Definitely Overdue, certainly obfuscated.
"At about 1503 CST[1] on 30 May 2017, Cessna 441 Conquest aircraft, registered VH-XMJ (XMJ), and operated by Rossair Charter, departed Adelaide International Airport, for Renmark Airport, South Australia."
The final report was due this year; first quarter. Now due in the second quarter. The only DIP which could possibly require that length of extension is CASA. One would have to wonder why; there are several possible reasons to consider, none of ‘em good.
But the truly disgusting thing is that the CASA catamite - ATSB, playing the role of ‘independent’ impartial investigator – is quite happy to allow the already ‘smoothed’ out report to be finalised by another agency. I’m always surprised by the things I find laying about on the pub bar; make much better reading than the coaster.
The Essendon DFO accident is another ‘delayed’ report; this delay is particularly foul. Immediate call of pilot error, followed by a ‘separate ‘investigation’ into the permissions to build within the boundaries of published, legally binding runway safety requirements. The thing that never fails to make me smile is the staggering number of building which have needed to be modified (after the fact) for minor, technical infringements of those boundaries. There is quite a list, another interesting list defines the number of ‘knocked-back’ development applications for the same reason. Yet to this day, the DFO is still standing, the risk profile unchanged; ATSB still dragging their feet on producing a ‘report’.
The complete, surgical separation of ATSB from CASA is becoming an imperative. Any independent, objective thinking person can see the need for this to happen – as a matter of urgency. Delayed, obfuscated, ambiguous reporting of accident events is as dangerous as any ‘hazard’ known to aviation. How can operators and pilots shape policy and procedure against accident investigation reports which are ‘suspect’ – look no further than Angel Flight to see the inherent result. There was nothing from the ATSB or CASA which helped mitigate the risk of a repeat performance. Ugly, unfounded rumours stem from this level of manipulation – such as political influence was used to deflect the true cause of the Mt Gambier away from the pilot, by a ‘good mate’. That sort of tale not only creates distrust, but diminishes the value of any safety message. So long as there is even the slightest whiff of ‘interference’ or ‘bias’ in aviation accident reporting; few will have any faith in the ‘recommendations’.
The final straw of course is that both ATSB and Coroner ‘recommendations’ are treated as ‘suggestion’ or ‘opinion’ by the ‘authority’.
No where near good enough – is it?
Toot – toot.
"At about 1503 CST[1] on 30 May 2017, Cessna 441 Conquest aircraft, registered VH-XMJ (XMJ), and operated by Rossair Charter, departed Adelaide International Airport, for Renmark Airport, South Australia."
The final report was due this year; first quarter. Now due in the second quarter. The only DIP which could possibly require that length of extension is CASA. One would have to wonder why; there are several possible reasons to consider, none of ‘em good.
But the truly disgusting thing is that the CASA catamite - ATSB, playing the role of ‘independent’ impartial investigator – is quite happy to allow the already ‘smoothed’ out report to be finalised by another agency. I’m always surprised by the things I find laying about on the pub bar; make much better reading than the coaster.
The Essendon DFO accident is another ‘delayed’ report; this delay is particularly foul. Immediate call of pilot error, followed by a ‘separate ‘investigation’ into the permissions to build within the boundaries of published, legally binding runway safety requirements. The thing that never fails to make me smile is the staggering number of building which have needed to be modified (after the fact) for minor, technical infringements of those boundaries. There is quite a list, another interesting list defines the number of ‘knocked-back’ development applications for the same reason. Yet to this day, the DFO is still standing, the risk profile unchanged; ATSB still dragging their feet on producing a ‘report’.
The complete, surgical separation of ATSB from CASA is becoming an imperative. Any independent, objective thinking person can see the need for this to happen – as a matter of urgency. Delayed, obfuscated, ambiguous reporting of accident events is as dangerous as any ‘hazard’ known to aviation. How can operators and pilots shape policy and procedure against accident investigation reports which are ‘suspect’ – look no further than Angel Flight to see the inherent result. There was nothing from the ATSB or CASA which helped mitigate the risk of a repeat performance. Ugly, unfounded rumours stem from this level of manipulation – such as political influence was used to deflect the true cause of the Mt Gambier away from the pilot, by a ‘good mate’. That sort of tale not only creates distrust, but diminishes the value of any safety message. So long as there is even the slightest whiff of ‘interference’ or ‘bias’ in aviation accident reporting; few will have any faith in the ‘recommendations’.
The final straw of course is that both ATSB and Coroner ‘recommendations’ are treated as ‘suggestion’ or ‘opinion’ by the ‘authority’.
No where near good enough – is it?
Toot – toot.