King Air down at Essendon?
Having not been behind the controls of a KA I wouldn't know, however and RFDS pilot mentioned it was possible to taxi with at least one of the *control* locks in place.
It happened to the Gulstream in the US not long back.
It happened to the Gulstream in the US not long back.
That means it likely hasn't even gone to the DIPs yet, if it had the status should be "Final Report: External Review".
This makes a mockery of the statements by the ATSB CEO that they have both the funding and the organisation structure to complete complex reports within 12 months. This is an organisation that is not fulfilling its charter.
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Really dose it matter if the outcome is 12 months or 24 months if there was no mechanical defect which caused this accident which could lead to other accidents within the same type of aircraft.
There has been no ADs etc from this accident issued.
With this I mind it leaves over developments which cause this accident which can be assumed are off the one off type.
I would rather see a complaint result than if but maybe. But realistically I don’t think we will really ever know what the real cause was.
But rest assured ATSB will find a cause for the accident even if it’s no true and correct
There has been no ADs etc from this accident issued.
With this I mind it leaves over developments which cause this accident which can be assumed are off the one off type.
I would rather see a complaint result than if but maybe. But realistically I don’t think we will really ever know what the real cause was.
But rest assured ATSB will find a cause for the accident even if it’s no true and correct
Buckingham inflatable drive magnesium Hansard.
The cause is known by ATSB and those that need to know why, already know. It's in review.
The cause is known by ATSB and those that need to know why, already know. It's in review.
Nope.
The lock theory was from a KA driver.
If the report is at the involved parties or internal review stage, those that need to know will already know. Of course those people that do already know, are smart enough to keep their mouth closed due to the litigious world in which we live.
The lock theory was from a KA driver.
If the report is at the involved parties or internal review stage, those that need to know will already know. Of course those people that do already know, are smart enough to keep their mouth closed due to the litigious world in which we live.
What, like the person in a high profile public position (that should know better) sprouting from the tree-tops as to why the Beaver went in?
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But rest assured ATSB will find a cause for the accident even if it’s no true and correct
If so, it would be a useful Rule for the ATSB to adopt. At least it gives a sound reason for operators to review where applicable, their training policies for that type, rather than be left to speculate and pretend it will never happen to them.
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US NTSB are required to publish a Most Probable Cause of an accident if they are unable to prove the factual "real" cause.
Heard today that there’s little doubt by those in the know that it’s friction locks. After maintenance, if the locks are loose, the left throttle retards causing a bank to the left. Similar accident in the US recently. One every 10 years I was told...
.........
I have my own gut feeling as to what may have occurred. I can think of several plausible scenarios based on face value and the information presented thus far, but other than talking about generalities and tech specs I'm not voicing my gut feeling as I want to wait for the report.
PS; it doesn't even need to be maintenance that has loosened them. Frictions are a specific checklist item, straight from the horse's mouth (manufacturer). Both/either can slide back, not just the left (though the left is the more likely one to do so).
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Know nothing about KingAir throttle friction nuts. Therefore showing technical ignorance here. But if its job to prevent the throttles from falling back if your hand is removed, wouldn't the pilot merely keep the two throttles up at take off power manually instead of removing his hand from there during the takeoff roll?
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Know nothing about KingAir throttle friction nuts. Therefore showing technical ignorance here. But if its job to prevent the throttles from falling back if your hand is removed, wouldn't the pilot merely keep the two throttles up at take off power manually instead of removing his hand from there during the takeoff roll?