[Peetwo]

A can of worms;

CG - “ Out of interest, when EFATO training is conducted in a simulator, is a full engine shut-down performed? If so, is it done at low altitude?”

and, a piece of string. For CG - Much depends on the 'Sim' being used. I have been in one (USA) for an aircraft with 'auto-feather' and a co-pilot. Dead cut at VR – nothing to do except control the aircraft and confirm 'Auto feather' – that's it. However what one is supposed to do should the AF system fail is a mystery, and a tale for another day. There is not to my knowledge a Conquest sim in Australia; but the Metro sim supports the Negative Torque System (NTS). Personalty – I like the NTS – it offers an almost instant relight option – but an increased 'decision' time frame – time needed to decide whether the donkey is dead or just fooling. Either way - at low level, low speed, with gear and flap out, the essential thing is eliminate the propeller drag resulting from a failed engine – both systems are very effective at doing exactly that. Where the Sim wins, hands down, is that engine failure (dead cut) can be 'properly' simulated – and the 'drill's' and decision process can be safely executed, practised until almost second nature. Using an aircraft involves a compromise. No sane person is going to dead cut an engine in a FAR 23 aircraft at V1, VR or even higher. So 'Zero thrust' enters the picture. Nothing wrong operationally with it; been around a long, long time. Properly done it achieves the purpose of the lesson – and provided the check pilot has instant access to the power lever (to be sure to be sure) then there is an acceptable, reasonable level of equivalent safety. 'Cost' is the big threat – closely followed by wear and tear on the aircraft. Again, properly managed these elements can be reduced – it all depends on individuals and company 'ethos'. I find it difficult to criticise the use of 'zero thrust' – it is effective and; as said, properly done is a safe training tool. But No, in real life the 'shut down' of a healthy engine just after take off is simply not done. Shut down and relight is always practised at a sensible height and is a mandatory part of training for a type rating.

CG - “And another question, does CASA have the authority to sidetrack the AFM by introducing simulated engine failures at much lower levels than stated and justifying it by not actually shutting the engine down? I would be very interested to know where such authority comes from which allows them to make up rules which are contrary to the intentions of the aircraft manufacturer.”

More worms – the manufacturer cites 'shut down' along with the height requirement. To me it relates back to initial training on type – the notion of a deliberate 'shut down' followed by 'checks' followed by a relight. Without a C441 manual in front of me, I can't say what other practices the AFM provides for. There will be a 'zero thrust' setting; the C&T system would incorporate that and practice EFATO should incorporate that, alongside clearly defined parameters. These should be defined within the AFM and built into the C&T system. CASA have a requirement for demonstration of EFATO in their testing requirements and fairly loose interpretation of 'how' this element can be tested. In fairness, this is an operator responsibility. Say CASA demanded a 'shut-down' on take off – the operator has two options – bugger off, not happening; or, use a manufacturer 'zero-thrust' setting. If the operator can demonstrate that what CASA ask for is contrary to the AFM – then an alternative method can be negotiated; if not, then CASA rules apply. Much depends on the actual words writ in both AFM and the operators system and the negotiated settlement with the CASA. Compromise for certain; but not even CASA would dare to ride rough shod over the AFM – well, not in writing at least. The Ross Air crash falls into a compromise; zero thrust not shut down. The height and speed at which the simulated failure occurred demonstrated nothing of value; too high and fast to represent a 'true' EFATO; too low and slow for a 'shut down' relight scenario. Box ticking at it's very best. The real question is should that event have ever taken place – was it necessary?

Coffee – must have; hope that blurb helps. But bare faced breach of the AFM will be a tough row to hoe; proving it - mission impossible.

Toot – toot.

P2 addendum:  Can of worms alright?? 

Especially when you add in (my bold)...

ref pg 19: "..One engine inoperative procedures should be practiced in anticipation of an emergency. This practice should be conducted at a safe altitude (5000 ft AGL), with full power on both engines, and should be started at a safe speed of at least 98 KIAS. As recovery ability is gained with practice, the starting speed may be lowered in small increments until the feel of the airplane in emergency conditions is well known. It should be noted that as the speed is reduced, directional control becomes more difficult. Emphasis should be placed on stopping the initial large yaw angles by the IMMEDIATE application of rudder supplements by banking slightly away from the yaw. Practice should be continued until: (1) an instinctive corrective reaction is developed and the corrective procedure is automatic, and (2) airspeed, altitude and heading can be maintained easily while the airplane is being prepared for a climb..."

Note that there is no mention about shutting down an engine; nor the procedure to follow for shutting down an engine?? 

 

ref pg 19-20: "..Simulated asymmetric flight is not to be carried out unless specifically authorised, and then only when accompanied by an authorised person. Asymmetric flight shall not be carried out when passengers are being carried and shall only be conducted on a designated training flight.

Any engine failure simulation shall be conducted by closing the power lever to a position equivalent to zero thrust (Turbine) in accordance with Part C, or moving the mixture lever to the idle cut off position (Piston).

For the purpose of training, simulated engine failures and the feathering of aircraft propellers shall only be conducted in VMC conditions. In addition, the aircraft shall be operating above 3000 ft AGL, unless the simulation or feather practice is specifically required during the approach and landing phase.

Following any practice engine shut-down in flight, the engine controls must be set for an immediate restart.

At no time are stalling or Vmca demonstrations to be made with the aircraft propeller feathered..."

Plus:

Figure 12: Rossair training and checking manual