4 ms·
I can relate to how hard it can be to do the right thing while being employed. But ultimately I would say it rests on each of us to do the right thing. If you w
by wjnc 9y ago
I can relate to how hard it can be to do the right thing while being employed. But ultimately I would say it rests on each of us to do the right thing. If you work in a public safety facing job, that amplifies your responsibility. For pilots and captains, that would count even more. I recently read the NTSB-report linked to from HN regarding the sinking of the El Faro [1]. What struck me was that each subordinate could have and should have (according to NTSB as well) acted out more strongly. Same goes here, and that's why I'm harsh at the whistle blowers. It's too little, too late.
[1] https://news.ycombinator.com/item?id=16757343 https://news.ycombinator.com/item?id=16757343
- cmurf 9y agoCorporate power structure is in direct conflict with FARs. FAR gives primary decision making power to pilots, but corporate structure essentially makes the CEO a dictator. And we have a culture and a legal system that defers to that CEO when there's no accidents. And then there's all kinds of outcry and hindsight if there's an accident. We really aren't creating fully trustworthy conditions for timely whistleblowing as evidenced by the fact multiple pilots expressed concerns, and now people are dead. I've lost count how many NTSB reports, dozens, I've read where corporate power dictated operational outcome to a pilot against the pilot's better judgment, and everyone on board dies. And every time NTSB says the corporate dictate is a contributing factor to the accident, but ultimately the accident itself was due to pilot error. So strictly blaming the pilot isn't eliminating accidents where the pilot's judgment was perturbed by company pressure. If the company is shown to have intimidated pilots, there needs to be accountability for it, and serious consequences.