torx wrote:Guys, with all due respect to some of you guys who are very experienced, I can appreciate your personal views but lets not speculate without proper investigations being done.
Eventhough it is the Instructor's/examiner's fault as explained by hersheys to me still we DO NOT KNOW exactly what went wrong.
We all know in any aircraft accident, there would not be a single contributing factor but a series of events and factors that lead to the unfortunate incident. We have not however established such a fact and therefore cannot conclude who exactly is to be blamed.
My 2 sen. Hope everyone understand.
My condolescence to the family.
This is an open discussion. I would honestly like to hear the opinions of others on this matter no matter how ridiculous it sounds. Definitely not to the extent of saying Capt Zaini's licence will be suspended with no basis whatsoever. I do agree with you on the fact that it is not of a single contributing factor but a series of events, in which is based on the 'swiss cheese model' by James Reason. Here is some good reading for those of you who wish to learn a little bit more (http://www.aviation.unsw.edu.au/about/a ... heese.html
) Besides, it is good to learn from accidents such as this as insensitive as I may sound. My sincere condolences to the family.
I wouldn't come to a conclusion that it is Capt Zaini's fault though. However, I would say it is his responsibility to take over when something wrong has happened. In which, I have no doubt he DID take control of the aircraft. We have all been trained to conduct Forced Landings whenever it comes to an Engine Failure. That is assuming it was an engine failure (http://bestfeed.co.cc/pilot-dies-in-fiery-plane-crash
). Although its not a solid basis in which to rely solely on that site alone. I am speaking from well... purely assumptions. When conducting a Forced Landing it would usually mean to put it into a glide configuration to obtain maximum glide distance hence, converting speed to height. This in turn allows more lateral distance covered for every loss of vertical distance. We would then have to conduct emergency procedures which is stated in the Pilot operating Handbook (POH) of that particular aircraft. Once completed, what we'd do is look for a suitable grass patch to try to land on if available, or somewhere that remotely looks at all like a safe-enough spot to land. In which the surroundings of Gunung Pulai is indeed lacking instead it is encompassed majority of oil palm plantations. Once a spot is found we would fly straight to the patch of land, determine the wind, and visualize a similar circuit pattern as you would per norm. Once done, we would try to restart the engines if possible. If unable to do so we'll have to give a MAYDAY call and passenger brief if applicable. We'd then shutdown the engines, to decrease the amount of probability of a fire erupting on impact due to the avionics. We would leave the master on to activate the flaps if needed.
If anyone would like to correct me on anything that I have said go ahead. All that is stated above is based on my training in Australia. Procedures might be slightly different in Malaysia. I'll gladly receive any criticism whatsoever as well. As I have said we should take this as a learning experience not of blaming whoever is at fault.