Have we finally reached ATSB Nadir?
That sudden, abrupt stop: at the end of a long descent into darkness? Perhaps not eh? But it must be close now; how much longer can the free-fall continue before someone, somewhere slams the brakes on and says “Whoa; this close to the pit is close enough.” No children, I'm not joking. Not when you start to add it all up, across the board. Not when one includes 'those who must be satisfied' which means, in reality, that 'they' are safely ensconced; can and will continue to ensure their comfort, safety, jobs, super and pensions. Which, living in the real world, is a very reasonable adult thing to do. BUT, in the real world there are very real penalties for incompetence, for fabrications, for telling faerie stories and for loosing the organisation money; not to mention credibility. For a 'government' (or independent agency), credibility is all – where would they or the politicians be without it? The point is a simple one; how much longer can the 'un-elected' withstand international scrutiny, before the government are forced to act – in the affirmative? I expect an 'example' is required: in my own clumsy manner, I shall attempt to oblige – for example:-
Start – HERE -. It is a short read; from the ATSB an insignificant dispatch to the 'public' (who will never read it) and the aviation community, who will and shrug: but, perhaps an important side bar to the lawyers assigned to the Essendon DFO case. It is drafted (or signed off at least) by a man who has never even flown a multi engine aircraft – let alone commercially operated the peerless Be200 (Super King Air). Yet he feels free to offer 'advice' on how and what to do in the event the pilot has not tweaked the friction lock on the power levers up to a position where the power lever cannot 'roll back' (a basic 101 at flight school item). Its a BOLLOCKS; complete and utter duckling rubbish; writ large by an idiot with NDI.
B200 Before Take off checks; NORMAL procedures Section IV (from my book)...
Item 5 - – Trim Tabs – Set.
Item 6 - - Engine controls Friction Locks – Set.
Then, consider the wondrous yarn spun by the unqualified commentator compared to that of an experienced check pilot; three fail items, before leaving the taxiway. – In primus, the pilot clearly had not conducted the required checks; secondly, why was his hand not in contact with the power levers throughout the take off procedure (apart from three seconds to activate the 'gear up' handle (as per the book) and why, for the love of Mike, would a 'trouble check' be run before the age old call – POWER UP – GEAR UP - in the event of power failure was not made? (Think on that – problem solved? – Oh, you bet) Yet, logic aside, a quick glance at the power lever position and the slight change in 'noise' would/should/ could alert a professional pilot to the simple fact that his power lever had drifted back an inch or so. Aye; all this a bad enough testament to 'simulator' failure where power levers, obligingly, do not ' 'wander'. But it also speaks volumes about 'attitude' and the 'check training regime. Enough said on that end of the argument – but what of Dr. Godley; he of the the pencil necked comments? Here is the 'sinister' bit – all speculation from me, an opinion if you will. His report (like his 'insight' into Angel Flight') stinks to the high heavens; its rank. The Essendon DFO event, despite Hood's histrionics and nervous breakdown after seeing the carnage aside needs supporting – and how very convenient is the Godley support package to bolster the Hood assumptions of why the Essendon event happened (consider medical history and Hotham perhaps?). I say this – the ATSB have no idea about what actually happened that day or why; nor are they inclined to dig too deeply into the why and how of either event. No more deeply than Godley has into a power lever drift back caused by a slack pilot who failed to action the pre take off checks and almost stuffed it all up, poncing about. The 'drill' on any low slow engine failure (or roll back) situation demands but only two immediate elements – Power up – Gear up. However with one hand on both power levers (as per universal practice) this 'non-event' could (if it ever really happened) have avoided being used to support a further nonsense.
Section 6 Be 200:Engine failure after take off:-
1) Power maximum available - (in lay terms push both power levers forward).
2) Airspeed maintain.
3) Gear UP
There, as per the book – problem solved in a heartbeat – nothing to see - move along. No report required. Selah.
Aye; “Never trust the advice of a man in difficulties.”
Toot – toot....................
That sudden, abrupt stop: at the end of a long descent into darkness? Perhaps not eh? But it must be close now; how much longer can the free-fall continue before someone, somewhere slams the brakes on and says “Whoa; this close to the pit is close enough.” No children, I'm not joking. Not when you start to add it all up, across the board. Not when one includes 'those who must be satisfied' which means, in reality, that 'they' are safely ensconced; can and will continue to ensure their comfort, safety, jobs, super and pensions. Which, living in the real world, is a very reasonable adult thing to do. BUT, in the real world there are very real penalties for incompetence, for fabrications, for telling faerie stories and for loosing the organisation money; not to mention credibility. For a 'government' (or independent agency), credibility is all – where would they or the politicians be without it? The point is a simple one; how much longer can the 'un-elected' withstand international scrutiny, before the government are forced to act – in the affirmative? I expect an 'example' is required: in my own clumsy manner, I shall attempt to oblige – for example:-
Start – HERE -. It is a short read; from the ATSB an insignificant dispatch to the 'public' (who will never read it) and the aviation community, who will and shrug: but, perhaps an important side bar to the lawyers assigned to the Essendon DFO case. It is drafted (or signed off at least) by a man who has never even flown a multi engine aircraft – let alone commercially operated the peerless Be200 (Super King Air). Yet he feels free to offer 'advice' on how and what to do in the event the pilot has not tweaked the friction lock on the power levers up to a position where the power lever cannot 'roll back' (a basic 101 at flight school item). Its a BOLLOCKS; complete and utter duckling rubbish; writ large by an idiot with NDI.
B200 Before Take off checks; NORMAL procedures Section IV (from my book)...
Item 5 - – Trim Tabs – Set.
Item 6 - - Engine controls Friction Locks – Set.
Then, consider the wondrous yarn spun by the unqualified commentator compared to that of an experienced check pilot; three fail items, before leaving the taxiway. – In primus, the pilot clearly had not conducted the required checks; secondly, why was his hand not in contact with the power levers throughout the take off procedure (apart from three seconds to activate the 'gear up' handle (as per the book) and why, for the love of Mike, would a 'trouble check' be run before the age old call – POWER UP – GEAR UP - in the event of power failure was not made? (Think on that – problem solved? – Oh, you bet) Yet, logic aside, a quick glance at the power lever position and the slight change in 'noise' would/should/ could alert a professional pilot to the simple fact that his power lever had drifted back an inch or so. Aye; all this a bad enough testament to 'simulator' failure where power levers, obligingly, do not ' 'wander'. But it also speaks volumes about 'attitude' and the 'check training regime. Enough said on that end of the argument – but what of Dr. Godley; he of the the pencil necked comments? Here is the 'sinister' bit – all speculation from me, an opinion if you will. His report (like his 'insight' into Angel Flight') stinks to the high heavens; its rank. The Essendon DFO event, despite Hood's histrionics and nervous breakdown after seeing the carnage aside needs supporting – and how very convenient is the Godley support package to bolster the Hood assumptions of why the Essendon event happened (consider medical history and Hotham perhaps?). I say this – the ATSB have no idea about what actually happened that day or why; nor are they inclined to dig too deeply into the why and how of either event. No more deeply than Godley has into a power lever drift back caused by a slack pilot who failed to action the pre take off checks and almost stuffed it all up, poncing about. The 'drill' on any low slow engine failure (or roll back) situation demands but only two immediate elements – Power up – Gear up. However with one hand on both power levers (as per universal practice) this 'non-event' could (if it ever really happened) have avoided being used to support a further nonsense.
Section 6 Be 200:Engine failure after take off:-
1) Power maximum available - (in lay terms push both power levers forward).
2) Airspeed maintain.
3) Gear UP
There, as per the book – problem solved in a heartbeat – nothing to see - move along. No report required. Selah.
Aye; “Never trust the advice of a man in difficulties.”
Toot – toot....................