BeechTalk - BT

Username Protected · **Posted:** 27 Dec 2017, 23:00

Nice work Mark. Glad to hear it was uneventful.

Username Protected · **Posted:** 27 Dec 2017, 23:06

Username Protected · **Posted:** 27 Dec 2017, 23:07

You did right for sure. When you have something like that going against you, why not stack the rest of the deck in your favor?

Username Protected · **Posted:** 27 Dec 2017, 23:09

What was the tip off? Master caution light, oil pressure or torque meter?

And how many quarts were remaining?

Username Protected · **Posted:** 27 Dec 2017, 23:12

Username Protected wrote:

Ugh

Explain the photo, Mark

Username Protected · **Posted:** 27 Dec 2017, 23:15

Just a bit stream of consciousness here:

Glad it was VFR. Ran a check list. Had everything done prior to check list. Chose the right Airport. Knew kptk would have mechanics. Didn’t use TR on landing. Felt a little bit outer bodyish through out. Probably too much time worrying about if there was damage. No pax. Low time SIC. I took over completely. Not great CRM. Did have him read checklist. I did everything else.

Username Protected · **Posted:** 27 Dec 2017, 23:18

Username Protected wrote:

Just a bit stream of consciousness here:

Glad it was VFR. Ran a check list. Had everything done prior to check list. Chose the right Airport. Knew kptk would have mechanics. Didn’t use TR on landing. Felt a little bit outer bodyish through out. Probably too much time worrying about if there was damage. No pax. Low time SIC. I took over completely. Not great CRM. Did have him read checklist. I did everything else.

You let your training kick in and focus on what needs to be done to get it on the ground safely. Your training is all SP, so that’s the way you did it. You can’t do CRM with an emergency procedure unless both have experience training as a crew doing it. Sort out the damage on the ground.

Username Protected · **Posted:** 27 Dec 2017, 23:26

Username Protected wrote:

Just a bit stream of consciousness here:

Glad it was VFR. Ran a check list. Had everything done prior to check list. Chose the right Airport. Knew kptk would have mechanics. Didn’t use TR on landing. Felt a little bit outer bodyish through out. Probably too much time worrying about if there was damage. No pax. Low time SIC. I took over completely. Not great CRM. Did have him read checklist. I did everything else.

Good work Mark! And thanks for continung to post all of these flights. Lots of us learning from this.

Username Protected · **Posted:** 27 Dec 2017, 23:29

At most 135 operators, NOT declaring with OEI would probably get you fired. You did the right thing.
The reason why non-PIC-type rated SICs are mostly useless in emergency situations is that they are not trained on emergency procedures - you will be SP when excrement starts hitting the fan. A non-trained SIC can be a distraction, which is what you don't need at that time.

Username Protected · **Posted:** 27 Dec 2017, 23:36

Username Protected wrote:

What was the tip off? Master caution light, oil pressure or torque meter?

And how many quarts were remaining?

You get Low oil pressure annunciator and caution lights. The good thing is it is a common scenario you do in training and shutdown the engine. Little you can do beyond throttle back the engine and if oil pressure still low then shut it down.

No TQ meter on turbojet engines. Power set by N1 & N2 rpm.

Username Protected · **Posted:** 27 Dec 2017, 23:41

Oil cap safety tabs worn. Wasn’t locking as it should.

Username Protected · **Posted:** 27 Dec 2017, 23:42

That happened to one of our Citation guys at Beckett PBI.(1980) CoPilot went for oil, leaving cap loose, captain came out with pax and saw open door and closed it. They were crossing the coast when they lost pressure, maybe 3 minutes or so. Really blows it out.

(keeps your pulse up..)