[Kharon]

More Bollocks.

Was it a controlled flight into terrain – or; a non controlled collision with a building, ATSB?

It will, rest assured, be a long time before I venture onto the UP after an accident. The last straw – some brainless halfwit declaiming the ‘certified’ (FAR 23) performance of the venerable Be20.

Can’t be bothered to crib the post – Thanks P2 -

“My first few engine failures in a Kingair sim came after 31 years of flying - and they were a bloody handful. I now have the technique tuned, but I needed to be exposed to it. Pulling a throttle back in flight to simulate an engine failure does NOT replicate a full V1 cut in the sim, it never will.”

“A ‘dead cut’ @ V1 is an absolute bastard to manage”.  Bollocks – there is more drag at closed throttle (power lever) which is why, in the real world – when the EFATO procedure is correctly complete a Checky will ‘set’ zero thrust’ to simulate the ‘feathered’ condition. A dead cut will trigger auto feather and the ‘drag’ is gone; training benefit lost, right there. The philosophy supporting decades of multi engine training wisdom practice is simple; at training weights the additional drag assists in simulating the aircraft performance at a full load. The return to ‘zero thrust’ demonstrates the value of correctly performed actions and checks. End of.

Anyway - since when in this good world, was ‘V1’ ever, ever a consideration in the performance manual or even the approved certification data for the type? Never is the correct answer. Then the ‘expert’ fails to mention that the Auto feather would kick in and that saves valuable seconds at the ‘imaginary’ V1 cut; remember, V1 is but a fleeting second of time – a heartbeat. If you are using a ‘tight’ field length it is prudent to manage the T/Off speed schedule to make damn sure that you can either safely stop or safely go. This means a schedule which gets the aircraft as quickly as possible – to a ‘safe’ speed; preferably above single engine climb speeds. Why? Well if you ‘loose’ one below that speed, it is a sods job to accelerate and gain the additional speed needed for climb; but if you have obtained a better speed than minimum when you ‘loose’ it; even if the aircraft decelerates, then climb is still possible, even probable. There is that wonderful moment when the ‘Speedo’ ticks through to climb speed and the climb indicator shows a positive ‘UP’. Aside, you do realise there is a CASA mutt knocking about who even tries to insist that a reduction from a happy V2+10 to the scheduled V2 is the only ‘right’ way to manage a single engine climb.  

Yet here’s this UP mutt, who probably could not even define a ‘suitable’ range of V1 (not the sensible pilot selected ‘stop-go’ speed) for the type telling us that V1 is a ‘big deal’. It ain’t – full stop - it don’t exist.  Now ‘in the sim’ he claims to have used a V1 as the ‘dead cut point and how he battled, but eventually mastered the beast off the runway from V1 and won; and, has now mastered the art – through the simulator. Maybe the Microsoft one; at home after a couple of ales – but the real aircraft? Never, not in a million. Trust me, I do know the aircraft fairly well. Even the very complex relationship between ‘rudder boost’ and ‘yaw damper’ (wait for it – there ain’t one, but don’t say a word) except there is -$-%-&/. ‘V1’ in a Be20 is what I decide it will be;

You may, on a whim, develop a series of weight related ‘pseudo’ V1 and V2 numbers – as a guide; but the really important speed (legally) is TOSS – Take off Safety Speed – why? Well look it up.

(TOSS XX knots only provides a prescribed margin over Vmca, and does not {cannot} imply climb performance).

Do you see – the aircraft can be ‘flown’ (floated) off a short field at about 80 knots; loose one then and there is a no option other than a tree top height sleigh ride to gain the speed needed. But if you manage to gain say 90/95 on the runway and fly off gently the ‘acceleration’ period is very short; even on one. You must either have speed or room to accelerate preferably both – and a plan – Take off briefing ring any bells?

And yet some muppet wants V1, Vr, V2 etc. for an aircraft which was not certified for such things. Another duckin’ expert FCOL. What is it about accidents that brings ‘em out, barking at the moon; got me buggered. Perhaps he has it confused with Vsse – safe single engine. Now a smart ‘educator’ will not fail a power unit before this speed – why? Well, it is, as it’s name implies, the ‘certified’ minimum ‘safe’ speed ‘recommended’ for simulating an engine failure. There is one more, small but salient point to be made – who – sane, would be trying to make a FAR 23 aircraft fly like a FAR 25 aircraft. Can’t happen. Won’t happen, well not with any semblance of a defense – in law – criminal code – strict liability – “I continued from V1 M’lud”  - “Oh aye” say’s the prosecutor, sharpening the knife while looking for the best place to stick it.

Anyway; a to claim that failure at V1 in a Be20 is a ‘bastard’ becomes risible. No such animal exists, except on Microsoft. Or; unless the aircraft is operated to the FAR 25 specs, i.e. weight limited and the 'rider' that 'full compliance with FAR 25 is not implied'.  For RPT a speed/weight schedule may be used with CASA approval; but it's not a happy legal area at all. Read the fine print...

That’s it – calm restored, rant over, time to focus on the ‘real’ issues which led to this tragedy. My apologies to the purists; but simple, direct pictures are occasionally needed.

Toot-toot.

P7 (edit) - I thought the endless 'Mallard' rubbish would have been enough; but, your head of steam tempted me to look. Justifiable anger boy; now, we have mans work to do. BRB indaba - next week after estimates - we could start then. Ale with you Sir - later.