Originally Posted by Pucka
There needs to be a fundamental change in the basic handling of EFATO/V1 cut.
1:fly the a/c.
2:400ftagl,announce the failure.
3:1000ft agl,crew cross confirm failure then STOP!
REVIEW!!
Action check list.
Burning holes or wet cockpits happen due to stupid errors mostly via rushed event managing. The key is to slow down and confirm with review.
This whole regulatory sim scenario for IR/PC renewals..base checks hasn't changed since 1975!!!!!!
On a turboprop, it is not that simple. You
need to make sure that the dead propeller is feathered, or else You will not get the required performance and might not even reach the 400ft AGL in Your suggestion. In fact, if You have not flown a turboprop in real life, I invite You to try a ATR or DH8 sim when You find the opportunity. Then You will see the difference: a failed jet simply stops pushing while a failed prop starts braking. Heavily. So a V1 cut will positively require a quick (but not hasty) analysis of the situation immediately after gear retraction. If the propeller is feathered and no fire is indicated, one can and indeed will wait until acceleration altitude to attack the problem. In case of a non-feathered prop and/or an engine fire, there will follow a by-heart shutdown of the engine and if needed the activation of the fire suppression systems (with the relevant selections confirmed and verified by the PF, but performed by PNF). After acceleration, it will be QRH time and all selections will be looked over once again.
This procedure comes with workload much higher than in a jet facing the same situation. It is not only strictly required due to performance reasons, but has been performed in real life many times without any bent metal resulting.
However, I strongly doubt that the proceedings in the TransAsia ATRs flight deck were even close to what any book says. The best SOP will not help anyone if it is not followed.