A hat trick – of warnings.
There are two ‘deep’ elements which ATSB have not deigned to cover off. Esoteric some would say; others would say it belonged to the new generation; some would consider company culture; there are some who would tag the observations as ego and attitude. To me, the elements above weave a pattern where airmanship, training and experience have been lost in the ‘hype’.
One can, and there is evidence supporting (BA for example) where the ‘problem’ begins with the HR folk. A cardboard cut out of the ideal crew – for company purposes – a ‘type’ if you like. You can, with almost 100% accuracy go to a pub and identify the company the individual’s fly for: won many a beer playing this game. There is little in the way of variation; which, for company purposes, is great. Not so much for having the right stuff somewhere on the flight deck. But, IMO it is a flawed philosophy – good pilots ain’t always ‘good’ corporate citizens – compliant and biddable; nor easily intimidated. A small, but important thread in the pattern.
P2 - The aircraft was descending through heavy rain when the right engine flamed out, automatically re-starting within five seconds as it is designed to do. As the descent continued the left engine also flamed out, automatically relighting as before with the right engine
To me this is tale is a warning flag; an indicator of pilot training and thinking error. “descending through heavy rain” – Why was the ‘spark’ not selected to manual (ON) before entering ‘heavy rain’. It should be an automatic action to turn the crackers on – long before entering; same as the icing gear – get it hot and working before – basic common sense. Training, corporate or pilot error? It costs maintenance money to replace the ‘crackers’ – but be buggered if I’d sit and wait five seconds for a relight even once – let alone twice. It took two flame outs before the crew selected ‘ON’. Tea and biscuits on my watch for that crew.
P2 - A hard landing in turbulence on 19 November 2017 resulted in substantial damage to a Virgin Australia ATR 72-600, say investigators in a preliminary report.
We have all done it – thumped one on – hard. Quartering crosswind sneaking in behind; strong gusty conditions etc. But you really need to mess it up to damage an inherently tough airframe. You can – even OEI go around from a very low height – you can also ‘feel’ when the aircraft has become a well trimmed manhole cover and take preventative action; maybe you ‘bang’ it on – but you don’t break it.
P2 - A search of the VARA occurrence database for over speed events from 2012 to 2014 identified seven occasions where an ATR 72 crew reported a VMO over speed event on descent.
Speed excursions happen – not very often – certainly not with this monotonous regularity. Particularly during a descent phase. There is a great deal of difference between a professional assessment of the conditions and the descent profile being ‘worked’ to suit the ambient conditions, than simply programming the Auto to get you to 1500 feet at five mile from Kickinatinalong. Lots of time spent ‘discussing’ and ‘briefing’ the approach plate – but little on the conditions expected throughout the ‘descent’ phase. Over speed is a training and airmanship matter.
Seasoned, thinking pilots will understand the need to manage the whole process so as not to over speed the aircraft and wind up with a hard landing after two flame outs before selecting continuous ignition approaching in heavy rain. These three known items may not be potential killers – but by Golly, they are man made holes in that famous Swiss cheese. How this becomes a matter for ATR to solve is beyond my ken; this, before we even get to the meat and spuds of how the control channels became separated in fairly routine conditions between Canberra and Sydney; and, how ATR are expected to re-jig their aircraft to prevent terminal stupidity. More to follow – you can bet on it.
Aye well - back to my knitting. Before I do :-
Cute as a button. Or; funny coincidence department? – You pick. Either way it is a classic of ATSB aberrations; all part of being the PR extension for the big guns. I’m rattling on about the exquisite timing of the ATSB release of the long awaited report into the badly damaged ATR. Go figure the odds; five years and change we waited for the release and when does it happen?
Apart from Cready and Oz Aviation – the media completely missed this one; and, there is a story there, a scary one to boot. But what with the world watching the Moscow tragedy and the 737 Max brouhaha and some kind of conference; and, a federal election on the boil - ATSB choose this particular time to quietly slip this report into he public arena. Thing’s that make you go Hmm indeed.
Coincidence – not a ducking chance
Toot – toot.
There are two ‘deep’ elements which ATSB have not deigned to cover off. Esoteric some would say; others would say it belonged to the new generation; some would consider company culture; there are some who would tag the observations as ego and attitude. To me, the elements above weave a pattern where airmanship, training and experience have been lost in the ‘hype’.
One can, and there is evidence supporting (BA for example) where the ‘problem’ begins with the HR folk. A cardboard cut out of the ideal crew – for company purposes – a ‘type’ if you like. You can, with almost 100% accuracy go to a pub and identify the company the individual’s fly for: won many a beer playing this game. There is little in the way of variation; which, for company purposes, is great. Not so much for having the right stuff somewhere on the flight deck. But, IMO it is a flawed philosophy – good pilots ain’t always ‘good’ corporate citizens – compliant and biddable; nor easily intimidated. A small, but important thread in the pattern.
P2 - The aircraft was descending through heavy rain when the right engine flamed out, automatically re-starting within five seconds as it is designed to do. As the descent continued the left engine also flamed out, automatically relighting as before with the right engine
To me this is tale is a warning flag; an indicator of pilot training and thinking error. “descending through heavy rain” – Why was the ‘spark’ not selected to manual (ON) before entering ‘heavy rain’. It should be an automatic action to turn the crackers on – long before entering; same as the icing gear – get it hot and working before – basic common sense. Training, corporate or pilot error? It costs maintenance money to replace the ‘crackers’ – but be buggered if I’d sit and wait five seconds for a relight even once – let alone twice. It took two flame outs before the crew selected ‘ON’. Tea and biscuits on my watch for that crew.
P2 - A hard landing in turbulence on 19 November 2017 resulted in substantial damage to a Virgin Australia ATR 72-600, say investigators in a preliminary report.
We have all done it – thumped one on – hard. Quartering crosswind sneaking in behind; strong gusty conditions etc. But you really need to mess it up to damage an inherently tough airframe. You can – even OEI go around from a very low height – you can also ‘feel’ when the aircraft has become a well trimmed manhole cover and take preventative action; maybe you ‘bang’ it on – but you don’t break it.
P2 - A search of the VARA occurrence database for over speed events from 2012 to 2014 identified seven occasions where an ATR 72 crew reported a VMO over speed event on descent.
Speed excursions happen – not very often – certainly not with this monotonous regularity. Particularly during a descent phase. There is a great deal of difference between a professional assessment of the conditions and the descent profile being ‘worked’ to suit the ambient conditions, than simply programming the Auto to get you to 1500 feet at five mile from Kickinatinalong. Lots of time spent ‘discussing’ and ‘briefing’ the approach plate – but little on the conditions expected throughout the ‘descent’ phase. Over speed is a training and airmanship matter.
Seasoned, thinking pilots will understand the need to manage the whole process so as not to over speed the aircraft and wind up with a hard landing after two flame outs before selecting continuous ignition approaching in heavy rain. These three known items may not be potential killers – but by Golly, they are man made holes in that famous Swiss cheese. How this becomes a matter for ATR to solve is beyond my ken; this, before we even get to the meat and spuds of how the control channels became separated in fairly routine conditions between Canberra and Sydney; and, how ATR are expected to re-jig their aircraft to prevent terminal stupidity. More to follow – you can bet on it.
Aye well - back to my knitting. Before I do :-
Cute as a button. Or; funny coincidence department? – You pick. Either way it is a classic of ATSB aberrations; all part of being the PR extension for the big guns. I’m rattling on about the exquisite timing of the ATSB release of the long awaited report into the badly damaged ATR. Go figure the odds; five years and change we waited for the release and when does it happen?
Apart from Cready and Oz Aviation – the media completely missed this one; and, there is a story there, a scary one to boot. But what with the world watching the Moscow tragedy and the 737 Max brouhaha and some kind of conference; and, a federal election on the boil - ATSB choose this particular time to quietly slip this report into he public arena. Thing’s that make you go Hmm indeed.
Coincidence – not a ducking chance
Toot – toot.