P7 -”From 600 feet, with a what? 98 – 120 = 22KIAS above VMCA my granny could have shoved some power on and 'danced it out of the Daisy patch”.
Typo correction: Vmca is specified at 91 KIAS in the POH – P.14 of the ATSB thing explains the intentional OEI speed of 98 KIAS. There's a fair bit of 'huff and puff' and explanatory notes there, which fuddled my typing. I am trying to establish exactly what the Vmca specified in the limitations section of the Type certification data is. A Vr set at 98 KIAS makes good sense; the ATSB have defined a Vmca 'range' - which is an 'interesting' concept refer Fig 13.
I have obtained a copy of a generic check list (Thanks- you know who) I must say that on a single read through, the check process for the 'electronic' fuel scheduling system and associated bits and bob's are complicated. Probably not so when you do it every day – but from a cold start; they need some careful reading. But, it leads to more operational questions which IMO should have been answered; just for the sake of completeness. For example:- Was a full, first flight systems check carried out by the operating crew – it should be part of a proficiency check, particularly when multiple, intentional simulated engine out operations are to be conducted as part of a C&T operation? The answer lays in the time between fire up and (tempted) but let's say 'take off' instead.
For example:- (the notes are of interest)....
ELECTRONIC FUEL CONTROL HIGH-POWER MONITOR CHECK
When operating in normal mode, this check is to be performed before engine starting on the first flight of the day or after performance of an maintenance, periodic inspection or adjustment involving the engine control system.
1. Power Levers - GRND IDLE.
2. Condition Levers - TAKEOFF, CLIMB AND LANDING.
3. Power Levers - FLIGHT IDLE.
NOTE
The FUEL COMP OFF lights should illuminate, indicating the high-power monitor is operating properly. If the light(s) does not illuminate, a problem in the airplane power lever rigging and/or the fuel control computer monitoring circuit is indicated. All flights should be conducted in manual mode until the problem is corrected. Refer to Manual Mode Operations in Section 3 of the POH.
4. Condition Levers - START AND TAXI.
5. Fuel Computer Switches - CYCLE from ON to OFF to ON. Check that FUEL COMP OFF lights extinguish when the fuel computer switches are positioned to
MANUAL MODE FUEL CONTROL CHECK
1. Condition Levers - ADVANCE to attain approximately 75% RPM.
2. Fuel Computer Switches - OFF. Verify illumination of FUEL COMP OFF annunciator lights and engine speeds initially decrease then increase and stabilise at 85% ±10% RPM.
NOTE
If engine speeds decrease below 55% RPM, return the fuel computer switches to ON. Increase RPM to 85% using the condition levers and repeat the manual mode check.
3. Power Levers - ADVANCE slightly. Verify engine speed increases with power lever movement. Retard power levers to GRND IDLE.
4. Condition Levers - START AND TAXI.
5. Fuel Computer Switches - ON (Guards Down). Verify engine speeds decrease and FUEL COMP OFF annunciator lights go out.
MANUAL MODE OVERSPEED GOVERNOR CHECK
This check is intended for daily use and is a combination of the Overspeed Governor Check and the Manual Mode Fuel Control Check. Before performing the check, set the parking brake, ensure the propeller start locks are engaged and the area ahead of the airplane is clear.
1. Condition Levers - ADVANCE to attain approximately 75% RPM.
2. Fuel Computer Switches - OFF. Verify illumination of FUEL COMP OFF annunciator lights and engine speeds initially decrease then increase and stabilise at 85% ±10% RPM.
3. Power Levers - ADVANCE slightly. Verify engine speed increases with power lever movement. - ADVANCE until further motion causes no increase in fuel flows or RPMs. Engine speeds should be 103.5 to 105.5% RPM except on airplanes incorporating SK441-79. Engine speeds should be 104.5 to 105.5 RPM on airplanes incorporating SK441-79.
CAUTION
Ensure that the propellers have not "jumped" their start locks.
Do not allow engine speeds to exceed 106.0% RPM.
If overspeed limits are exceeded beyond the following times, refer to the applicable engine maintenance manual. a. Time in excess of 30 seconds to stabilise at 103.5% to 105.5% RPM. b. Time in excess of 5 seconds at 105.5% to 106.0% RPM. c. Anytime in excess of 106.0% RPM.
4. Power Levers - GRND IDLE.
5. Condition Levers - START AND TAXI.
6. Fuel Computer Switches - ON (Guards Down) Verify engine speeds decrease and FUEL COMP OFF annunciator lights go out.
Having read through it, twice now, I can see why there may be some room for speculation about 'why' the flight turned to tragedy in short order. A shortfall of scheduled fuel on the operating side may explain the 'shot duck' nature of the accident time line.
It is my firm belief that mankind could do no better than be sat in a quiet stable, with a full glass at his elbow and a cigar in hand. All is highly conducive to lucid thought and rational discussion, especially when there's no one around.... MTF.
Ssshhh..
Typo correction: Vmca is specified at 91 KIAS in the POH – P.14 of the ATSB thing explains the intentional OEI speed of 98 KIAS. There's a fair bit of 'huff and puff' and explanatory notes there, which fuddled my typing. I am trying to establish exactly what the Vmca specified in the limitations section of the Type certification data is. A Vr set at 98 KIAS makes good sense; the ATSB have defined a Vmca 'range' - which is an 'interesting' concept refer Fig 13.
I have obtained a copy of a generic check list (Thanks- you know who) I must say that on a single read through, the check process for the 'electronic' fuel scheduling system and associated bits and bob's are complicated. Probably not so when you do it every day – but from a cold start; they need some careful reading. But, it leads to more operational questions which IMO should have been answered; just for the sake of completeness. For example:- Was a full, first flight systems check carried out by the operating crew – it should be part of a proficiency check, particularly when multiple, intentional simulated engine out operations are to be conducted as part of a C&T operation? The answer lays in the time between fire up and (tempted) but let's say 'take off' instead.
For example:- (the notes are of interest)....
ELECTRONIC FUEL CONTROL HIGH-POWER MONITOR CHECK
When operating in normal mode, this check is to be performed before engine starting on the first flight of the day or after performance of an maintenance, periodic inspection or adjustment involving the engine control system.
1. Power Levers - GRND IDLE.
2. Condition Levers - TAKEOFF, CLIMB AND LANDING.
3. Power Levers - FLIGHT IDLE.
NOTE
The FUEL COMP OFF lights should illuminate, indicating the high-power monitor is operating properly. If the light(s) does not illuminate, a problem in the airplane power lever rigging and/or the fuel control computer monitoring circuit is indicated. All flights should be conducted in manual mode until the problem is corrected. Refer to Manual Mode Operations in Section 3 of the POH.
4. Condition Levers - START AND TAXI.
5. Fuel Computer Switches - CYCLE from ON to OFF to ON. Check that FUEL COMP OFF lights extinguish when the fuel computer switches are positioned to
MANUAL MODE FUEL CONTROL CHECK
1. Condition Levers - ADVANCE to attain approximately 75% RPM.
2. Fuel Computer Switches - OFF. Verify illumination of FUEL COMP OFF annunciator lights and engine speeds initially decrease then increase and stabilise at 85% ±10% RPM.
NOTE
If engine speeds decrease below 55% RPM, return the fuel computer switches to ON. Increase RPM to 85% using the condition levers and repeat the manual mode check.
3. Power Levers - ADVANCE slightly. Verify engine speed increases with power lever movement. Retard power levers to GRND IDLE.
4. Condition Levers - START AND TAXI.
5. Fuel Computer Switches - ON (Guards Down). Verify engine speeds decrease and FUEL COMP OFF annunciator lights go out.
MANUAL MODE OVERSPEED GOVERNOR CHECK
This check is intended for daily use and is a combination of the Overspeed Governor Check and the Manual Mode Fuel Control Check. Before performing the check, set the parking brake, ensure the propeller start locks are engaged and the area ahead of the airplane is clear.
1. Condition Levers - ADVANCE to attain approximately 75% RPM.
2. Fuel Computer Switches - OFF. Verify illumination of FUEL COMP OFF annunciator lights and engine speeds initially decrease then increase and stabilise at 85% ±10% RPM.
3. Power Levers - ADVANCE slightly. Verify engine speed increases with power lever movement. - ADVANCE until further motion causes no increase in fuel flows or RPMs. Engine speeds should be 103.5 to 105.5% RPM except on airplanes incorporating SK441-79. Engine speeds should be 104.5 to 105.5 RPM on airplanes incorporating SK441-79.
CAUTION
Ensure that the propellers have not "jumped" their start locks.
Do not allow engine speeds to exceed 106.0% RPM.
If overspeed limits are exceeded beyond the following times, refer to the applicable engine maintenance manual. a. Time in excess of 30 seconds to stabilise at 103.5% to 105.5% RPM. b. Time in excess of 5 seconds at 105.5% to 106.0% RPM. c. Anytime in excess of 106.0% RPM.
4. Power Levers - GRND IDLE.
5. Condition Levers - START AND TAXI.
6. Fuel Computer Switches - ON (Guards Down) Verify engine speeds decrease and FUEL COMP OFF annunciator lights go out.
Having read through it, twice now, I can see why there may be some room for speculation about 'why' the flight turned to tragedy in short order. A shortfall of scheduled fuel on the operating side may explain the 'shot duck' nature of the accident time line.
It is my firm belief that mankind could do no better than be sat in a quiet stable, with a full glass at his elbow and a cigar in hand. All is highly conducive to lucid thought and rational discussion, especially when there's no one around.... MTF.
Ssshhh..