HYDRAULIC SYSTEM FAILURE; CONTINUED TO DESTINATION.

Narrative

GOING THROUGH 10000' ON CLBOUT; S/O RPTED FLUID LOSS ON SYS C HYD. THIS WAS FOLLOWED BY PRESSURE LOSS IN THE SYS. CAPT WAS FLYING AND CONTINUED CLBOUT WHILE EVALUATION OF CIRCUMSTANCES PROCEEDED. CAPT DECIDED TO CONTINUE TO MAINLAND. FLT CONTINUED TO DEST W/O FURTHER INCIDENT; ALTHOUGH EQUIP WAS CALLED ON LNDG AND TOW TO GATE WAS NECESSARY (NOSE WHEEL STEERING ON SYS C). MY PROB WITH THIS INSTANCE IS 2-FOLD. FIRST IS THE CAPT'S DECISION TO CONTINUE BASED SOLELY ON ECONOMIC AND CONVENIENCE FACTORS. SECONDLY; THE INCIDENT SHOULD NOT HAVE OCCURRED SINCE THE SAME PROB SURFACED (SAME ACFT; EXACTLY SAME PART FAILED) 3 DAYS PREVIOUSLY; AND WAS GIVEN A CHEAP; EXPEDIENT FIX; WHICH WAS KNOWN AT THE TIME WOULD FAIL AGAIN. BOTH OF THESE FACTORS POINT TO A COMMON CAUSE. OUR AIRLINE; LIKE MANY OTHERS; IS TAXED TO THE LIMIT ECONOMICALLY. OPERATIONAL DECISIONS ARE BEING MADE INCREASINGLY ON THE BASIS OF EXPENSE; SCHEDULING RELIABILITY; EFFECT ON MARKET SHARE; ETC; RATHER THAN ON WHAT IS THE SAFEST COURSE OF ACTION. PLTS ARE BEING MADE TO FEEL REAL PRESSURE NOT TO WRITE UP DEFECTS AND TO CONTINUE WITH UNSATISFACTORY ACFT. SPECIFICALLY; ONE PLT WAS SUSPENDED (AND WOULD HAVE BEEN FIRED EXCEPT FOR UNION INTERVENTION) FOR WRITING UP A DEFECT 'TOO CLOSE TO DEP TIME.' A DIRECT QUOTE FROM THE VP-OPS (SAID DURING THE EFFECTED PLT'S JOB HEARING): 'ANY PLT WHO WRITES UP A PLANE AND DELAYS A FLT WILL BE FIRED; AND I'LL MAKE SURE THEY DON'T GET ANOTHER JOB IN AVIATION.' THIS WAS SAID BEFORE AT LEAST 6 PEOPLE DURING A FORMAL HEARING (INSTANCE OCCURRED WITHIN LAST MONTH). THIS KIND OF OPERATIONAL ENVIRONMENT IS JUST TOTALLY UNSATISFACTORY. MY ONLY SOLUTION TO THIS SORT OF UNSOUND PRACTICE IS TO RE-REGULATE THE AIRLINE INDUSTRY. PAX MAY PAY MORE; BUT THEN THEY WILL GET WHAT THEY PAY FOR.