:drool:
Wow.
Ah, wow. I don't want to seem rude or disrespet anyone, but lets get real for a second.
First, I am sure you are at least familure with stories of pilots who busted checkrides and still were either hired or retained by the airline. These type of pilot background in pre-9-11 took many airlines and pilots down. (I will post an incident below.)
Second, today in the market as tight as it is and in post-9-11, companies are not hiring people with sketchy pasts and off the record they are not getting wide spread support from fellow pilots anymore. Some from experience, some from CRM, and some just because its a bad call.
I'm sure your friend is a good person, but let your sence of protecting your passengers, the public, and the property of others take over and I think you will know what to do and today I think you will be supprised at the support you find. Besides the life you save could be your own.
You may also want to check out a post on help and aresst under this general topic. It is very related.
- Fly safe and good luck -:rawk:
..."ANY incident and it will catch up with you. You are a liabilty that the lawyers will attach to and crucify the airline you work for and your fellow pilots. Even if its not a fatal. Read NTSB AAR-95/07. American Eagle Jetstream 3201 on 13 December 1994, into RUD, NC. And that pilot flunked checkrides. The airline was responsible because they knew, but the pilot would have had far more responsibilty had he hid this information.
- Didn't mean to get preachy, just this is unfortunatly what keeps me employed. -"
From the Aviaition Safety Network:
<TABLE><TBODY><TR><TD class=caption>Status:</TD><TD class?desc?>Final</TD></TR><TR><TD class=caption>Date:</TD><TD class=caption>13 DEC 1994</TD></TR><TR><TD class=caption>Time:</TD><TD class=desc>18:34 EST</TD></TR><TR><TD class=caption>Type:</TD><TD class=desc>
British Aerospace 3201 Jetstream 32</TD></TR><TR><TD class=caption>Operator:</TD><TD class=desc>
American Eagle / Flagship Airlines</TD></TR><TR><TD class=caption>Registration:</TD><TD class=desc>N918AE</TD></TR><TR><TD class=caption>C/n / msn:</TD><TD class=desc>918</TD></TR><TR><TD class=caption>First flight:</TD><TD class=desc>1990</TD></TR><TR><TD class=caption>Total airframe hrs:</TD><TD class=desc>6577</TD></TR><TR><TD class=caption>Engines:</TD><TD class=desc>2 Garrett TPE331-12</TD></TR><TR><TD class=caption>Crew:</TD><TD class=desc>Fatalities: 2 / Occupants: 2</TD></TR><TR><TD class=caption>Passengers:</TD><TD class=desc>Fatalities: 13 / Occupants: 18</TD></TR><TR><TD class=caption>Total:</TD><TD class=desc>Fatalities: 15 / Occupants: 20 </TD></TR><TR><TD class=caption>Airplane damage:</TD><TD class=desc>Destroyed</TD></TR><TR><TD class=caption>Airplane fate:</TD><TD class=desc>Written off (damaged beyond repair)</TD></TR><TR><TD class=caption>Location:</TD><TD class=desc>7,4 km (4.6 mls) SW of Raleigh/Durham Airport, NC (RDU) (
United States of America)
</TD></TR><TR><TD class=caption>Phase:</TD><TD class=desc>Approach (APR)</TD></TR><TR><TD class=caption>Nature:</TD><TD class=desc>Domestic Scheduled Passenger</TD></TR><TR><TD class=caption>Departure airport:</TD><TD class=desc>
Greensboro/High Point-Piedmont Triad International Airport, NC (GSO/KGSO), United States of America</TD></TR><TR><TD class=caption><NOBR>Destination airport:</NOBR></TD><TD class=desc>
Raleigh/Durham Airport, NC (RDU/KRDU), United States of America</TD></TR><TR><TD class=caption>Flightnumber:</TD><TD class=desc>3379</TD></TR></TBODY></TABLE>Narrative:
Flight 3379 departed Greensboro at 18:03 with a little delay due to baggage rearrangement. The aircraft climbed to a 9000 feet cruising altitude and contacted Raleigh approach control at 18:14, receiving an instruction to reduce the speed to 180 knots and descend to 6000 feet. Raleigh final radar control was contacted at 18:25 and instructions were received to reduce the speed to 170 knots and to descend to 3000t. At 18:30 the flight was advised to turn left and join the localizer course at or above 2100 feet for a runway 5L ILS approach. Shortly after receiving clearance to land, the no. 1 engine ignition light illuminated in the cockpit as a result of a momentary negative torque condition when the propeller speed levers were advanced to 100% and the power levers were at flight idle. The captain suspected an engine flame out and eventually decided to execute a missed approach. The speed had decreased to 122 knots and two momentary stall warnings sounded as the pilot called for max power. The aircraft was in a left turn at 1800 feet and the speed continued to decrease to 103 knots, followed by stall warnings. The rate of descent then increased rapidly to more than 10000 feet/min. The aircraft eventually struck some trees and crashed about 4nm SW of the runway5L threshold.
The aircraft had logged 6577 flying hours.
PROBABLE CAUSE: "1)
The captain's improper assumption that an engine had failed and 2)
the captain's subsequent failure to follow approved procedures for engine failure single-engine approach and go-around, and stall recovery.
Contributing to the cause of the accident was the failure of AMR Eagle/Flagship management to identify, document, monitor and remedy deficiencies in pilot performance and training."