A rare case of 'speculation'- Indeed it is'.
“Better to remain silent and be thought a fool than to speak out and remove all doubt.” –
Lincoln nailed it – and this, in particular, should always refer to making comment about an aircraft accident; actually, especially a fatal event, where the 'in's and out's of an event are not 'Gin clear'..(To quote the prophet). However; just this once, I will 'buy in' to the general discussion. There is little to glean from the news reports; and, even less from the pilot (and etc) body making comment and assumptions. The 'facts' as we know them is the aircraft took off and within a short space of time ; reaffirmed it's relationship with Mother Earth. The big (huge) question is why?
In brevi: (forgive the 'Me' factor in this) I have some small experience in both 25 and 35 Lear; I also have a significant amount of 'night operations'; and a reasonable experience in 'Medi-Vac' operations. I must qualify this by adding I have no idea, non, whatsoever' despite this, of what occurred during what should have been a routine, if tedious flight.
There are, despite written works to the contrary, several factors which can and certainly do affect crew 'performance'. Not in a way that can be qualified, say, the 'call out' means contacting someone to pick up the kids, or feed the dog etc. Even when a 'call out' impinges on a dinner date; or the Plumber, or, Electrician etc. It may even have been a strenuous night or stressful day. But; the investigation must at least 'acknowledge' the mind-set (attitude) and fatigue level of this crew as part of the report. Why? Well – IMHO – this is quite often 'overlooked'. The timing matters. One day's prior notification is 'adequate' i.e. roster-ed and scheduled; or at worst, 'on-standby' for. This is a question I would like to see answered in the 'report'. Only my PoV, but essential IMO; for it speaks to mindset.
Now the 'Lear' gets going; it actually means it, hand flying is demanding but not outside the competencies of a properly trained pilot, with a co-pilot for backup. Hell, you could pull the gear up and go to sleep with a good FO and an operational Auto pilot. Here, right here, on take off, is where my questions begin.
Q1; OK, tired, hacked off, hate the FO, black night take off into weather and all that involves. V!. VR, positive rate, gear up – AUTO PILOT - ON. No? If not,then why not?
Q2. So, OK, it's as black as the Devil's waistcoat out ahead, so it is a good time to sharpen up the skills of trade. Nailed the speed, climb rate spot on, heading rock solid. Real IFR pilots do this stuff for practice; and safisfaction and reassurance that base skills are 'intact' – despite the AP; much fun and greatly satisfying. Selah..However – (big one) “what – if” there was a liar on the instrument panel? Say the AH was 'off'; or, the T&B was telling fairy stories; or, perhaps the Pitot heat had been neglected? There are at least three reasons for a 'loss' of control. But without data we must at very least determine why this crew 'slid down the wing' and arrived, unannounced and uninvited in the middle of a community.
As stated, not my usual 'wait' for the report injunction; but, (IMVHO) this episode reaches deep into some murky pools, pools which underpin so very many neglected elements of an increased PE (pilot error) accident rate. It takes me all the way back to the King Air collision with a building at Essendon (many Moons ago) – it begs a question; one, which the dead cannot answer. In short WTD was happening on that flight deck? WE shall (patiently) await the guru's response.
Aye: wish I'd never started this – for the 'real' questions may never be answered. But, between public 'speculation' and 'official' diagnoses there will be a 'gap'. A gap which, if filled, may just prevent this conclusion from recurrence. Then again, maybe not.
Said too much – time to retreat to stove, Ale and the company of my quiet mates.
Selah.-.
“Better to remain silent and be thought a fool than to speak out and remove all doubt.” –
Lincoln nailed it – and this, in particular, should always refer to making comment about an aircraft accident; actually, especially a fatal event, where the 'in's and out's of an event are not 'Gin clear'..(To quote the prophet). However; just this once, I will 'buy in' to the general discussion. There is little to glean from the news reports; and, even less from the pilot (and etc) body making comment and assumptions. The 'facts' as we know them is the aircraft took off and within a short space of time ; reaffirmed it's relationship with Mother Earth. The big (huge) question is why?
In brevi: (forgive the 'Me' factor in this) I have some small experience in both 25 and 35 Lear; I also have a significant amount of 'night operations'; and a reasonable experience in 'Medi-Vac' operations. I must qualify this by adding I have no idea, non, whatsoever' despite this, of what occurred during what should have been a routine, if tedious flight.
There are, despite written works to the contrary, several factors which can and certainly do affect crew 'performance'. Not in a way that can be qualified, say, the 'call out' means contacting someone to pick up the kids, or feed the dog etc. Even when a 'call out' impinges on a dinner date; or the Plumber, or, Electrician etc. It may even have been a strenuous night or stressful day. But; the investigation must at least 'acknowledge' the mind-set (attitude) and fatigue level of this crew as part of the report. Why? Well – IMHO – this is quite often 'overlooked'. The timing matters. One day's prior notification is 'adequate' i.e. roster-ed and scheduled; or at worst, 'on-standby' for. This is a question I would like to see answered in the 'report'. Only my PoV, but essential IMO; for it speaks to mindset.
Now the 'Lear' gets going; it actually means it, hand flying is demanding but not outside the competencies of a properly trained pilot, with a co-pilot for backup. Hell, you could pull the gear up and go to sleep with a good FO and an operational Auto pilot. Here, right here, on take off, is where my questions begin.
Q1; OK, tired, hacked off, hate the FO, black night take off into weather and all that involves. V!. VR, positive rate, gear up – AUTO PILOT - ON. No? If not,then why not?
Q2. So, OK, it's as black as the Devil's waistcoat out ahead, so it is a good time to sharpen up the skills of trade. Nailed the speed, climb rate spot on, heading rock solid. Real IFR pilots do this stuff for practice; and safisfaction and reassurance that base skills are 'intact' – despite the AP; much fun and greatly satisfying. Selah..However – (big one) “what – if” there was a liar on the instrument panel? Say the AH was 'off'; or, the T&B was telling fairy stories; or, perhaps the Pitot heat had been neglected? There are at least three reasons for a 'loss' of control. But without data we must at very least determine why this crew 'slid down the wing' and arrived, unannounced and uninvited in the middle of a community.
As stated, not my usual 'wait' for the report injunction; but, (IMVHO) this episode reaches deep into some murky pools, pools which underpin so very many neglected elements of an increased PE (pilot error) accident rate. It takes me all the way back to the King Air collision with a building at Essendon (many Moons ago) – it begs a question; one, which the dead cannot answer. In short WTD was happening on that flight deck? WE shall (patiently) await the guru's response.
Aye: wish I'd never started this – for the 'real' questions may never be answered. But, between public 'speculation' and 'official' diagnoses there will be a 'gap'. A gap which, if filled, may just prevent this conclusion from recurrence. Then again, maybe not.
Said too much – time to retreat to stove, Ale and the company of my quiet mates.
Selah.-.