Stand corrected; Cheers P2…
(I knew that best guess would cost me (C U at the Pub). "Remission Factor" - is the term I was seeking – not ‘reversion’. Not to worry – but reading through the IFALPA ‘Position’ document, there are a couple of ‘stand out’ paragraphs. I can’t ‘copy and paste’ ‘em so E&O (got to get a new keyboard):-
Para 3 – "As a result of a lower aerodrome category operators are only required to fulfil lower requirements for Rescue Fire Fighting (RFF), such as the number of emergency vehicles, amount of staff and quantity of extinguishing agents. When operating to an aerodrome with a lower RFF category than normally needed by it’s airplane (aircraft) the aircraft operator is responsible for conducting a risk assessment. By doing so, it should be determined by the operator if the aerodrome is still suitable for it’s operations"…………
There, in a nutshell the risk to the aircrew; writ large.
A Bookies assessment. How, in the seven Hell’s is an operator or the flight crew operating supposed to know whether or not they are about to have an accident? Seriously – how? Shit happens; not often, certainly not in numbers to provide a statistical backup; however. What happens on the rare occasion when it does?
Step 1 – the ‘operators’ legal team will say they ‘they’ took all reasonable precautions to ensure nothing went wrong and; based on statistics, they deemed the ‘risk’ to their business to be acceptable and it was up to the judgement of the operating crew whether or not land at the increased risk aerodrome, with the full knowledge that the RFF capability was reduced. The next step will be the why not divert to a better equipped field once the ‘emergency’ had be realised?
I won’t bang on with the obvious Steps 2 and 3; suffice to say that life and death can, sometimes hang on an angles fart – lady Luck; or, my old mate - Murphey.
What I can say, with certainty, is that the massive blow-back from a large aircraft crash, where people who could have been saved were not; due to a lack of a fire truck and skilled fire fighters will be not only incredible – but bring with it world wide condemnation of the system. The media would go into a hysterical melt down – just for a start. It will cost a whole lot more (in legal fees alone) to fix up the mess than it would ever cost to put the ‘right’ amount of properly equipped and trained boots on the ladders.
It becomes a simple application of ‘Sods Law of the Ocean’ Forget to ‘buckle up’ one day – that’s the day you have a fender bender. To tempt fate is another old world adage with legs and muscle “Can’t happen to me” the famous last words of the many who risked it.
Aye; the gambling of business. My Papa reckons Murphey is everyman’s co-pilot and shit most certainly happens – when you least expect it. Never, not ever, be lulled into a false sense of security – that volcano has been dormant for 100 years – what are the chances.
Well, in my world – you pays your money and take your chances. Even when St. Comodey has your six – and good luck with that for a wing-man…..
Toot - toot.
(I knew that best guess would cost me (C U at the Pub). "Remission Factor" - is the term I was seeking – not ‘reversion’. Not to worry – but reading through the IFALPA ‘Position’ document, there are a couple of ‘stand out’ paragraphs. I can’t ‘copy and paste’ ‘em so E&O (got to get a new keyboard):-
Para 3 – "As a result of a lower aerodrome category operators are only required to fulfil lower requirements for Rescue Fire Fighting (RFF), such as the number of emergency vehicles, amount of staff and quantity of extinguishing agents. When operating to an aerodrome with a lower RFF category than normally needed by it’s airplane (aircraft) the aircraft operator is responsible for conducting a risk assessment. By doing so, it should be determined by the operator if the aerodrome is still suitable for it’s operations"…………
There, in a nutshell the risk to the aircrew; writ large.
A Bookies assessment. How, in the seven Hell’s is an operator or the flight crew operating supposed to know whether or not they are about to have an accident? Seriously – how? Shit happens; not often, certainly not in numbers to provide a statistical backup; however. What happens on the rare occasion when it does?
Step 1 – the ‘operators’ legal team will say they ‘they’ took all reasonable precautions to ensure nothing went wrong and; based on statistics, they deemed the ‘risk’ to their business to be acceptable and it was up to the judgement of the operating crew whether or not land at the increased risk aerodrome, with the full knowledge that the RFF capability was reduced. The next step will be the why not divert to a better equipped field once the ‘emergency’ had be realised?
I won’t bang on with the obvious Steps 2 and 3; suffice to say that life and death can, sometimes hang on an angles fart – lady Luck; or, my old mate - Murphey.
What I can say, with certainty, is that the massive blow-back from a large aircraft crash, where people who could have been saved were not; due to a lack of a fire truck and skilled fire fighters will be not only incredible – but bring with it world wide condemnation of the system. The media would go into a hysterical melt down – just for a start. It will cost a whole lot more (in legal fees alone) to fix up the mess than it would ever cost to put the ‘right’ amount of properly equipped and trained boots on the ladders.
It becomes a simple application of ‘Sods Law of the Ocean’ Forget to ‘buckle up’ one day – that’s the day you have a fender bender. To tempt fate is another old world adage with legs and muscle “Can’t happen to me” the famous last words of the many who risked it.
Aye; the gambling of business. My Papa reckons Murphey is everyman’s co-pilot and shit most certainly happens – when you least expect it. Never, not ever, be lulled into a false sense of security – that volcano has been dormant for 100 years – what are the chances.
Well, in my world – you pays your money and take your chances. Even when St. Comodey has your six – and good luck with that for a wing-man…..
Toot - toot.