[Peetwo]

Casa DICTATED ‘Blue line’ fever strikes again?  I know, I know, wait for the details; but this new ‘regime’ of stupidity – V2 + 10 or a nice fat sandwich of wriggle room – all gone.  When will they realise the SIM ain’t real.

10 minutes sin bin? – OK - sounds reasonable M’lud; thank you – bow – exeunt: at a good clip. .

Update 09 June 17: Byron Bailey OP.

Today in the Oz Bailey enters the old chestnut of EFATO training/testing and Blueline fever debate :

Rossair Cessna crash stirs talk of live engine failure training

• Byron Bailey
  
• The Australian
  
• 12:00AM June 9, 2017
  
  Having trained on jet aircraft 48 years ago, I have limited experience on non-jet aircraft, but a number of my aviation colleagues, some who have flown the Conquest, have proffered their opinion of the crash and on twin propeller aircraft engine failure training.
  
  Engine failure training on all medium and larger jet aircraft is done in simulators. The V1 (decision speed) cut can be practised at length with no danger to the pilots. A jet aircraft simply requires the pilot to keep straight with the rudder after the engine failure, maintain level wings with aileron, and climb away at V2 (takeoff safety speed) after retracting the undercarriage. Indeed all jet aircraft are required to achieve a safe climb gradient on one engine. The pilot really just needs to put in a big boot full of rudder and attending to the engine failure can be done at a safe altitude.
  
  Twin engine propeller-driven aircraft have additional problems. Unlike the one thrust lever on a jet engine, they have three levers per engine — fuel, propeller and power — and the engine has to be attended to immediately upon a failure.
  
  The propeller, if not feathered quickly after an engine failure, can produce so much drag that the aircraft may be uncontrollable. One of my colleagues pointed out that if you simulate engine failure to idle instead of setting zero thrust then the drag from the propeller can be almost uncontrollable. In a real engine failure situation, aircraft such as the King Air have auto feather of the propeller, and the Conquest has negative torque sensing and after the pilot carries out immediate action successfully can then climb away in the Conquest at blue line speed (best rate of climb).
  
  The problem I see in asymmetric training in propeller driven aircraft is that the pilot has no margin for error and needs to be almost perfect in flying technique and in performing the immediate engine shutdown drills and retracting the undercarriage. As well, these aircraft are certified to a lower performance requirement regarding climb gradient on a single engine after takeoff. The Cessna Conquest has ample power, but at lower speeds just after takeoff full power may not be able to be used if the full rudder authority is insufficient to keep straight and loss of control may result.
  
  It does not matter how experienced a pilot may be — it does not preclude you from making a mistake. Several of my colleagues have pointed out that there have been more crashes due to practice training of engine failure on takeoff than have occurred through real engine failures on takeoff.
  
  An airline operating the Conquest can use a King Air 200 simulator for emergency practice where the Civil Aviation Safety Authority approves it — without the risk associated with a real takeoff.
  
  Byron Bailey is a former RAAF pilot and B777 captain, and now flies corporate jets.

And by way of an update on the ATSB investigation 3 days ago, courtesy of cornwalllive.com:

...Meanwhile investigators have begun the work of removing the aircraft wreckage to Adelaide, including one of the bent propellers. Large sections of the fuselage have been removed from the scrubland by crane and loaded onto lorries.

The wreckage is being taken to a secure-building in Adelaide where investigators can look for possible defects, assess the damage and piece together how the aircraft came down.
A preliminary report by the Australian Transport Safety Bureau into the possible causes of the crash is expected back with the month.



A file picture of a Rossair Cessna.

An Australian Maritime Safety Authority spokeswoman said the aircraft sent out a distress signal shortly after taking off from the aerodrome west of Adelaide about 4:15pm.

"We became aware there might be an issue shortly after take-off when a distress signal was detected," she said.

The premier of South Australia, Jay Weatherill, said the crash was "tragic news" and paid tribute to the three men.


Read more at http://www.cornwalllive.com/probe-begins...OhuLJyo.99

MTF...P2