Yeah, I call that a failure. If speed, or lack there of, is causing deaths, that’s a failure to me. I’m sure the families of the other two pilots would feel the same.

DC is such a CF.


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Coming from the training/checking world, godspeed to each and every TCE/Check Airman/Sim Instructor to ever "sign him off."

 

And even more so up close...

 

It's slow by design. I don't know about you, but I want anything related to my personal information and how the government uses it to be as thought out as possible. It's easy to let emotions dictate decisions, when in reality emotions have no place in government. PRIA should be the first gate of many, not the end all be all remedy too keep dangerous pilots out of the sky. My two cents.

The next safety net that failed here was that they wanted a pilot out making them money rather than holding someone back who clearly should have been. I think he would have found one way or another to find a company who let him fly their planes.

 

I agree with your sentiment. What I suppose I’d be looking for is a database, at a minimum, of prior employers you’ve worked for. With this, one could verify all prior employment and not just what an applicant has stated.

As to your second point, I certainly believe there is fault at Atlas’ feet. They can claim all they want they didn’t know of certain employers, but the ones they did know about tell a story as fo the gaps in employment they didn’t fill.




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His resume and application did not list employment with Air Wisconsin (April 20, 2012 through August 13, 2012) or CommutAir (May 3, 2011 through June 27, 2011).

When asked to explain any gaps in employment, the FO stated the following on his Atlas Air application: “There were time when I was furloaded [sp] and also went to college to attained [sp] degrees.” Air Wisconsin and CommutAir were not part of the PRIA requested information for the background checks conducted for Atlas Air on the FO.







Great job, HR. How is this application not immediately tossed in the trash?

 

Agreed. This will happen again. Since this event we haven't modified our hiring, procedures or training in any significant way. Take a look at all the advertisements we put up on APC and the street interviews for the 737.

 

Nothing will come of it. People want the shortest pathway out of this regardless of whether fundamental problems are addressed or not.

 

When I worked at a well known cargo contractor they hired a guy who did not have a commercial SEL for the Caravan. He had a MEL commercial and somehow thought that automagically gave him a SEL commercial. He was "interviewed by 2 people in HR, had his credentials checked by a 3rd person in HR".

Then was interviewed by the Chief Pilot and one other person.

Got the "entire way through indoc and ground school" and was sent off to Flight safety who fortunately hires better record checkers and Flight Safety caught the discrepancy.

During the investigation after this debacle it was found he lied on this application and also said he had a ATP that he did not have.

Then that "contract" cargo company company who shall remain nameless told said idiot that if he went out and got his commercial SEL he could come back. And "every single person who was involved still works there" except said idiot who had he stayed would be one of many in the village of idiots. And where was the FAA in all this????

Given what I have seen in my career in aviation I am not surprised one single bit that this accident happened the way it did.

 

Question for the group --

I do not see any indications in the Docket that the NTSB interviewed anyone above the level of Director.

Am I missing something?

Surely the NTSB can not think that the responsibility for this situation stops at the Director of Training/HR?