Fortunately HR, I have only had one engine shut down event in a PT6. And that was with a King Air and the fuel bypass line breaking on take-off. We decided to shut down to avoid a fire.
But that is beside the point, and really, irrelevant.
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No it is not irrelevant, and neither is it beside the point! Failures occur for lots of reasons, poor metal castings, poor bearing casting, metal fatigue (ie your fuel bypass), P&W determine an engine failure (as per their P&W rep) as to the engine core or its internal parts failing, the times failures occur due to broken FUEL LINES, FCUs, Governors, etc etc, do not count towards their reliability figures>( as per their representatives, statement)
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You can say that they should be limited to flat lands only, but what happens if the engine quits over a wooded area and you can't glide clear? Or over a built up area
---------------------------------------------------------------------------------------------------------------------------------------No that is not what I said, I said Pvt ops fly it where ever you want:
As for paid passenger transport ops I feel that single engine ops should be such that passengers are never in the situation where they are going to have to swim, or crash land into hills or mountains, if that means you determine such as your reply, that is your opinion:
(bear in mind this,! I said you have the choice over what you are when it goes silent, remember this)
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Why is it ok to take 12 people in a caravan on a private op where ever you want to go, but not commercially? Is there suddenly more responsibility on the captain to keep the people safe if they have paid to be there over being invited?
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Read the above, TWO TURBINES are better than one, and as such for the larger part they remove the finality of such an event in a single engine machine:
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Commercial Viability? I'm sorry, but how is running a twin turbine going to be cheaper than running something like a van?
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I did not say a twin is cheaper to operate than a single, it is very much the opposite, unless one cares to match say a PC12 against a 400 Otter! What I was alluding to was the operator switch to single engine types being cheaper, as the compliance costs for all types have risen dramatically, if this makes it cost recoverable/more profit margin for them to operate single turbine then they do, but it is nothing to do with punter choice, it is an evolution of commercial business by Cessna, PAC,Pilatus etc, to market their machines under the guise that they are as safe or safer than a twin turbine which is wrong! Why is it wrong, you have stated you have had a fuel line rupture or break on a K/air, if you are in your single over the water or in the mountains it all becomes rather murky doesn’t it? From my point of view in my years I have had three occasions to fly on one when the other has gone quiet, so are you saying that at 60 yrs of age I should have to accept that, lets see 16000hrs well 14000hrs +/-? multi turbine dived by 3 gives me an event every 4666.6666 hrs: to say I run the risk of dying and missing my grand kids grow up every soften is abhorrent in the least:
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initial purchase, running cost, maintenance, insurance, two crew instead of one. It's all a lot more. And then if you aren't putting bums on seats, how are you going to offset that cost?
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You increase the ticket price!!!
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Again, I go back to my mountainous terrain stuff.
Yes mountainous stuff, big clumps of Cumulo Granite, I have lost (and it would not be correct to place their names, and I regarded all as better than me, RB(1980)-EL(1998)-JM(1995) (all year ISH) MB-(2008) and these are just the ones all with more time than I, that flew into MOUNTAINS, in their own field of very extensive operations:
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The twin otters cannot operate at max capacity out of these strips. Is the solution to try and run them at half, or one third capacity, when a caravan can get in and out easily, and economically?
This is circumspect, it depends where and how far you have to carry the punters, and they have in years gone by at weights done by a rather thick pencil with out any issues:
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How about when one donk quits on the twin otter. What is its maximum ceiling when it is fully loaded? The Mountains that I am flying in at the moment are 16,000ft. Is that any safer than a caravan?
Ask my old 58 year old Nepalease mate now on the A320, he had on quit on this strip (16000) on take off at circa 60 kts!! by a fuel line breaking, he was trained for such, and kept the nose down full noise and up to the red line on the T5, & trundled off the edge and stuck the nose down, bought the pwr back and landed uneventfully with all safe, I presume you are in the same neck of the woods if you operate into this strip, as it is the only strip I know of at 16000ft? so ask some of the OLD hands or traffic staff about “S”:
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Without aircraft like the Caravan, these communities will lose their lifelines to the outside world. It really is that simple.
This statement is correct in regards to an operating Caravan, but if it was to be replaced by a turbine twin then they have lost nothing, but wait until Joe public starts to become educated into the ways of single engine crashes and the tide may turn:
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Am I advocating that we should do away with twins and fly single engine aircraft everywhere? No, of course not.
There is always going to be the argument that 2 engines are better than 1, but then again, 4 engines are better than 2. And 8 are better than 4.
Look if you are an enlightened under 35 year old, having been trained at a university in the ways of airline flying and the evolution of accepted single engine turbine operations then I am farting against thunder!
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And for as long as there are single engine aircraft, these incidents are always going to happen.
Yes, a simple drive /quil shaft to the fuel pump, or oil pump, or a poorly overhauled part, etc etc:
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All we can hope for is that accidents like this one are not caused by something as simple as poor maintenance and corner cutting in the name of cost saving.
This is just a small part of it, maybe it was metal fatigue of the Fuel line:
I don’t know any more, I am not allowed to use my experience, and when I do/ we do (my generation), it is always invariably challenged by a young inexperienced university flight school trained F/O that thinks otherwise, yet ask their opinion on an issue and they correctly use the C/L, but on the odd time when its not in the QRH they have nothing to say while in the air, but on the ground they get very brave and knowledgable:
As I said, the industry makes me want to vomit:
Flying I cant beat it, but upon my shuffling off this mortal coil of granite and ocean and my impending recyclement, I shall ask to come back as a heroin addict, or just maybe a WW1 or WW2 pilot!!!!!
OVER and OUT:
H/Snort:
(now I am going to cuddle my blanket and drink my Scotch while I wait for them to feed me) yeah right:
