The Options:-
A beer and a story to tell; a wheelchair if you get lucky; or a coffin. Those are some of the possibilities on offer after an aircraft 'crash' event.
Ordinarily, unless in a BRB discussion, I would refrain from buying into a Pprune shindig; however, there is some excellent comment presented by Centaurus, McKenzie and Look Left; their posts are worth some time and consideration. All on the right track but – IM (most) HO - LL's closing sally gets awful close to the nub:-
LL - “The purpose of assy training is to teach procedure and handling at a safe height. Its not to take pilots to the edge of their and the plane's abilities just to demonstrate the unlikely extreme event.”
Correct - Before putting my 'two bob's worth' in; this link – HERE – provides a good starting point for Multi Engine (ME) operations and the limitations certification imposes. Once it is realised that there are limitations the first item in any 'training' schedule should be related to the performance graphs provided with the aircraft manufactures AFM. This is essential stuff -tedious I know – but; should you stack the ship on the bricks and the 'manual' clearly demonstrates that the 'ship' should never have been allowed anywhere near those bricks; then, if you survive – life as you would like it is over. The ability to 'predict' with some certainty, say, the distance required from a standing start, to rotation, to gear up and engine failure ; the expected climb gradient '1 inop' and an 'escape plan' is sadly missing in many of the candidates for a sudden re connection with Mother Earth. An understanding of at least the 'basics' should be part and parcel of every day operations.
Then we come to an element which troubles me deeply. (short ramble follows). At the grand old age of 12, I was given a BSA 'Bantam' (a motor bike). It has a Villiers 98cc, two stroke engine which was 'buggered'. An appeal for help to Grand Papa brought a growl and a 'manual' from under a moldering pile; “come to me when you get stuck” (end of conversation). Now the engine part was easy enough; the manual gave me all I needed to know, and, after a while, I achieved a grunt of approval for that; but. Clutch, gear box and 'settings' demanded more skill and wit than I possessed. But a twelve month later and many, many head scratching sessions and much spoken 'assistance' – I rode that bike; went like a dream. The point is, one needs, nay, must be fully conversant with the 'machine' – all components, limitations and how it all works; essential knowledge for aircraft operation methinks. Aye, suck, push, bang, blow is the rhythm – but the 'why for' must be acknowledged – listened to and attended. How many check the exhaust debris, to check the color and can relate that to their notion of 'lean'?
Best get to the point – 100% agree with LL _ clearly and demonstrably – the engine failure on take off (or any 'low level' critical phase) is the absolute worst case. When and if (pray it don't) 'it' happens the time tested, proven mantra and subsequent actions become the difference between a mess for some poor sod to sort through; or, a tale at the bar. The response must immediate, correct, executed and forgotten; within 30 seconds or less. ( Mix Rich; props fine, Identified, verified, feathered, ; that's it. What comes next is the 'trick'. You now are obliged to 'dance with the Daises' All power available is there; now your 'knowledge' of the aircraft matters; the 'drill' is a trigger; asymmetric balance, speed control, critical engine considerations; 'raise the dead' trimming for best performance:: you 'need' to get this pig to fly; you need to avoid rising terrain; you need to be aware of traffic; you need to get back to 'Terra Firma'; you need to deal with 'shock' and Adrenalin while sorting traffic, diversion, ATC – the gods may even throw in fire; to keep you focused – who knows. In short – this is where proficient, full bottle pilots earn their corn; once, maybe twice in a career its going to really matter – big time. Only 'you' : that's all there is – when the chips are down and it matters....
Toot - toot; with sincere apologies for butting in; but the notion of 'tick-a-box' and a lack of 'proper' understanding of where the dragons live bothers me.
A beer and a story to tell; a wheelchair if you get lucky; or a coffin. Those are some of the possibilities on offer after an aircraft 'crash' event.
Ordinarily, unless in a BRB discussion, I would refrain from buying into a Pprune shindig; however, there is some excellent comment presented by Centaurus, McKenzie and Look Left; their posts are worth some time and consideration. All on the right track but – IM (most) HO - LL's closing sally gets awful close to the nub:-
LL - “The purpose of assy training is to teach procedure and handling at a safe height. Its not to take pilots to the edge of their and the plane's abilities just to demonstrate the unlikely extreme event.”
Correct - Before putting my 'two bob's worth' in; this link – HERE – provides a good starting point for Multi Engine (ME) operations and the limitations certification imposes. Once it is realised that there are limitations the first item in any 'training' schedule should be related to the performance graphs provided with the aircraft manufactures AFM. This is essential stuff -tedious I know – but; should you stack the ship on the bricks and the 'manual' clearly demonstrates that the 'ship' should never have been allowed anywhere near those bricks; then, if you survive – life as you would like it is over. The ability to 'predict' with some certainty, say, the distance required from a standing start, to rotation, to gear up and engine failure ; the expected climb gradient '1 inop' and an 'escape plan' is sadly missing in many of the candidates for a sudden re connection with Mother Earth. An understanding of at least the 'basics' should be part and parcel of every day operations.
Then we come to an element which troubles me deeply. (short ramble follows). At the grand old age of 12, I was given a BSA 'Bantam' (a motor bike). It has a Villiers 98cc, two stroke engine which was 'buggered'. An appeal for help to Grand Papa brought a growl and a 'manual' from under a moldering pile; “come to me when you get stuck” (end of conversation). Now the engine part was easy enough; the manual gave me all I needed to know, and, after a while, I achieved a grunt of approval for that; but. Clutch, gear box and 'settings' demanded more skill and wit than I possessed. But a twelve month later and many, many head scratching sessions and much spoken 'assistance' – I rode that bike; went like a dream. The point is, one needs, nay, must be fully conversant with the 'machine' – all components, limitations and how it all works; essential knowledge for aircraft operation methinks. Aye, suck, push, bang, blow is the rhythm – but the 'why for' must be acknowledged – listened to and attended. How many check the exhaust debris, to check the color and can relate that to their notion of 'lean'?
Best get to the point – 100% agree with LL _ clearly and demonstrably – the engine failure on take off (or any 'low level' critical phase) is the absolute worst case. When and if (pray it don't) 'it' happens the time tested, proven mantra and subsequent actions become the difference between a mess for some poor sod to sort through; or, a tale at the bar. The response must immediate, correct, executed and forgotten; within 30 seconds or less. ( Mix Rich; props fine, Identified, verified, feathered, ; that's it. What comes next is the 'trick'. You now are obliged to 'dance with the Daises' All power available is there; now your 'knowledge' of the aircraft matters; the 'drill' is a trigger; asymmetric balance, speed control, critical engine considerations; 'raise the dead' trimming for best performance:: you 'need' to get this pig to fly; you need to avoid rising terrain; you need to be aware of traffic; you need to get back to 'Terra Firma'; you need to deal with 'shock' and Adrenalin while sorting traffic, diversion, ATC – the gods may even throw in fire; to keep you focused – who knows. In short – this is where proficient, full bottle pilots earn their corn; once, maybe twice in a career its going to really matter – big time. Only 'you' : that's all there is – when the chips are down and it matters....
Toot - toot; with sincere apologies for butting in; but the notion of 'tick-a-box' and a lack of 'proper' understanding of where the dragons live bothers me.