Trivial and inaccurate.
Robyn Ironside usually pens reasonable articles on matters aeronautical; well, good enough for me to actually bother reading ‘em. So, enjoying the luxury of time to spare and a second coffee, I started to read her ‘take’ on the Essendon disaster. I got as far as this:-
Ironside – “The rudder trim is supposed to be in the neutral position for takeoff, a condition the report found the pilot should have checked up to five times as part of pre-flight preparations.”
Before muttering OFFS and flicking the article, seeing as Ms Ironside has some cred with AP, rather than demolish this ridiculous, ignorant twaddle, we shall as a courtesy, call it uneducated. I’ll dip my thumb nail into the tar pot once again and scratch out a short paragraph (or two) on why this statement is, on balance of probability, bollocks.
From the very first time a trainee pilot sits in a cockpit – the importance of pre take-off checks are drummed into their wooden heads; repeatedly emphasised, continually monitored until those basic checks become ‘second nature’: checking the trim setting becomes an automatic, almost a subconscious default setting. Why? Well because keeping an aircraft ‘in-trim’ forms an essential part of routine flying, from day one. The junior pilot, realises the importance of this from the first lesson, it is further emphasised during ‘touch and go’ (circuit and landing) training. The very first landing ever done involves the use of almost all the ‘nose up’ elevator trim; the aircraft lands and almost immediately takes off again (touch and go) the drill is simple enough – landing flap Up, TRIM reset for the take off range – power up and airborne. This is a lesson hammered home, every flight, from minute one. With progress through to multi-engine aircraft the imperative of resetting rudder and elevator trim, quickly and accurately, is further reinforced. Hardly requiring conscious thought; it is as routine as making a coffee.
Another important early lesson is ‘setting up’ for the configuration required. The pre flight checks are another routine hammered home, early in the piece. Pilots quickly learn that early, careful preparation and cockpit set up save time and trouble early in the flight i.e. on take off. Take off is a busy time, lots to consider, much can go wrong and it is no time to be caught with your pants down. So the habits and rituals are instilled and learned from almost the very first moment of flight. Experienced pilots, even on a turn around will routinely re-set or check set the basics; even if there is other stuff to do. Smart blokes use the checklist – even if its just to check their scan flow. You can see it everyday – the essentials are done from memory (scan) then the check list is called – routine, mundane everyday essential survival stuff.
I find it hard to believe that any experienced pilot would, on the first flight of the day, by-pass the pre flight setup and check list; even if in a rush – the basic habits and ingrained training would (to a reasonable man) prevent an unsafe, inefficient, amateurish debacle on departure. Even if – and it is a big IF – Quartermain had skipped through the pre flight; the trim settings are called up another four times – between engine start and power up for take off. Even if he just did what 99% of all pilots do – have a last minute, pre line up ‘look around’ to make sure all was as it should be, before shovelling the coals into the boilers in anger he would spot a thing like ‘full’ rudder bias. Five official calls for trim check, followed by a habitual check, followed by an experienced bloke not twigging to a serious out of trim condition by halfway through a take-off roll? No, sorry Sweetie, it don’t stack up. It may be possible, I grant you that; but, logically - it remains highly improbable. The ATSB really need to pull their socks up; it is becoming embarrassing.
"Yesterday, Central Queensland University safety scientist and former accident investigator Geoffrey Dell said the ATSB report on the Essendon crash revealed the very “different levels of safety standards in different parts of the aviation industry”.
The quoted Dell bollocks (above) ain’t anywhere near accurate either; but we’ll let that slide away into the gutter, where it belongs - for the time being.
Coffee finished – me too; ramble over.
Toot toot.
Robyn Ironside usually pens reasonable articles on matters aeronautical; well, good enough for me to actually bother reading ‘em. So, enjoying the luxury of time to spare and a second coffee, I started to read her ‘take’ on the Essendon disaster. I got as far as this:-
Ironside – “The rudder trim is supposed to be in the neutral position for takeoff, a condition the report found the pilot should have checked up to five times as part of pre-flight preparations.”
Before muttering OFFS and flicking the article, seeing as Ms Ironside has some cred with AP, rather than demolish this ridiculous, ignorant twaddle, we shall as a courtesy, call it uneducated. I’ll dip my thumb nail into the tar pot once again and scratch out a short paragraph (or two) on why this statement is, on balance of probability, bollocks.
From the very first time a trainee pilot sits in a cockpit – the importance of pre take-off checks are drummed into their wooden heads; repeatedly emphasised, continually monitored until those basic checks become ‘second nature’: checking the trim setting becomes an automatic, almost a subconscious default setting. Why? Well because keeping an aircraft ‘in-trim’ forms an essential part of routine flying, from day one. The junior pilot, realises the importance of this from the first lesson, it is further emphasised during ‘touch and go’ (circuit and landing) training. The very first landing ever done involves the use of almost all the ‘nose up’ elevator trim; the aircraft lands and almost immediately takes off again (touch and go) the drill is simple enough – landing flap Up, TRIM reset for the take off range – power up and airborne. This is a lesson hammered home, every flight, from minute one. With progress through to multi-engine aircraft the imperative of resetting rudder and elevator trim, quickly and accurately, is further reinforced. Hardly requiring conscious thought; it is as routine as making a coffee.
Another important early lesson is ‘setting up’ for the configuration required. The pre flight checks are another routine hammered home, early in the piece. Pilots quickly learn that early, careful preparation and cockpit set up save time and trouble early in the flight i.e. on take off. Take off is a busy time, lots to consider, much can go wrong and it is no time to be caught with your pants down. So the habits and rituals are instilled and learned from almost the very first moment of flight. Experienced pilots, even on a turn around will routinely re-set or check set the basics; even if there is other stuff to do. Smart blokes use the checklist – even if its just to check their scan flow. You can see it everyday – the essentials are done from memory (scan) then the check list is called – routine, mundane everyday essential survival stuff.
I find it hard to believe that any experienced pilot would, on the first flight of the day, by-pass the pre flight setup and check list; even if in a rush – the basic habits and ingrained training would (to a reasonable man) prevent an unsafe, inefficient, amateurish debacle on departure. Even if – and it is a big IF – Quartermain had skipped through the pre flight; the trim settings are called up another four times – between engine start and power up for take off. Even if he just did what 99% of all pilots do – have a last minute, pre line up ‘look around’ to make sure all was as it should be, before shovelling the coals into the boilers in anger he would spot a thing like ‘full’ rudder bias. Five official calls for trim check, followed by a habitual check, followed by an experienced bloke not twigging to a serious out of trim condition by halfway through a take-off roll? No, sorry Sweetie, it don’t stack up. It may be possible, I grant you that; but, logically - it remains highly improbable. The ATSB really need to pull their socks up; it is becoming embarrassing.
"Yesterday, Central Queensland University safety scientist and former accident investigator Geoffrey Dell said the ATSB report on the Essendon crash revealed the very “different levels of safety standards in different parts of the aviation industry”.
The quoted Dell bollocks (above) ain’t anywhere near accurate either; but we’ll let that slide away into the gutter, where it belongs - for the time being.
Coffee finished – me too; ramble over.
Toot toot.