capital_airlines_viscount_pilot_s_handbook
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capital_airlines_viscount_pilot_s_handbook [2013/07/28 21:25] tom |
capital_airlines_viscount_pilot_s_handbook [2013/08/18 08:56] tom |
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| (End of Section 2 Part 10 of Viscount Pilot's handbook) | (End of Section 2 Part 10 of Viscount Pilot's handbook) | ||
| - | ====Was There A Switch From "Emergency Electrical Power" To Normal Electrical Power During The Flight's last Few Minutes?==== | + | ====Was Emergency Power Switched back to "Normal" After "Emergency" Was Selected?==== |
| The CAB accident report for United Flight 823, Page 14, states: __"The only source of overtemperature in this compartment (electrical bay) is a gross electrical fault to ground. The emergency procedure executed by the crew does not support a gross electrical system malfunction. An electrical source smoke or fire emergency is combated by turning the emergency power switch on and placing the battery master switch and generators off. Equipment that was operating at impact and DME operation to five miles before impact shows this particular emergency procedure had not been executed."__ | The CAB accident report for United Flight 823, Page 14, states: __"The only source of overtemperature in this compartment (electrical bay) is a gross electrical fault to ground. The emergency procedure executed by the crew does not support a gross electrical system malfunction. An electrical source smoke or fire emergency is combated by turning the emergency power switch on and placing the battery master switch and generators off. Equipment that was operating at impact and DME operation to five miles before impact shows this particular emergency procedure had not been executed."__ | ||
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| The Civil Aeronautics Board's conclusion does not offer consideration that the pilot may have already performed trouble-shooting before returning to the normal electrical power settings that were found by crash site investigators. | The Civil Aeronautics Board's conclusion does not offer consideration that the pilot may have already performed trouble-shooting before returning to the normal electrical power settings that were found by crash site investigators. | ||
| - | It should also be noted that the CAB accident report, on Page 8, states that __"...two VHF radio transmitter selection switches were positioned on "No. 1 VHF Com". The No. 1 VOR navigation receiver was tuned to the Knoxville VORTAC..."__ | + | It should also be noted that the CAB accident report, on Page 8, states that __"...two VHF radio transmitter selection switches were positioned on "No. 1 VHF Com". The No. 1 VOR navigation receiver was tuned to the Knoxville VORTAC..."__ These are the two breakers that WERE NOT to be pulled by the pilot in the event of an emergency electrical situation-if radios were suspected as a problem source. (See boldface above). |
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| - | These are the two breakers that WERE NOT to be pulled by the pilot in the event of an emergency electrical situation-if radios were suspected as a problem source. (See boldface above). | + | |
| Also in boldface above: "**With batteries and generators off, it should also be remembered that there is no electrical power for the fuel booster pumps. At low altitudes, this provides no problem, but at higher altitudes, nose high attitudes, steep banks, and uncoordinated maneuvers should be avoided so as not to disturb the gravity feed of fuel to the engines.** | Also in boldface above: "**With batteries and generators off, it should also be remembered that there is no electrical power for the fuel booster pumps. At low altitudes, this provides no problem, but at higher altitudes, nose high attitudes, steep banks, and uncoordinated maneuvers should be avoided so as not to disturb the gravity feed of fuel to the engines.** | ||
capital_airlines_viscount_pilot_s_handbook.txt · Last modified: 2014/01/29 19:14 by tom
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