Been there 50+ years and also in Safety Management (a Fit and Proper Person for the purposes of being an airline Safety Manager in accordance with ICAO annex 13 and ICAO training). DerAdlerIstGelandet is 1,000% correct. On aircraft with a known aft CG issue company procedure should start with the installation of a pogo stick as soon as the engines stop (and removal immediately prior to start) to prevent the tail dropping. Did it? If not the root cause is almost certainly that Ground Operations management failed to take preventative action for a well known hazard. If they do normally fit the pogo stick, why did the bag snatchers fail to correctly fit it, etc. Why was the baggage cart parked too close to the aircraft? Were ANY risk assessments made and preventative measures in place to prevent this accident? Both pilots and maintenance are fault free on this one.
A good one for the induction procedures and renewals for all bag snatchers and their managers. (I use the example of Qantas unloading the Korean Airlines DC-10 in Sydney where they failed to move any of the rear ULDs forward on the main deck, unloaded the front belly locker first and had just positioned the FMC at the rear locker when they pulled a pallet containing a car out the (front) main deck cargo door. As the load mass moved to the scissor lift the tail dropped, lifting the end of the pallet still inside the aircraft. When the door sill was too high to continue supporting the pallet it dropped and ended up inside the mechanism of the scissors lift, with the car still firmly attached. The FMC and rear locker structure were sexually distressed)
