Originally Posted by
AnFI
Pilot and Aprentice:
" and the relevance is?"
The relevance is that the double engine failure rate in twins is not as low as the 'theory' predicts - it's bogus - the rarity needs to be as great as predicted for the other downside points to be out weighed.
There are many cases of double engine failure on this site - one of which, shortly followed by another near one, is here:
Someone said the fuel system was simple - read the 135 thread - particularly from post 83 to 114. (great post Giovanni - btw) And tell me honestly if that mess is not an accident waiting to happen - you can't have that many permutations without atracting human error.
This pilot was not a 135 pilot when this pprune post (83) was published - unlikely to have read it and it is most conceivable that his (recent) type rating would not have assured a knowledge as displayed by Giovanni or indeed Mighty Gem (who has conducted numerous experiments to establish the workings thereof - as one does in the real world).
Quick: Which pump failure gives you big unuseable in the hover and which gives you big unuseable in the cruise ? Quick Aft for Hover ? right? quick! Sure? What should you do for a transfer pump failure? Disable it? both? pull the wrong circuit breaker (another (of the many) opportunity for error).
It's all just fine in theory...
First, when a pilot fails to provide fuel to the engine it stops, like on shutdown. That's not a failure mode of the engine. Maybe procedure, maybe fuel system, maybe pilot.
I did as you asked, read the 135 fuel thread, and it isn't that complicated. I can't believe the hoopla. One pump inop, can't use all the fuel without an attitude change. Both pumps inop get on the gound in 20 min. If one pump inop on MEL, stay over non-hostile terrain.
As for the story, tall pilot or no, there is a design eye reference point for seeing the panel. If you can't meet it, you need to be aware.
PPRuNe
