The search for investigative probity.

Well; seems clear enough to me, CASA’s ‘fatigue ‘ rules ain’t worth the paper they were approved on, by parliament –Minister? Please explain. You do see of course that ‘black-letter’ works both ways – if it is not deemed illegal – we shall comply. CASA written reg’s = BOLLOCKS. Time you understood that simple fact……………
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Ironsider further follow up on snoozing pilot incident -  Shy

via the Oz: https://www.theaustralian.com.au/busines...e184ccc904

Quote:Sleeping pilot couldn’t be raised during freight flight from Devonport to King Island, say air traffic controllers
[Image: e918784e328ec35185ee7e295cf2665f?width=650]This image shows how a Piper PA-31 overflew its destination, King Island, by 46km this month.
  • ROBYN IRONSIDE
    AVIATION WRITER
    @ironsider[img=0x0]https://i1.wp.com/pixel.tcog.cp1.news.com.au/track/component/author/6e7c15929181150836944cea1b4d0979/?esi=true&t_product=the-australian&t_template=s3/austemp-article_common/broadsheet/components/article-author/widget&td_bio=false&td_location=none[/img]

  • 6:38PM NOVEMBER 27, 2018

Air traffic controllers complained they could “not raise” a pilot who had fallen asleep during a freight flight from Devonport to King Island.

ATC audio reveals several calls to “Tango Whiskey Uniform”, the call sign of the Piper PA-31-350 Chieftain, operated by Vortex Air.

As The Australian reported yesterday, two investigations are now underway into the flight, which overflew King Island airport by almost 50 kilometresas a result of the sleeping pilot.

The Civil Aviation Safety Authority is investigating whether Vortex Air complied with fatigue management procedures and the Australian Transport Safety Bureau is investigating the “pilot incapacitation” incident.

After refusing to comment, Vortex Air managing director Colin Tucker posted a statement on the company Facebook page.

It said the pilot “unintentionally” fell asleep while in command of the aircraft.

“The issue became apparent when Air Traffic Control was unable to contact the pilot in-flight and the aircraft travelled past the intended destination point while operating on autopilot,” said the statement.

“The pilot safely landed the aircraft at King Island airport.”

It continued on to say the flight was the pilot’s first rostered flight with the company after returning from a period of leave, and “they had declared themselves fit to fly”.

“The pilot was adequately experienced and had previously flown the route a number of times without incident,” the statement said.

“All safety procedures were adhered to and regulatory compliance requirements have been satisfied to date.”

The statement said it was “an extremely rare occurrence as demonstrated by the companies’ excellent safety track record”.

Support was being provided to the pilot to assist them to safely return to full duties, said the statement.

The ATSB’s final report is expected in the first quarter of 2019.


MTF...P2  Tongue
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What will it take to make a Hooded Canary sing?

Reference: http://www.auntypru.com/forum/thread-10-...ml#pid9354

(09-29-2018, 12:39 PM)Peetwo Wrote:  ATSB YMEN DFO FR: More questions than answers -  Dodgy

Not sure how Hoody ever believed that any sane, respecting professional aviator (especially aviators with some time on type) would swallow that bollocks report, is simply beyond me...  Huh

Anyway to add to the "K" curiosities from above, the following is from Sandy off one of the AP email chains:

Quote:Just read the Essendon Kingair report. I did not see any follow up on this strange elevator trim setting. Anyone any thoughts? What would happen if there was a loss of direct elevator control?

Quote from the report:-

Quote:Elevator trim


Both the left and right elevator trim actuators were found in a position that equated to a full nose‑up trim position. “
      
And from Grogmonster off the UP a similar (amongst other) curious OBS: https://www.pprune.org/pacific-general-a...st10261266
Quote:Hi everyone,

I want to stay clear of nasty politics and deal with facts so I have a couple of things to add / ask and I will let you guys carry on.

1. Has anyone looked at the NTSB report on the Wichita, Kansas B200 crash? Its very similar.
2. Has anyone considered that the elevator trim in this incident was found fully nose up but attributed to impact forces and yet impact forces have been discounted with regard to the rudder trim. Why???
3. From personal experience I can tell you that a loose friction nut rollback will leave approximately 600 ft lbs of torque in play hence the ," producing power condition," of the left engine.
4. Systems knowledge here. If you have a failure of the instrument bleed air valve in the "off" position on say the right engine the rudder boost system would sense a lack of reference air from the right engine therefore assuming an engine failure and it would cause the rudder boost to activate and the aircraft would want to veer into the opposite engine. In this scenario the pilot could possibly wind in a heap of rudder trim to compensate or reduce power on a good engine or a combination of both. Confused????
5. A lot of conclusions have been drawn from the state of the wreckage however a lot of change, trim or power lever movements, could have been happening in the cockpit in those short seconds before impact.

I shall leave you guys to it and I look forward to the comments.

Groggy

I also note this (like-minded OBS) post from Propsforever:

Quote:And once again from me:

If you Keep a B200 with 2 Engines running below 160ft, after 5100ft distance you are going the better of 160kts even with the gear down.
If you Keep the Speed below 110kts, which almost no one would do ( read below), the Ship would climb at an insane angle.

In Europe, "Norwegian Air Transport" trains to climb at V2. Everybody else i know, trys to get to Cruiseclimb as fast as possible. To build up some kinetic Energy and to pass 121KT= V2 Flaps up, to raise the flaps (( 1% mor Gradient)), wich happens usually around 50ft AGL

Unfortunatly the B200 i fly is in Maintenance/Repair, otherwise i would try the Scenario at an safe Altitude and Report.

Slighly Off Topic, but related to the Accident:
The reason i dont like to climb with V2 on an 2 Engine Departure is: You are maintaining an Pitch Attitude of give or take 20degr. @ 121KTs clean( Stall Speed 100kt ...). Now one Engine quits and you Need to decrease your pitch to 10degr. while the Aircraft is getting slower and trying to roll on its back. All the Odds are against you in this Scenario.

Every knot of Speed you carry more is just safety! If you climb out with 10degr. you do 160kts, the recommended Cruise climb.

If you loose an Engine above V2se, just maintain Pitch - Keep Directional Control, wich is easier because of reduced Torque effects - Clean up - Check Autofeather in Progress and relax!

I just dont buy the conclusion of this Accident Report. It might even happened that the Pilot has put the trim in the wrong direction while airborne. I have seen this happen with unexperienced Copilots, until it settled into them wich direction to turn. Usually they werent used ( or trained) to work the Ruddertrim and where at first annoyed to get ordered to trim "all the time".

[Image: figure-9.jpg]

Hmm...much like the ATR in picture above, was there any possibility that VH-ZCR was structurally compromised/damaged prior to this accident?

Quote:..At the terminal, ZCR was refueled and the pilot was observed on CCTV to walk around the aircraft, stopping at the left and right engines[4] before entering the cabin. The pilot was then observed to leave the aircraft and wait for the passengers at the terminal...

Wonder if we could get a copy of the CCTV footage of the pilot doing the walkaround?  Rolleyes

Reference: #SBG 16/12/18 - https://auntypru.com/setting-the-odds-and-playing-em/

Quote:Can’t be long now before the Hooded Canary sings?  [Image: rolleyes.gif] 



Quote:“The other point I might add is the ATSB is very much the canary in the mine—and let me tell you, we will sing. But we’re not going to sing prematurely, and we’re not going to sing without the evidence to sing appropriately. You may be aware, from the other committee, of our report on the ATR aircraft. We have formed a strong view in relation to that aircraft. We published two interim reports and we’ve got a third one coming. So, we’re not afraid to exercise that authority and have our say when we think it’s appropriate.”  ―  ATSB Chief Commissioner Greg Hood, 29 August 2017.

Okay so how much would it take for the Hooded Canary to sing on the bollocks ATSB DFO cover-up report where our ATSB Chief Commissioner came out and effectively defamed a dead pilot: ref - https://www.atsb.gov.au/publications/inv...-2017-024/
Quote:[Image: 10297838-3x2-940x627.jpg]
ATSB boss Greg Hood

Posted 24 Sep 2018, 11:11am
Mr Hood said the pilot had five opportunities to pick up the error that led to the crash.
ABC News: James Oaten





After consultation with the BRB, Aunty Pru has tasked the AP editorial team to enlist expert advice and opinion from within the PAIN membership to peer review what appears to be yet another attempt by the Greg Hood led ATSB to slate all blame and liability on a dead pilot in order to shutdown/obfuscate proper scrutiny of the Essendon DFO accident final report.

MTF? - MUCH! P2  Cool
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