WePwnTheSky53 karma2018-05-21 04:58:54 UTC
A large part of ATC’s function is to keep the system moving at peak efficiency. They aren’t the bolts that hold the wings together and most commercial aircraft have systems (ACAS/TCAS and the Mk1 eyeball) that warn crews of an impending collision so they can take evasive action independent of ATC instructions. I’ve seen radar equipment in control centers that also predict and alert controllers to potential conflicts well in advance. In addition, separation between aircraft in a non-visual, radar controlled environment are usually measured in minutes and miles, not seconds and feet, which means most controller errors will be caught by the controller themselves long before a loss of separation occurs. Controllers rotate on and off duty regularly throughout a shift to mitigate fatigue. As far as I know there are no controllers working 8 hours straight, at least here in Canada.
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WePwnTheSky40 karma2019-06-01 19:40:54 UTC
This man fuels.
WePwnTheSky35 karma2018-05-21 04:33:41 UTC
The rest of us make just as many, don’t worry.
WePwnTheSky23 karma2019-06-01 19:27:27 UTC
The PIC (Pilot in Command) is required to make a visual inspection of the aircraft prior to every flight (but may delegate the job to the second in command if he deems necessary... e.g. winter time).
Ground crew such as OP are trained to report any incident (such as driving a piece of ground equipment into an aircraft) that occurs and there are non-punitive reporting policies in place to protect the employee if they do.
So generally, if the aircraft was serviceable when it arrived at the gate, and nothing hit it during loading/unloading, then the aircraft will be serviceable going back out. Sometimes those walk around inspections do reveal things like hydraulic leaks, tyre damage, bird strike damage, etc. and then you end up with a last minute delay to your flight while maintenance folks come to perform a more thorough inspection and rectify any issues.
WePwnTheSky20 karma2019-06-01 19:32:39 UTC
Piston powered aircraft tend to use 100LL Aviation Gasoline ("avgas") where turbine powered aircraft use Jet-A (kerosene). I think it's extremely unlikely they got those two mixed up though, so the more likely scenario is that fuel with additive (FSII or Fuel System Icing Inhibitor a.k.a. "Prist") was loaded onto an aircraft that cannot accept it, or the fuel was loaded and found to be contaminated with water or out of spec in some other manner and it was easier/simpler just to tell the passengers they loaded the "wrong" fuel.
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