Van has engine failure in Tanzania
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Van has engine failure in Tanzania
One of Arusha-based Air Excel's Caravan had an engine failure during a flight Arusha-Ruaha. No full details at this point, just that the pilot did a great job (well done Helldog!!) and managed to land on a bush strip. No one hurt. Apparently he also had flaps failure on landing. I guess the battery gave up after the engine quit.
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Hey Shenzi.
Yep flying along with nine German tourists. Thinking, this is quite boring. Then there was a bang, and the engine stopped. Warning lights and stuff going off. Lucky I was at FL125 and over a corn feild(no corn on it) Tried a restart just loud banging noises. Yep selected full flaps but they stopped at 20 degrees, bloody good time for a CB to pop. So yeah with a bit of luck on my side 9 Germans walked out without a scratch and started drinking JD. Drove back to ARusha and they got on another plane and kept going.
So the nosewheel is gone and a bit of damage to the cargo pod. But if those bloody flaps worked we would have stopped before the little hill that broke the nosewheel.
Anyway I am still here, yeehaa.
Yep flying along with nine German tourists. Thinking, this is quite boring. Then there was a bang, and the engine stopped. Warning lights and stuff going off. Lucky I was at FL125 and over a corn feild(no corn on it) Tried a restart just loud banging noises. Yep selected full flaps but they stopped at 20 degrees, bloody good time for a CB to pop. So yeah with a bit of luck on my side 9 Germans walked out without a scratch and started drinking JD. Drove back to ARusha and they got on another plane and kept going.
So the nosewheel is gone and a bit of damage to the cargo pod. But if those bloody flaps worked we would have stopped before the little hill that broke the nosewheel.
Anyway I am still here, yeehaa.
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Helldog, super cool, well done Brother. Keep the spirit going! Long live Bush flying!!!
The seconds immediately following the engine stop must have been kindda scary though. Great job dude! Was it SMK or AXL?
So, we continue with the bad serie for the Vans, that's sad.
The seconds immediately following the engine stop must have been kindda scary though. Great job dude! Was it SMK or AXL?
So, we continue with the bad serie for the Vans, that's sad.
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Well done Helldog !
Sounds like a splendid job mate
Eischhh where is the good old days of the C 185 - just pull da lever for da flaps
I will have a Tassies on you and the pax
Sounds like a splendid job mate
Eischhh where is the good old days of the C 185 - just pull da lever for da flaps
I will have a Tassies on you and the pax
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awesome helldog....
needless to say the praises always come from fellow pilots only...he he wonder wht the old greek had to say about this?
anyways keep the post going mate keep us informed about the preceedings on yet another dependable pt6 failure..
Next time round in dar the cold ones on me mate...
no more 406pilot...(but nothing else either,well atleast not for now)
needless to say the praises always come from fellow pilots only...he he wonder wht the old greek had to say about this?
anyways keep the post going mate keep us informed about the preceedings on yet another dependable pt6 failure..
Next time round in dar the cold ones on me mate...
no more 406pilot...(but nothing else either,well atleast not for now)
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Thanks lads. Yep it will be interesting to find out what is in that engine. The TCAA is going to send it to P&W. They were glad I did not use the emergency power lever, so nothing got burnt. In case you are wondering why not. I initially put the ignition to CONT just in case it was a flame out, PL to IDLE etc. But the Ng showed 0%!!! So no use for the EPL there. Plus at FL125 you have a bit of time to play with.
Yep bush flying, to bad there is no such thing a bush insurance claiming etc.....back to the report
Yep bush flying, to bad there is no such thing a bush insurance claiming etc.....back to the report
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hiya helldog,
just learnt that the last similar occurence(u know where) was also a result of a loud bang from the engine followed by a deep silence (some stinky smell from the pilots seat too)...would love to know the results from pratt and whitney on that occasion.
Well as far as i know and u know how little that is..he he..The emergengy power lever is ur last line of defence in case of an FCU failure,which mormally dies quitely.please check out this website www.caravanpilots.com might be some clues there
well if they can use the plane again it was still a "great landing mate" may be its that time in ur carreer that the title of "406pilot" bestowed upon you huh?
no more 406pilot....
ps:hey shenzi wht have you been upto bro?
just learnt that the last similar occurence(u know where) was also a result of a loud bang from the engine followed by a deep silence (some stinky smell from the pilots seat too)...would love to know the results from pratt and whitney on that occasion.
Well as far as i know and u know how little that is..he he..The emergengy power lever is ur last line of defence in case of an FCU failure,which mormally dies quitely.please check out this website www.caravanpilots.com might be some clues there
well if they can use the plane again it was still a "great landing mate" may be its that time in ur carreer that the title of "406pilot" bestowed upon you huh?
no more 406pilot....
ps:hey shenzi wht have you been upto bro?
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i agree with all the above praise for getting everyone down without a scratch...well done.
however, for a pt6 to stop it normally takes some quite major neglect on the part of the maintenance facility doing the servicing, the pt6 just goes on and on....
would not like to make unfounded accusations, but i always ask myself the same question when i hear of a pt6 stopping, and there have been a few in this part of the world now....
however, for a pt6 to stop it normally takes some quite major neglect on the part of the maintenance facility doing the servicing, the pt6 just goes on and on....
would not like to make unfounded accusations, but i always ask myself the same question when i hear of a pt6 stopping, and there have been a few in this part of the world now....
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South coast dude. The overhaul was done in Berlin chief. Anyway, we are all free to speculate here until the experts crack her open. Just have to wait and see.
Thanks for rhe website 406...very interesting.
Thanks for rhe website 406...very interesting.
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16 Vans have gone down in the last 12 months, among those, the following were due to engine failure:
14 OCT 2003 - Air Kenya 5Y-BOY (loss of alti, engine??)
08 FEB 2004 - Cape york Airlines (AUS) VH-CYC
07 MAR 2004 - Lynx S.A. (Mex.) XA-TBJ
17 MAR 2004 - Regional Air (Tanz.) 5H-MUA
20 MAR 2004 - Tropic Air (Belize) - V3-HGB
27 APR 2004 - Fedex (US) - N738FX
16 AUG 2004 - AeroPerlas (Panama) HP-1397 APP
11 hull loss in the previous 12 months, including 4 due to engine failure.
This great plane is far from being the safest single-engine now, so, who's to blame? poor maintenance, the PT6? I guess that some company owners (I know one at least!!) will often blame the pilots, but the engine is good, it has proven it's reliability. so it has to do something with humans, mechanics or drivers? No?? Not sure anymore.
For ref, in the same 24 months, no Beech 99, King Airs or 1900 reported engine failure, with the PT6, although the databases could be wrong, it must have happened, but the pilots got them back on the ground.
14 OCT 2003 - Air Kenya 5Y-BOY (loss of alti, engine??)
08 FEB 2004 - Cape york Airlines (AUS) VH-CYC
07 MAR 2004 - Lynx S.A. (Mex.) XA-TBJ
17 MAR 2004 - Regional Air (Tanz.) 5H-MUA
20 MAR 2004 - Tropic Air (Belize) - V3-HGB
27 APR 2004 - Fedex (US) - N738FX
16 AUG 2004 - AeroPerlas (Panama) HP-1397 APP
11 hull loss in the previous 12 months, including 4 due to engine failure.
This great plane is far from being the safest single-engine now, so, who's to blame? poor maintenance, the PT6? I guess that some company owners (I know one at least!!) will often blame the pilots, but the engine is good, it has proven it's reliability. so it has to do something with humans, mechanics or drivers? No?? Not sure anymore.
For ref, in the same 24 months, no Beech 99, King Airs or 1900 reported engine failure, with the PT6, although the databases could be wrong, it must have happened, but the pilots got them back on the ground.
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hey helldog thats german engineering for you dude,by the way did the 9 german passengers know about the fact that the engine was overhauled in berlin....he he that would be worth a few more tots of jd's....
no more 406pilot
ps:one thing still puzzles me how come it was shenzi rubani who started this topic instead of helldog himself??
now thats wht i call aviation intelligence...keep it up there chris.
no more 406pilot
ps:one thing still puzzles me how come it was shenzi rubani who started this topic instead of helldog himself??
now thats wht i call aviation intelligence...keep it up there chris.
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Hey 406pilot, whassup Dude? Flying the big ones yet? Sorry I haven't updated you on my news. yes, I am sure the German tourists will love to know that the engine was overhauled in Uber Deutchland. But still, I guess you can find idiots blaming it on "Africa".
Yes, Intelligence my friend! I can't let go TZ and love knowing what's happening at home. I am also back in the tourism industry now, kindda, and need to know what's up with the suppliers in TZ. Plus, all the pilots (but 1) are my friends there, ha ha ha.
Yes, Intelligence my friend! I can't let go TZ and love knowing what's happening at home. I am also back in the tourism industry now, kindda, and need to know what's up with the suppliers in TZ. Plus, all the pilots (but 1) are my friends there, ha ha ha.
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Come on 406, you dont start rumours about yourself! I did wonder how Shenzi got the info so quick though. Must still have eyes and ears out here.
Very interesting stats there on the old van. She is a good old bus, I dont know whats wrong of late. Could it be an airframe/engine combo problem. Correct me if I am wrong please. Most mounts for the PT6 have a totally different intake system to the van, and also two exhausts as it were. I am not saying for an instant that this has anything to do with engine failures, just an observation. It would be interesting to see the stats for PC12s over the same amount of hours.
Maybe she is just working to hard. Maybe the should chuck in a bigger engine and de-rate it. I dont know, I am fresh out of ideas here.
Very interesting stats there on the old van. She is a good old bus, I dont know whats wrong of late. Could it be an airframe/engine combo problem. Correct me if I am wrong please. Most mounts for the PT6 have a totally different intake system to the van, and also two exhausts as it were. I am not saying for an instant that this has anything to do with engine failures, just an observation. It would be interesting to see the stats for PC12s over the same amount of hours.
Maybe she is just working to hard. Maybe the should chuck in a bigger engine and de-rate it. I dont know, I am fresh out of ideas here.
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He, he, he!! Lots of ears and eyes in TZ lads, after 10 years there, I know too many people, and on top of that, I think that my company is still the biggest provider of pax to Air Excel! And I control the product now, ha ha! Crazy.
Yes, after ferrying a C210 through Chile, Argentina, Uruguay, Brazil, French Guyana, Trinidad, the U.S.V.I. and Bahamas in July/August, I have put my stripes in the drawer for a while and took a job with an previous employer (financially too interesting). Now flight instructor part-time on weekends and building hours on a Baron.
Yes, after ferrying a C210 through Chile, Argentina, Uruguay, Brazil, French Guyana, Trinidad, the U.S.V.I. and Bahamas in July/August, I have put my stripes in the drawer for a while and took a job with an previous employer (financially too interesting). Now flight instructor part-time on weekends and building hours on a Baron.
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howzit shenzi...to answer your question im not on the big ones yet...damn so close but not there yet..
anyways for mr.helldog from wht i know and everyone knows how little that is by now..he he..there are a lot of series of pt6 engines on a lot of different aircrafts single and multi engines ones and the one bolted on the pilatus is not the same one on the van...damn that explains those Tas figures.
Someone did mention the pt6 keeps going on and on...i guess there is a limit to that aswell..isnt there that three letter operators nightmare called "tbo"some operator operate on a higher tbo then others..as the reliability of the engine/maitenance organisation goes up so does the tbo or atleast thats wht i have been told.
as awesome as it may sound, i have jump seated in all of the van operators in tz,and guess wht?? everyone flys with a different power settings..some use the cessna recommended,other use the "fright" safety ones and the rest only i kinda forget where they got the setting from..
i think i have stirred enough s..t for one day over to you helldog/shenzi
no more 406pilot
anyways for mr.helldog from wht i know and everyone knows how little that is by now..he he..there are a lot of series of pt6 engines on a lot of different aircrafts single and multi engines ones and the one bolted on the pilatus is not the same one on the van...damn that explains those Tas figures.
Someone did mention the pt6 keeps going on and on...i guess there is a limit to that aswell..isnt there that three letter operators nightmare called "tbo"some operator operate on a higher tbo then others..as the reliability of the engine/maitenance organisation goes up so does the tbo or atleast thats wht i have been told.
as awesome as it may sound, i have jump seated in all of the van operators in tz,and guess wht?? everyone flys with a different power settings..some use the cessna recommended,other use the "fright" safety ones and the rest only i kinda forget where they got the setting from..
i think i have stirred enough s..t for one day over to you helldog/shenzi
no more 406pilot
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Power settings
Hey 406,
As an ex-van driver (1'800 hrs on type) I remember that, as you pointed out, everyone has different views on power settings.
Personally, in TZ, I always worked on ITT (700-720°) others worked also on ITT but stopped at 680 (I think this was the Cessna recommended value). Others would work on torque...
I dunno. I never had a major problem with the PT6. The only problem I remeber was once we had a banging noise when reducing power which got everyone worried and which ended up (after 2 beeld valve changes for nothing) being caused by the a/c ventilation duct (so nothing to do with the PT6).
As for other airies with PT6, the PT6 turbine has many versions and horsepower outputs (580 to 2000 HP) but I think the Van is the only airie with the PT6-114A (675 HP) version. but I may be wrong...
Hey Helldog, bravo for your handling of that engine failure
Cheers
ZS-NDV
As an ex-van driver (1'800 hrs on type) I remember that, as you pointed out, everyone has different views on power settings.
Personally, in TZ, I always worked on ITT (700-720°) others worked also on ITT but stopped at 680 (I think this was the Cessna recommended value). Others would work on torque...
I dunno. I never had a major problem with the PT6. The only problem I remeber was once we had a banging noise when reducing power which got everyone worried and which ended up (after 2 beeld valve changes for nothing) being caused by the a/c ventilation duct (so nothing to do with the PT6).
As for other airies with PT6, the PT6 turbine has many versions and horsepower outputs (580 to 2000 HP) but I think the Van is the only airie with the PT6-114A (675 HP) version. but I may be wrong...
Hey Helldog, bravo for your handling of that engine failure
Cheers
ZS-NDV
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Having done numerous right-seat legs on Coastal, Northern Air and Regional - apart from AXL and SMK, I think I remember that none were using the same numbers when flying the Vans. We did use 700 for the ITT.
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hi guys,
i feel a bit odd for a non-208 rated pilot to give out my posts but dont blame me im just a bored guys waiting for that god foresaken sim slot..
Anyways the stone that i threw in the dark did infact strike..zs-ndv..now why did we not meet in tz..i feel kinda odd making these comment being a non-208 pilot...i did however fly the caravan 2...oh boy do i miss that
anyways just to stir some more s..t here is another one,i remember when the good old days when i was a 406pilot,we had a cesscom trend monitoring system,wonder if the 208 guys use it but it would normally indicate a problem much b4 it happenend,infact the graph would even indicate if the pilot has been naughty or moonlighting the figures.now wouldnt that be wothwhile....naaaaaah
keep em up there guys/
no more 406pilot
i feel a bit odd for a non-208 rated pilot to give out my posts but dont blame me im just a bored guys waiting for that god foresaken sim slot..
Anyways the stone that i threw in the dark did infact strike..zs-ndv..now why did we not meet in tz..i feel kinda odd making these comment being a non-208 pilot...i did however fly the caravan 2...oh boy do i miss that
anyways just to stir some more s..t here is another one,i remember when the good old days when i was a 406pilot,we had a cesscom trend monitoring system,wonder if the 208 guys use it but it would normally indicate a problem much b4 it happenend,infact the graph would even indicate if the pilot has been naughty or moonlighting the figures.now wouldnt that be wothwhile....naaaaaah
keep em up there guys/
no more 406pilot
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Sad to hear about another engine going pop.......good to hear that the Van came through when it was needed.....that low stall speed sure comes in handy.
Just to add my 10cents..pence..kopecks..zlotis..worth on the PT6 engine..as I read from my well worn Cessna Grand Caravan POH.
"engine temps above 720 ITT may result in increased engine wear if sustained for prolonged periods"
It seems to me 720 Degrees is the magic number.......however if memory serves..the Bandit I used to fly specified 680-700....for the 34 version PT6...and the King Air was about the same. I suspect there is something more to this engine issue than a simple component failure. Ok I am speculating..but this is a rumour sight after all....Id be looking VERY closely at the hot section history..also there have been a number of issues relating to blade erosion in both the compressor and turbine sections (yes its a reverse free flow turbine..but you get my drift) due to environmental factors over the years that have as a cumulative thing caused engine failures. Mayby Im wide of the mark....we will just have to wait and see
Oh and I love the Van..lovely to fly..crappy in turbulence..but its got lots of leg room....and a great map light for doing the cross-word....(yes I do long legs)
Cheers
H
Just to add my 10cents..pence..kopecks..zlotis..worth on the PT6 engine..as I read from my well worn Cessna Grand Caravan POH.
"engine temps above 720 ITT may result in increased engine wear if sustained for prolonged periods"
It seems to me 720 Degrees is the magic number.......however if memory serves..the Bandit I used to fly specified 680-700....for the 34 version PT6...and the King Air was about the same. I suspect there is something more to this engine issue than a simple component failure. Ok I am speculating..but this is a rumour sight after all....Id be looking VERY closely at the hot section history..also there have been a number of issues relating to blade erosion in both the compressor and turbine sections (yes its a reverse free flow turbine..but you get my drift) due to environmental factors over the years that have as a cumulative thing caused engine failures. Mayby Im wide of the mark....we will just have to wait and see
Oh and I love the Van..lovely to fly..crappy in turbulence..but its got lots of leg room....and a great map light for doing the cross-word....(yes I do long legs)
Cheers
H