Hi 1jz,
A further comment. Simulator based transport category turboprop training and rating renewal programs generally include a sequence where after an EFATO either the prop fails to feather or autocoarsen (depending on the make of propeller), or after feathering/autocoarsen has occurred a further simulated failure of the autofeather/autocoarsen computer is introduced resulting in the propeller unfeathering on the failed engine.
Either scenario could also incorporate an engine fire and the distinction is determined by the pilot monitoring (PM) with a standard call response of "engine failure", "engine failure and fire" or "engine fire" (when a fire warning is triggered but no corresponding power reduction is indicated on the affected powerplant). In response the pilot flying (PF) will call for the appropriate memory items, which after confirmation (by the PF) the PM will action.
Generally these scenarios are conducted in a night environment to train/ensure pilots use their instrument scan to remain within the surveyed runway environment while rectifying the problem and either type of problem will result in a rapid deterioration in climb performance until the prop is feathered.
Many transport category turbos have an APR (Automatic Power Reserve) function that is triggered when the system detects a reduction in certain engine parameters below a range of "normal" thresholds (which the system recognises as a failure) and correspondingly it boosts power on the live engine by 7 to 10 percent (depending on the make of engine) whenever this occurs.
After the initial memory items are completed to manage such a scenario, there may also be a supplementary memory item if the propeller fails to feather after the condition lever is moved to fuel OFF, which then requires the autofeathering/autocoarsen system to be switched OFF in order to ensure the failed system s 'locked out' and cannot send any signals to the power plant that could cause further erosion of performance.
Generally the sequence of memory items (and this can vary depending on the make of powerplant and propeller combinations) is, power lever reduced to 20 to 30 percent (min drag position for some powerplant/prop combinations - rather than flight idle), condition lever - fuel OFF, if the prop doesn't feather at this point - autofeather/autocoarsen system OFF, manual feather pump (for the corresponding powerplant/prop) ON until the prop feathers (which depending on the type of prop can take from 5 seconds up to 30 seconds), although it is usually quite quick due to the air load already acting on the windmilling prop.
If the manual feathering pump is required to be used the live engine power lever must then be advanced without delay, as the procedural switiching OFF of the autofeathering/autocoarsen system will also disarm the APR function (mentioned above), resulting in the loss of that vital extra 7 to 10 percent of torque, which must be restored immediately to assist with further climb through the aircraft acceleration altitude.
The Oracle
Last edited by THE ORACLE; 24th Oct 2012 at 21:18.