Murphy, rocks and hard places.
There is a difference when caught between a rock and a hard place; luck and timing play a big part.
ATSB have provided two reports into similar but separate incidents; both succinct and worth consideration and some thought. There is also a 'Safety Advice' notification which makes good sense. Not a bad job by ATSB, but the SAN was issued in 2022 after the Kununurra event; which occurred after the Gove event in 2014; which occurred after Beechcraft issued their advice in 2008.
“The ATSB encourages Baron operators to review the Electrical Wire Chafing Protection section in Model Communiqué 116 (See attachment A) put out by Beechcraft in June of 2008, which is applicable to all Beechcraft models.”
The latest event (Kununurra) serves to make a couple of very valid points – it shows just how quickly things can turn to worms; and how very quickly 'options' can vanish when Murphy holds the trump card. There's our pilot, nicely lined up for a straight in, final checks – Gear down selected – gear warning, followed by silence from the gear motor, no speed reduction. During that half minute – I reckon most would be thinking about a gear malfunction; going around and cranking the gear down manually. That would be the sensible option; but following closely on the heels of this 'minor' problem – burning smell and smoke – now the options are 'limited' – belly landing and rapid evacuation seems the lesser of the two evils; but even a happy outcome from that choice is denied; smoke obscured both instrument and forward visibility. Our pilot did a great job, electrical power off; extinguisher used; cool head in tough spot, but even opening the storm port was to no avail. A classic example of just how quickly one problem can lead to another; how rapidly options can be reduced and just how fast, when least expected, without warning, a routine operation can become a bridge too far. Well done that young man; well done indeed.
Compare this event to the 2014 event approaching Gove; these boys got the 'smoke' warning early; isolated the electrics and used the one shot extinguisher to deal with the fire. I don't know (not being there) that I would have turned the Master on again, not even for a few seconds after having used the extinguisher and I doubt I would have used the electrical system to lower the landing gear. Fuel, air and spark in a closed environment would give pause for thought. However I digress. The point is two different outcomes; from similar problems, the difference purely a matter of time and circumstance.
Anyway – just an idle twiddle in the hope it produces some food for thought and discussion over an Ale (or two).
Toot - toot..
There is a difference when caught between a rock and a hard place; luck and timing play a big part.
ATSB have provided two reports into similar but separate incidents; both succinct and worth consideration and some thought. There is also a 'Safety Advice' notification which makes good sense. Not a bad job by ATSB, but the SAN was issued in 2022 after the Kununurra event; which occurred after the Gove event in 2014; which occurred after Beechcraft issued their advice in 2008.
“The ATSB encourages Baron operators to review the Electrical Wire Chafing Protection section in Model Communiqué 116 (See attachment A) put out by Beechcraft in June of 2008, which is applicable to all Beechcraft models.”
The latest event (Kununurra) serves to make a couple of very valid points – it shows just how quickly things can turn to worms; and how very quickly 'options' can vanish when Murphy holds the trump card. There's our pilot, nicely lined up for a straight in, final checks – Gear down selected – gear warning, followed by silence from the gear motor, no speed reduction. During that half minute – I reckon most would be thinking about a gear malfunction; going around and cranking the gear down manually. That would be the sensible option; but following closely on the heels of this 'minor' problem – burning smell and smoke – now the options are 'limited' – belly landing and rapid evacuation seems the lesser of the two evils; but even a happy outcome from that choice is denied; smoke obscured both instrument and forward visibility. Our pilot did a great job, electrical power off; extinguisher used; cool head in tough spot, but even opening the storm port was to no avail. A classic example of just how quickly one problem can lead to another; how rapidly options can be reduced and just how fast, when least expected, without warning, a routine operation can become a bridge too far. Well done that young man; well done indeed.
Compare this event to the 2014 event approaching Gove; these boys got the 'smoke' warning early; isolated the electrics and used the one shot extinguisher to deal with the fire. I don't know (not being there) that I would have turned the Master on again, not even for a few seconds after having used the extinguisher and I doubt I would have used the electrical system to lower the landing gear. Fuel, air and spark in a closed environment would give pause for thought. However I digress. The point is two different outcomes; from similar problems, the difference purely a matter of time and circumstance.
Anyway – just an idle twiddle in the hope it produces some food for thought and discussion over an Ale (or two).
Toot - toot..