Member # 1035
The Air Florida ops. manual did not even discuss PT-2 icing or the need to turn on engine anti-ice.
Of course the FAA approved manual was changed after the fact.
The copilot recognized the reduced power but the captain failed to respond. The EPR reading indicated proper power but the icing caused a faulty reading. The real key was percent of RPM. Ever after that I became more alert to the % of RPM as well as EPR indications. The captain had a history of training difficulties.
A terrible tragedy.
[ 06-01-2015, 06:29: Message edited by: Bob Ritchie ]
Posts: 1936 | From: Warren County, Missouri
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