Originally Posted by B2N2
That is why you need to refer to it when something occurs that is not covered by the abbreviated checklist. That is why the POH needs to be in the cockpit area within reach.
Being facetious, not sure having the PoH to hand during a double engine failure on gear retraction after take off would be much help!
Originally Posted by Rod1
I have no knowledge of the electrical system or the type of battery used, but you cannot put 60 amps into a conventional battery without a very big bang!
The problem here is not the need to power all the aircraft electrical systems, it's to prevent a transient voltage drop of the order of milliseconds from essentially rebooting all four ECU's at once ie v low current requirement.
You can add procedures as much as you want to the PoH for liability reasons, but it will never prevent accidents. On a conventional aircraft a PoH for morons may say reduce power with the throttle, but the the mixture will still be big, red and knobbly because it's a cheap and effective design solution preventing a proven mode of accidental user induced engine shutdown...
This failure mode unaddressed will dent confidence in any electronically controlled a/c engine, which is a shame as diesel and FADEC are quite obviously the future and 30yrs overdue....