Rossair accident in 2017 - training and checking assessment
Thoughts Horatio.
Can you unpack your comment about fine pitch, max power, and VMCA? I am not clear on what you are getting at there.
I would agree that from what I have seen if you have Takeoff configuration, one power lever at high power and one power lever at flight idle (not recommended and not representative of an engine failure in a Conk) you will not climb and you reach full rudder travel at about 130-140 knots. Depending on all the usual variables I would guess you are about 3-5 seconds from completely losing directional control (no I have not gone there).
I agree the 40 seconds level segment is odd.... but I take it with a grain of salt given it's OzRunways data not a radar.
I’ve been involved in an incident in a Garrett powered aeroplane doing base training with an engine out.
The training captain used to supervise the trainee to pull the stop and feather above acceleration altitude and actually shut the thing down as part of the initial endorsement process in the aeroplane.
The trainees would do all the required single engine work and then relight the engine and land with all engines operative.
On this occasion the NTS system had failed, despite testing serviceable on the ground, when the start button on the engine was pressed for relight as per the QRH relight procedure in flight, the mighty Garrett spoiled up, the prop rapidly disced up and ran out of rudder in about ten seconds . She almost ended up on her back and would have ended up in a SSS.
The stop and feather was pulled with quick haste and a single engine landing conducted.
Simulators are very good for this type of thing.
The training captain used to supervise the trainee to pull the stop and feather above acceleration altitude and actually shut the thing down as part of the initial endorsement process in the aeroplane.
The trainees would do all the required single engine work and then relight the engine and land with all engines operative.
On this occasion the NTS system had failed, despite testing serviceable on the ground, when the start button on the engine was pressed for relight as per the QRH relight procedure in flight, the mighty Garrett spoiled up, the prop rapidly disced up and ran out of rudder in about ten seconds . She almost ended up on her back and would have ended up in a SSS.
The stop and feather was pulled with quick haste and a single engine landing conducted.
Simulators are very good for this type of thing.
Horatio, yeah I havn't explained it well "unpacked" but green goblin has described it well. I agree with you ref power lever position post impact, I'll try and explain it again, imagine a propellor on it's fine pitch locks, and apply full power, the drag produced in this condition would produce a Vmca in the order of 140kts if it were airbourne. I still havnt explained it have I, but you'll get the picture.
I also remember meeting a colleague who managed to get a prop on the locks by pulling full reverse shutting one down in flight during training out of habit.....
It wasn’t described as an enjoyable experience. Particularly as the bird entered an incipient spin.
It wasn’t described as an enjoyable experience. Particularly as the bird entered an incipient spin.
