[P7_TOM]

Fluff and nonsense, my opinion.

My turn.  Is it just me? While happy to have the latest ATSB report and some 'facts' to consider, the wording of the ATR investigation seems a bit – 'twee', (for the wont of better), fluffy or something:- The first five paragraphs are totally and utterly irrelevant.  Except  “20/02/14 VH-FVR departed schedule Sydney – Canberra – Sydney.”  That's a full page of fluff to say routine operations out of Canberra and until mid descent Sydney.  So, why bother with the 'twaddle'?

Much later in the 'report' (after more fluff) we get the high drama scenario of a runway change; 16 R to 16 L – then the information that – surprise, surprise, - the Seat belt sign was on and the checklist was almost complete.  Anything of any great value so far?  Nope - and we are now up paragraph 10. This is where the FO started the descent – on AP.  Wow! invaluable, that's way cool.  Are you not diverted? Ah, but wait – now we come to it.

ATSB – “At 1640 and about 8,500 ft, the crew noticed the airspeed going up quickly and the speed trend excessively high. The first officer reduced engine power and used touch control steering to temporarily disconnect the autopilot before manually raising the nose to control the speed. The aircraft felt ‘heavy’, requiring the first officer’s two hands on the controls to move from the then -4° pitch angle (aircraft nose-up/down). The first officer expected that the pitch correction would be sufficient to arrest the speed trend.”

Alternate version – T firmly IC from Fearless......

The Australian Transport Safety Bureau, an equal opportunity employer, has revealed that at 1640 and about 8,500 ft, the crew noticed the airspeed going up quickly and the speed trend excessively high. Beads of sweat poured off the first officer as she clawed at the throttles to reduce engine power and use touch control steering to temporarily disconnect the shattered autopilot before straining desperately to lift the leaden nose and prevent the doomed plane and its terrified passengers plummeting to disaster. The aircraft felt ‘heavy’, requiring the first officer’s two hands on the controls to move from the then -4° pitch angle (aircraft nose-up/down). The first officer gambled that the pitch correction would be sufficient to prevent the mortally damaged plane from smashing through the dreaded sound barrier.

Deconstruct the ATSB paragraph, I'll give you a start – airspeed "going up quickly"; they were 235 KIAS, top speed 250 KIAS.  Do ATSB define time line, distance to run, actual ROD v required, TOAT, wind profile, temperature profile, inversion layer; or, sheer line, reported updraft, CAT; or stable mountain wave; or even a suspect trim fault. No, they do not.   But we do get "airspeed going up quickly" which is just 'fluff'.   Anyway SOP – power off – trim up – two hands: - no fix?– why not?.   Big question.  Was the auto trim running against the FO input?, had the skipper got his boot braced against the prong?  This is a definitive moment and the best we get is "speed going up quickly". Nonsense ATSB, stuff, fluff and nonsense.

ATSB “The captain was unsure if the first officer’s control inputs were sufficient to avoid an over-speed so put one of his hands on the controls and disconnected the autopilot to raise the nose further.”

WTF - Did the Capt. call 'taking over' Y/N ?  The Who’s on first, What’s on second etc. show for the next three paragraphs. Somewhere in that melee the elevator channels were split.  There is no record of this being executed as a conscious, viable option; somehow there has been a physical, opposite directions force applied to ‘split’ that system.  I forget the figure; (26 Kg pops to mind, but don’t quote it), this coincident to a 3g control event and warning lamps.  I believe we need to know exactly what was occurring on that flight deck; warts and all.

Then; 'the' paragraph worthy of a channel 7 headline, just before an advertisement break :-

ATSB – “To both crew members, what happened next was unexpected and unclear.”

High drama indeed....

ATSB - “Suddenly, the crew felt high positive g,[3] the controls felt different and spongy, and cockpit warnings activated.”

Somewhere, as yet undefined, between TOD, the "suddenly" moment and stable @ 230 KIAS the elevator channels managed to ‘split’ and despite previous "heavy" and "spongy" feeling controls – "suddenly" all is well, except for some annoying warning lights.  (WHAT specific warning lights, for FCOL).  Well, seems the lights were on, now, who’s at home?  

Aircraft grounded – Oh ho, you bet!   Engineering next.   Despite the paragraphs of window dressing, (all interesting stuff; duty times and the like, although ATSB do fail to mention what the engineer had for morning tea) - you get a sense of there being more to it, yet being told to move along, nothing to see.  Although, it may be just the tabloid style of reporting which gives that impression.  You know, drama, smoke, mirrors and sod all facts.

ATSB – “At about 2300 the engineer borrowed a nearby stand to provide a platform at about wing height.”

Stunning revelation.  If this is representative of the 'new' style ATSB report, the Murdoch press may be interested in using it.  It's not a bad 'press release', not too bad at all – but as an interim report on a very serious, potentially far reaching event?.....Well, at least we got a nice picture of the aircraft taxiing in....Stellar.

Please Senators, can we have our ATSB back.  Thank you.