Caravan engine failure in TSV
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It belonged to the police air wing.
Apparently the engine seized and he glided back to the field from 4500'.
Well done.
Apparently the engine seized and he glided back to the field from 4500'.
Well done.
Last edited by av8trflying; 14th Jan 2008 at 04:34. Reason: My bad spelling
I don't want to be the best pilot in the world - Just the oldest
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Apparently the engine siezed
Sort of thing you expect to hear from brothers Lycoming and Continental. How often does this occur on PT-6s?
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Yes they do fail
The PT6 is a very good engine, and surprisingly, handles outback conditions well.
But they are not infallible, as we have been led to believe.
There have been a number of forced landings in Australia by aircraft with a single PT6, and more overseas.
But they are not infallible, as we have been led to believe.
There have been a number of forced landings in Australia by aircraft with a single PT6, and more overseas.
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NT Police PT-6 Failure...
Green Gorilla,
Heard about a lightning strike but not about any engine failure involving an NT Police PC12. Lightning strike caused a small pit on the trailing edge of a prop blade and a small exit hole on the undersurface of the L/H flap. No engine damage, but an inspection was carried out. I had a look at it in nthe Pel-Air hangar while pasing through Darwin at the time.
Any details on the engine failure that you mentioned. Roughly where, when and which aircraft (DN or AS Base?.
Cheers,
Oodnadatta.
Heard about a lightning strike but not about any engine failure involving an NT Police PC12. Lightning strike caused a small pit on the trailing edge of a prop blade and a small exit hole on the undersurface of the L/H flap. No engine damage, but an inspection was carried out. I had a look at it in nthe Pel-Air hangar while pasing through Darwin at the time.
Any details on the engine failure that you mentioned. Roughly where, when and which aircraft (DN or AS Base?.
Cheers,
Oodnadatta.
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I don't want to hear about PT6 eng failures
.Two of 'em are barely enough in times of fright! One has to wonder about SE turbines. Once upon a time you couldn't do IFR pax charter in any single never lone turbines. What changed? Nothing. They can & will continue to fail. I question the sense of IFR SE charter, always have, but that's just a personal opinion! I take my hat off to the guys at the RFDS who fly the PC12's, too damn risky for me !
Still the pilot was obviously well trained in eng failure proceedures (as you need to be in any SE plane) & did a stirling job to get it back on the ground.
CW
.Two of 'em are barely enough in times of fright! One has to wonder about SE turbines. Once upon a time you couldn't do IFR pax charter in any single never lone turbines. What changed? Nothing. They can & will continue to fail. I question the sense of IFR SE charter, always have, but that's just a personal opinion! I take my hat off to the guys at the RFDS who fly the PC12's, too damn risky for me !Still the pilot was obviously well trained in eng failure proceedures (as you need to be in any SE plane) & did a stirling job to get it back on the ground.
CW
Boarding a burner and watching this overgrown 182 landing, thinking, "He's landing the wrong direction.........and with a stopped prop......."
It was a very good outcome. Some debris had to be cleared off the runway (apparently). Got it down about halfway along 01 (19 in use). Well Done.
Heavy showers in the area at the time. The Dashes were missing GPS approaches at Palm. Virgins going around (and red 73's too
)
It was a very good outcome. Some debris had to be cleared off the runway (apparently). Got it down about halfway along 01 (19 in use). Well Done.
Heavy showers in the area at the time. The Dashes were missing GPS approaches at Palm. Virgins going around (and red 73's too
)
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I think you'll find it is a private(?) op, so doesn't count as single IFR charter. The van actually glides quite nicely with the prop feathered. Sounds like some good work getting it back on the deck in one piece.
I don't think anyone ever said they were. They are however damn reliable. Almost everone I know that's flown behind a single PT6 swears by them, myself included.
But they are not infallible, as we have been led to believe.
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Hi 'dave incog'. I wasn't refering to that particular op as an IFR charter more the fact that I consider it too dangerous as did the dept of the time did to do them.
Seeing as you fly SE turbines Dave what's yr proceedure for an eng failure IMC? & need to make an app, if you could......assuming you do IFR pax charter? Curious I am that's all
CW
Seeing as you fly SE turbines Dave what's yr proceedure for an eng failure IMC? & need to make an app, if you could......assuming you do IFR pax charter? Curious I am that's all
CW
Had a catastrophic engine failure in a Van in the Straits once, it was my first ICUS flight after obtaining the endorsement. We were fortunately about 7nm from the only bit of beach available to land on and we managed to pull up in about 150m.
The beach was renamed the Caravan Park as it was nearly a week before it was able to be flown off again with a new donk. Great truck the Van and it glides pretty well too!
cheers Sarcs
The beach was renamed the Caravan Park as it was nearly a week before it was able to be flown off again with a new donk. Great truck the Van and it glides pretty well too!
cheers Sarcs
Hey all,
well done that man. SE IFR charter can be done in vans but the aircraft have to be ASETPA (Approved Single Engine Turbine Powered Aircraft) A few more dials that can break (for memory Rad Alt and backup vacuum source).
As far as deadstick in IMC it is a good glider but not good enough to do an approach, so pretty much aim it at the waypoint and try and line it up with the strip.
However, in saying that, over 500' but below about 1000' after takeoff (varies with companies), a turnback procedure is employed, it involves 10 deg flap, a 45 deg turn into wind and landing on reciprocal runway. Watching them is good fun, doing them is even more fun, although you have to be right onthe numbers if the machine is carrying a decent load. This procedure is taught to be used VMC or IMC, so a 45 deg turn in IMC at 1000' not sure i'd like to do one in anger pesonally, so once again, smashing job, no matter what the height
Cheers
j3
well done that man. SE IFR charter can be done in vans but the aircraft have to be ASETPA (Approved Single Engine Turbine Powered Aircraft) A few more dials that can break (for memory Rad Alt and backup vacuum source).
As far as deadstick in IMC it is a good glider but not good enough to do an approach, so pretty much aim it at the waypoint and try and line it up with the strip.
However, in saying that, over 500' but below about 1000' after takeoff (varies with companies), a turnback procedure is employed, it involves 10 deg flap, a 45 deg turn into wind and landing on reciprocal runway. Watching them is good fun, doing them is even more fun, although you have to be right onthe numbers if the machine is carrying a decent load. This procedure is taught to be used VMC or IMC, so a 45 deg turn in IMC at 1000' not sure i'd like to do one in anger pesonally, so once again, smashing job, no matter what the height
Cheers
j3
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Fine Example of an Aviator
I have many thousand hours in mainly 600hp short bodies, with pods and floats and have shut down plenty of PT6's. Thankfully not a Van's. Makes me angry when I hear the propoganda of Cessna's PT6 sales pitch. Today was why!!!
I was alerted to the emergency services being scrambled on TSV GND. When I heard it was PSQ, the caravan, my heart sank. I, 5 minutes earlier crewed the RNAV 19 to near mins in p#ssing rain, heard his calm gravelly voice call on tower that he was changing to 01, as it has the ILS to 270. I saw him get visual at about 600 ish, feathered, and 12 knots of downwind on a very wet runway, and land long, as vans do feathered. The bugger put it on nice, and stopped before the "slopway" at the end.
I am current in the ways of ASETPA IFR in singles and crap weather in VFR van ops. This guy needs a massive commendation. The wx was to minimums, he was a slippery glider, and he didn't scratch it. TSV is full of hills in all directions, the NDB was out, the ILS was notam'd 15 mins notice, and there he popped out and landed. Someone was watchin over him today. Hope to hear his voice soon. May his career be well !!!
I was alerted to the emergency services being scrambled on TSV GND. When I heard it was PSQ, the caravan, my heart sank. I, 5 minutes earlier crewed the RNAV 19 to near mins in p#ssing rain, heard his calm gravelly voice call on tower that he was changing to 01, as it has the ILS to 270. I saw him get visual at about 600 ish, feathered, and 12 knots of downwind on a very wet runway, and land long, as vans do feathered. The bugger put it on nice, and stopped before the "slopway" at the end.
I am current in the ways of ASETPA IFR in singles and crap weather in VFR van ops. This guy needs a massive commendation. The wx was to minimums, he was a slippery glider, and he didn't scratch it. TSV is full of hills in all directions, the NDB was out, the ILS was notam'd 15 mins notice, and there he popped out and landed. Someone was watchin over him today. Hope to hear his voice soon. May his career be well !!!