Freedom Boeing 737 grounded
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ATSB report released: http://www.atsb.gov.au/aviation/occu...ail.cfm?ID=686
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I have been involved in a similar incident to the BNE C441 taxi incident.
Dark night, fogged windscreen, poor taxiway markings, fatigue and oodles of commercial pressure resulted in a slightly bent prop.
The Conquest incident was unfolding in an all too familiar fashion (It appears Kap M may have guided the situation back into more reasonable ground). I have listed several points that spring to mind,
1. She did not leave the taxi way on purpose.
2. The Conquest had a known problem regarding the defog system.
3. Was she aware of this problem? Did the operator pass this information on to her? Was it in the MR.
4. Would sacking her have resolved the situation or prevented such incidents in the future.
5. Was any consideration given to improving cockpit design, addressing flight and duty limitations, modifying SOP’s or is it . . . .
6. . . . just easier to blame the pilot / engineer / traffic controller etc.
These indiscretions generally do not occur in isolation.
Also, Kap M referred to an incident where “she had cooked an engine” prior to the taxi incident. Does the TPE331 in the Conquest have SRL computers, auto SPR or something similar that prevents an overtemp during start? It’s a long time since I operated the garrets on Metro III/MU2/G1000.
Dark night, fogged windscreen, poor taxiway markings, fatigue and oodles of commercial pressure resulted in a slightly bent prop.
The Conquest incident was unfolding in an all too familiar fashion (It appears Kap M may have guided the situation back into more reasonable ground). I have listed several points that spring to mind,
1. She did not leave the taxi way on purpose.
2. The Conquest had a known problem regarding the defog system.
3. Was she aware of this problem? Did the operator pass this information on to her? Was it in the MR.
4. Would sacking her have resolved the situation or prevented such incidents in the future.
5. Was any consideration given to improving cockpit design, addressing flight and duty limitations, modifying SOP’s or is it . . . .
6. . . . just easier to blame the pilot / engineer / traffic controller etc.
These indiscretions generally do not occur in isolation.
Also, Kap M referred to an incident where “she had cooked an engine” prior to the taxi incident. Does the TPE331 in the Conquest have SRL computers, auto SPR or something similar that prevents an overtemp during start? It’s a long time since I operated the garrets on Metro III/MU2/G1000.
Don Quixote Impersonator
Join Date: Jul 1999
Location: Australia
Age: 77
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oicur12
Yes it does and works really well as long as the computers/FCU have been correctly set up and operational and the P3 filters and other input devices, viz transducers and temp probes are calibrated corredctly. In other words properly maintained.
Good battery at a minimum or APU start if possible and all will be fine.
If the indicated EGT was in excess of, and I think I recall it correctly 200C then you would get a hotty unless you motored the engine down below this level before selecting start. This is where you can get into real trouble if your batteries aren't up to scratch.
Garrett stats say without a doubt the most significant "hot start" issue is;
Battery dies or dying or APU plug falling out during the 28% vibration/resonance transit and before the starter/gen swapover spoils your whole day if you aren't ready for a manual cut off.
Our ops manual called for Fuel cut offs cocked and identified during the start for immediate removal of fuel in the event of a trend towards "hot".
The stop buttons are only any good if they are powered. It's also not a bad idea to have a plastic bottle screw top on board whilst training to place over the "live" engine stop button.
The other "bad habit" for young players was leaving their finger on the start button during the start. This button is programmed after initial start selection for the introduction of extra fuel above the start profile to "goose it" if necessary/appropriate for faster acceleration of the engine within temp profiles if required. Leave finger on button big bunch of fuel
Beautiful engine and computers, sipped fuel as long as you understood exactly what was going on at all times, training, and I met few who rarely did beyond the "basic run down" they got on endorsement.
Does the TPE331 in the Conquest have SRL computers, auto SPR or something similar that prevents an overtemp during start?
Good battery at a minimum or APU start if possible and all will be fine.
If the indicated EGT was in excess of, and I think I recall it correctly 200C then you would get a hotty unless you motored the engine down below this level before selecting start. This is where you can get into real trouble if your batteries aren't up to scratch.
Garrett stats say without a doubt the most significant "hot start" issue is;
Battery dies or dying or APU plug falling out during the 28% vibration/resonance transit and before the starter/gen swapover spoils your whole day if you aren't ready for a manual cut off.
Our ops manual called for Fuel cut offs cocked and identified during the start for immediate removal of fuel in the event of a trend towards "hot".
The stop buttons are only any good if they are powered. It's also not a bad idea to have a plastic bottle screw top on board whilst training to place over the "live" engine stop button.
The other "bad habit" for young players was leaving their finger on the start button during the start. This button is programmed after initial start selection for the introduction of extra fuel above the start profile to "goose it" if necessary/appropriate for faster acceleration of the engine within temp profiles if required. Leave finger on button big bunch of fuel
Beautiful engine and computers, sipped fuel as long as you understood exactly what was going on at all times, training, and I met few who rarely did beyond the "basic run down" they got on endorsement.
