From the ‘Strictly Gossip’ department.
The Essendon accident and the DFO runway incursion are still topics of conversation and wonder. As often happens, you bump into someone you know and toddle off to have a catch up and a coffee; the DFO/ Essendon business got a mention as my mate is a Melbourne based, local lad with an interest in the event. I let this casual remark pass without comment: “the pilot was in the habit of using two hands to rotate” (words to the effect).
True or not is a matter for the ATSB to confirm or deny; speculation pointless. However, it should be a consideration of the report. In single pilot operations this not a good practice, nor is it normal. It is possible to forget to tighten the throttle (power lever) friction lock. It is a small knob, (Be20) one below each individual power lever which prevents the power lever moving from the selected position. A power lever backsliding, toward a low power setting produces the same effect as an engine failure, indeed it often used when ‘EFATO’ is simulated during a check ride. During a take off in a single pilot aircraft, one hand is on the control yoke, the other on the power levers – released only to select the undercarriage ‘UP’ and then returned to the power levers. Simply sound practice when there is no FO to keep the power at the scheduled value.
Can’t say if the two handed rotation was a routine practice – but if the ATSB can establish whether this was the case, it adds weight to the argument for a power lever roll back. Even if it has nothing to do with the accident, it is a true ‘safety’ matter and a reminder from ATSB to aircrew about ‘proper’ practice could do no harm in anyway.
Idle gossip – food for thought – intrinsic value Zero.
Toot - toot.
The Essendon accident and the DFO runway incursion are still topics of conversation and wonder. As often happens, you bump into someone you know and toddle off to have a catch up and a coffee; the DFO/ Essendon business got a mention as my mate is a Melbourne based, local lad with an interest in the event. I let this casual remark pass without comment: “the pilot was in the habit of using two hands to rotate” (words to the effect).
True or not is a matter for the ATSB to confirm or deny; speculation pointless. However, it should be a consideration of the report. In single pilot operations this not a good practice, nor is it normal. It is possible to forget to tighten the throttle (power lever) friction lock. It is a small knob, (Be20) one below each individual power lever which prevents the power lever moving from the selected position. A power lever backsliding, toward a low power setting produces the same effect as an engine failure, indeed it often used when ‘EFATO’ is simulated during a check ride. During a take off in a single pilot aircraft, one hand is on the control yoke, the other on the power levers – released only to select the undercarriage ‘UP’ and then returned to the power levers. Simply sound practice when there is no FO to keep the power at the scheduled value.
Can’t say if the two handed rotation was a routine practice – but if the ATSB can establish whether this was the case, it adds weight to the argument for a power lever roll back. Even if it has nothing to do with the accident, it is a true ‘safety’ matter and a reminder from ATSB to aircrew about ‘proper’ practice could do no harm in anyway.
Idle gossip – food for thought – intrinsic value Zero.
Toot - toot.