A mi me encantan los accidentes e incidentes por una muy sencilla razón,
aprendo de ellos, en mi muy ignorante forma de ser, los accidentes han sido durante mi tiempo volando la mejor forma de aprender y mantenerme fuera de problemas. Estoy suscrito a los boletines de incidentes de ambulancias aéreas en los EUA, a los boletines de las reaseguradoras, y siempre que me entero de una accidente estoy pendiente de cuando sale el reporte de NTSB.
He volado Helicópteros y Jets Ejecutivos durante tiempo considerable y en incontables ocasiones me he encontrado con situaciones en vuelo en las que estoy a punto de hacer algo cuando me acuerdo de lo que le paso a "aquel fulano" y mejor opto por otra cosa.
Por eso me gustan los accidentes.
Ahora por otro lado, sobre si me gusta divulgarlos o no, no es que me guste divulgarlos, es que siento que divulgar un accidente es algo positivo porque puede ayudar evitar que a alguien mas le pase, eso si identificamos analizamos las probables causas reales, y no le hechemos la culpa "a esos cables tan tontos que se pusieron en mi camino", el síndrome de que "el piloto nunca tiene la culpa", y menos si son de una de las aerolíneas "clásicas", que en lo personal me parece ultra "inocente" pues esta mas que comprobado casi todos los accidentes son por error humano, usualmente el piloto.
Por otro lado y como la parte mas importante de este post, quiero que sepan que he pasado muchos años en el medio de las noticias, conozco a muchísimos reporteros DE TODOS LOS MEDIOS, (Infored, GRC, TVA, Televisa, Imagen, Periódicos) tanto de radio como de TV, y se perfectamente que hay "lineas editoriales", cosas que pueden y no pueden cubrir, como ejemplo hace muy poco tiempo sucedió un incidente menor con Volaris, se tenia toda la información e imágenes, saben porque no se saco la nota, por la linea editorial, como vas a quemar el negocio de aun amigo o socio del jefe?? o de alguien que te paga millones de pesos en publicidad al mes?
Claro no fuera en Aerocalifornia, Taesa, o en ocasiones Aviacsa porque como esas pueden ser competencia y ahí si hay que acabarlos no?
NO HAY MAS CIEGO QUE EL QUE NO QUIERE VER.
Ahora bien yo la verdad estoy aquí para tratar de sacar algo "aeronáutico" de este asunto, tratar de analizarlo para que no le pase a alguien en el futuro pero bueno.
Alguien tiene una teoría con sentido de lo que pudo haber pasado?
Si un avion se enreda en cables de alta tension y sale de los mismos realmente se podria decir que tuvieron ayuda superior pues como comente antes un cable de estos por mas pequeño que sea no tiene menos de una pulgada de diametro.
Solo en Australia . . .
There were 240 people involved in the 117 wire-strike accidents reported between
1994 and 2004. In almost half of these accidents the occupant received some
degree of injury. There were 45 people fatally injured, 21 seriously injured, and 44
who received minor injuries.
Si fuera un incidente nadie se preocuparia por este tipo de cosas
Wire-strike Avoidance Seminar
Presented by the Aviation Industry Association of New Zealand (AIA)
Course Description
Wire strikes continue to be a devastating threat for professional pilots and crews whose operations require them to fly in the low-level wire environment. This course, based on recent analysis of low-level accidents, has been completely upgraded and revised to focus on the numerous hazards that cause accidents in the low-level wire and obstruction environment. The course not only identifies the hazards, but also shows crews how to detect a wire before they can actually see it. There is also a strong focus on the importance of crew resource management specifically applied to low-level helicopter operations with non-pilots as crew members.
This highly acclaimed training course has been taught to over 8,000 pilots and crew members from nearly every sector of the industry. The strong emphasis on applied situational awareness and identifying the “traps” waiting for unsuspecting low-level crews has been taught to civilian and military units worldwide. Over the years there have been numerous testimonies by pilots and crew members who say they will never fly the same way again after having attended this course.
Course topics include:
why wire and obstruction strike accidents are on the rise again;
why the wire environment continually takes such a serious toll on aircraft and crews;
how a proactive approach to wire strike avoidance will save lives, aircraft, and your business;
how to determine where the wire environment really is;
what professional power line patrol crews call the specialty skills involved in forecasting the presence of a wire before it is visible to the untrained eye;
how knowledge of the dynamics of the wire environment creates the applied situational awareness necessary for low-level flight operations;
knowledge of the various wire systems and components common to the wire environment and their unique dangers;
the “Invisibility Equation;” what makes wires invisible and how to detect them;
how to keep from being fooled by the optical illusions caused by wires;
value of crew resource management (CRM) to the low-level flight operation;
the true cost of wire strike; and
why wire strike often put operators out of business.
Instructor
Bob Feerst is President of Utilities/Aviation Specialists Inc, an internationally known safety auditing, training, and consulting group based in Crown Point, Indiana. He is a past Chairman of the Utilities Patrol and Construction Committee (UPAC), and the former manager of flight operations for a large mid-western gas and electric utility company. He is rated in fixed-wing aircraft and helicopters, and combines 37 years of aviation experience with 31 years of operating in the wire and obstruction environments. He holds a B.S. Degree in Engineering from Purdue University, and Masters Degrees in Aerospace Operations and Aviation/Aerospace Management from Embry Riddle Aeronautical University. He was a recipient of the Helicopter Association International's Meritorious Service Award in 1999 and the Joe Mashman Safety Award in 2002.