Originally Posted by
SilsoeSid
My role - Current operator; 2,500 hrs on type.
I said "I suggest that the next time you get into a 135, switch on the Battery, switch on the Avionics, (leaving the SHED BUSS switch alone) and notice that the Rad Alt and landing lamp are powered."
I repeat, "My point being, get in your aircraft and find out what will or will not be available in the event of ..." (i.e. get to know your machine, each is different)
I am not getting drawn into any pointless discussions with someone that needlessly quotes to me the AAIB report and then goes to say ...
... when the report says, "When examined by the AAIB after the accident site had been stabilised, both the No 1 and No 2 prime pump switches were found to be in the on position." and "The engine control panel switches for the FADECs were found set to ON and the ENG I and ENG II switches were guarded in the FLIGHT position."
Stop your blind offering of possible explanations, it helps no one.
SID Thanks you for your post, I am not sure what your point is exactly as you seem determined to attack me rather than address the issues.
Firstly, the accident report actually states:
"
The investigation identified the following contributory factors:2. The RADALT and steerable landing light were unpowered after the second engine flamed out, leading to a loss of height information and reduced visual cues"
How this relates to your helicopter I do not know. However, you seem to be implying that the RADALT remains available (and to use your words); "in the event of..."
Secondly the AAIB reports states:
"Photographs taken by the first responders appeared to show at least one of the prime pump switches in the off position. When examined by the AAIB after the accident site had been stabilised, both the No 1 and No 2 prime pump switches were found to be in the on position".
We can infer several things from this. Either the original photo was correct, maybe implying an attempted relight, OR, the AAIB inspection was correct, implying maybe that the prime pumps were selected in error and lieu of, the transfer pumps. Solely in the pursuit of understanding because it may lead on to a key point in training ourselves. That above all is the purpose of studying these reports.
My experience of the EC135 is woefully small compared to yours. In my question of "Role" I was not questioning your experience, just the "Role" your helicopter(s) you have flown were in. In this question I do not have enough knowledge to know if the Mission Bus (Shed when the Gens drop off line) causes the RADALT and Lamp to drop off line in all EC135s. Maybe you know the answer. However, intentional or not, your posts seem to suggest that you disagree with the AAIB conclusion on this particular issue....or am I missing the point.
This should be a "No-Blame" culture. Understanding is what we should seek.
"Blind Explanations" - this does not make sense to me. What exactly are you referring to? You can keep plugging away. I will try to remain patient with you.