AirRabbit -- that's a long one, yours in slot #71 above, you seem OK with that "alternative" standard, where
operator avoids the "engines spooled-up" requirement.
Take that exemplar case noted several slots above:
DEN06IA051
Those mishap pilots
flew their
final approach using their company's "alternative" standard --
at a "stabilized thrust" [NTSB cites the EPR as steady at 1.1 EPR all the way to impact].
?? Per the FAA's standard, should such an approach have been continued below the 500'AGL "gate"?
AirRabbit --
-- How does YOUR understanding of the
FAA's "engine spooled-up" requirement fit with that operator's alternative "stabilized thrust"??
-- Do you think that "alternative" standard was an effective guide for those mishap-pilots??
Those mishap pilots did just what their company told them to do, at their company's "stabilized thrust". Speed control becomes quiet difficult using that "alternative" standard, when the engines took seven seconds to spool-up.
EDIT -- to add
ENGINE ACCELERATION curves, for display on the web: First is a generic response curve (Airbus & Boeing agreement) for a 1990's TURBOJET:
Flight Safety Foundation’s ALAR Tool Kit
ALAR Briefing Note 4.2 – “Energy Management”
Figure 3: “Typical Engine Response From Approach-idle Thrust ...” “Engine Acceleration
“When flying the final approach with the thrust set and maintained at idle (approach idle), the pilot should be aware of the acceleration characteristics of jet engines (Figure 3).”
FSF, _Flight Safety Digest_, August-November 2000, pg 75-79 [five pages]
Flight Safety Foundation, Approach-and-landing Accident Reduction (ALAR) Task Force.
Here's the FAR req'd response
Below is result of the accident at SLC on 11Nov65, Boeing's first graphics to teach airline pilots about the weaknesses of the TURBOJET engine:
[above] “727 Ops..." _Boeing Airliner_, Jan-Feb'66,pg5: “Engine acceleration from 47% to 100% thrust requires approximately 2 seconds. During acceleration from idle, power increase after 2 seconds is negligible, after 4 seconds is only 20%.”
Turbojet "Spooled-up" concept
During first week of training for TURBOJET pilots, airline must introduce the "spooled-up" concept for TURBOJET's "stabilized approach" STANDARD (see B727 / 11Nov65 fatal accident at SLC). Other airlines taught 50%N1 as their "spooled-up" standard for the JT8D. [NOTE: This really teaches pilots about DRAG required, to attain "spooled-up" requirement, prior to 8400.10's 500' gate.]
