ramp experience under their belt. Cost cutting, penny pinching and a total lack of understanding or appreciation of the process and safety risks by executive bean counters has seen the bottom of the barrel well and truly reached. 'Profits before safety'.
Nugget 2;
"Hood has a ‘get-out-of jail’ free card from the Senate – time to earn that trust. Start with ‘why’, suddenly we have a heap of “Light Contacts”. Mate! - there ain’t no such ducking thing: not when 150 + tons of fuel loaded machinery collide @ even 10 knots (5 each for the uninformed)"
The assessment and understanding of this incident by Hoody and/or his investigator through the comment of 'light contact' is again extremely worrying. Firstly, there is only ever 'contact'. Nothing should ever contact an aircraft in a manner it wasn't designed to do, EVER! And to label it 'light contact' is preposterous. Define 'light' Greg? What aircraft 'contact' scale do you measure against? Show us your matrix mate? Actually don't bother Greg, you speak utter bullshit. YOU have made an assumption based on no quantifiable measuring tool, and that is a dangerous precedent for any investigative authority to promote. An investigator investigates and reports using factual evidence, quantifiable analysis, not making up his own personal language or tools, FFS. Also, in the old days just having a set of mobile stairs rubber bumper touching the aircraft would see a pilot or ground engineer rip you a new one! But now, according to Hoody's boys; when you have two passenger aircraft and a wing from one collides with a tail cone of another and damages the shit out of the two aircraft causing a huge amount of damage it is just 'light contact'. UFB. Are these muppets serious?
Nugget 3;
"Get real – sort it out; or, alternatively - fuck off".
Good to see a no holes barred statement as above. Tom sums the ATsB situation up precisely. This level of incident and the subsequent investigation report is a disgrace. Greg, mate, if you can't do the job (and it certainly looks like you are following in Beakers footsteps), please expedite your exit from the building forthwith. In other words, fuck off, NOW.
The ATsB are obviously using the below methodology to determine what is a serious or non serious situation? Enjoy;