Folks,
As an example of how not to do it, read the ATSB report on the last one at Camden, a Twin Comanche, and study the photographs carefully. Read the whole report carefully, it is one short.
Credible eyewitness reports said the aircraft never got above 100-200ft.
Does the prop. on one engine look feathered to you!!
Consider the widely differing reports from the student and the instructor as to what actually happened, and what the aeroplane did, and figure out for yourself what "most probably" really happened.
In your considerations, take account of the AFM note about the fact that recovery from a spin is unlikely with full tip tanks.
Is it probable, given the verifiable facts, and the witness statements, that the CAAP was followed?
What action has CASA taken in this matter??
What pro-active action has ATSB taken, to find out why these accidents keep happening???
What action has ATSB taken to prevent, to the greatest extent possible, further similar fatal crashes --- I will not call them accidents????
Please, anybody, don't suggest I am saying "no asymmetric training", but let's drop the (I was almost going to say macho, but then I realised I know at least two female instructors who also indulge in the seriously risky practice of pulling the mixture "just off the ground") unnecessarily dangerous practices, to almost eliminate the chances of recovery, on the day it all turns to custard.
I was on the aerodrome at YSBK the day of the last fatal. That is not the only similar one at Bankstown when I have been on the aerodrome. Not long after I stated flying, I actually witnessed an Apache crash on an asymmetric missed approach, the PIC was the Piper agent Chief Pilot, fortunately, both lived. Not long after, a Heron crashed on the same airfield, same deal, attempting a physically impossible missed approach, all died, then a best mate died in yet another twin training accident.
I had a blazing row with the pilot responsible for the last fatal at Camden, about two weeks before that accident. The subject of the row was a very close go, virtually a rehearsal for the final fatal crash. We all know the PIC was a high time instructor, but he was an accident looking for somewhere to happen. Finally, it did.
Several people on previous posts have said that the accidents we have had have been inexperienced instructors ---- in every accident, of which I have all too direct knowledge, that was not the case, but all high time and "highly respected" "professionals". There was no shortage of experience on the flightdeck of the Braz at Darwin.The laws of physics and aerodynamics, underlined by real world "human factors" have no respect for hours in log books or popular reputations.
I never cease to be amazed at the ignorance of some very high time instructors of close acquaintance , all Grade 1s, three are ATOs, who, quite frankly, simply do not understand just how un-safe their "SOPs" actually are.
Just because you are still alive doesn't prove your practices are "safe".
The FAA recommendation on the subject make worthwhile reading, but in certain quarters in this country, FAA recommendation are treated with disdain ---- we know better ---- an attitude thoroughly discredited by our actual record.
A quote:
Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.
Tootle pip!!