Communicate, Navigate, Aviate and crash...
The problem here was the Tomahawk pilot didn't push the nose over so the aircraft did not stall and spin, the only action he did was push the transmit button. Yes alerting airport services is a good idea but it has to happen after you fly the airplane. In this case what could have been a simple forced landing ahead turned into a stall spin tragedy.
I have to wonder if this is not a result of instruction that placed more emphasis on talking on the radio instead of the imperative of lowering the nose after an EFATO and flying the aircraft to a controlled touchdown....
I have to wonder if this is not a result of instruction that placed more emphasis on talking on the radio instead of the imperative of lowering the nose after an EFATO and flying the aircraft to a controlled touchdown....
It was on the easterly runway - which is seldom used, as the winds in Britain are usualy westerly - so he had a poor mental picture of the area, which was quite heavily built up. He also had a largish passenger sat in the right hand seat.
The best fields were to the right, but I don't think he was fully aware of them because of unfamiliarity and view. So, he was turning left towards an area of open ground that he could see but the aircraft couldn't make - he tried to stretch the glide and spun in.
Even then, evidence is that if the fuel hadn't burned, he'd have survived.
Also I've had an EFATO, where being a well trained aviator, I was able to fly and position the aircraft, I made a simultaneous radio call. Pilots are clever like that, and there's no evidence that this chap didn't do the same.
G
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The problem here was the Tomahawk pilot didn't push the nose over so the aircraft did not stall and spin, the only action he did was push the transmit button. Yes alerting airport services is a good idea but it has to happen after you fly the airplane. In this case what could have been a simple forced landing ahead turned into a stall spin tragedy.
The problem here was the Tomahawk pilot didn't push the nose over so the aircraft did not stall and spin, the only action he did was push the transmit button. Yes alerting airport services is a good idea but it has to happen after you fly the airplane. In this case what could have been a simple forced landing ahead turned into a stall spin tragedy.
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Bit of Thread Drift........
Back in the late 1990's I was a training captain on a fairly new type of aircraft (very new to my company) I was in the simulator with a new P2 and an experienced P1 doing transition to type. We were through the visual section (5 trips) and onto the IFR stuff, I had repeatedly had to remind them both to use the auto-pilot as much as possible during emergencies, but they still kept trying to do things the old fashioned way.
I gave them a SID off Aberdeen 16, 100' cloud base and 600m viz. just after going IMC I gave them low oil pressure on number 2 then gradually brought up the temperatures to critical level.
They handled the engine shut down perfectly, communicated with ATC (me) excellently and then flew into a mountain five miles west of the airport, because rather than couple up the auto-pilot in heading or NAV they had left it and the aircraft had drifted to the right in heading by 80 degrees, rather than turning left into the SID.
it was a great learning experience, when the sim stopped they were surprised and thought it was a sim problem until I brought up the visuals.......
The P2 recently did an OPC for me on the jet and we had a good laugh about his sim crash (P2 on OPC couldn't believe his ears when he heard some of the stories coming from the jump seat). The P1 is now one of the best training captains I've ever flown with.
Aviate, yes, navigate, yes, communicate, when you've got time.
SND
Back in the late 1990's I was a training captain on a fairly new type of aircraft (very new to my company) I was in the simulator with a new P2 and an experienced P1 doing transition to type. We were through the visual section (5 trips) and onto the IFR stuff, I had repeatedly had to remind them both to use the auto-pilot as much as possible during emergencies, but they still kept trying to do things the old fashioned way.
I gave them a SID off Aberdeen 16, 100' cloud base and 600m viz. just after going IMC I gave them low oil pressure on number 2 then gradually brought up the temperatures to critical level.
They handled the engine shut down perfectly, communicated with ATC (me) excellently and then flew into a mountain five miles west of the airport, because rather than couple up the auto-pilot in heading or NAV they had left it and the aircraft had drifted to the right in heading by 80 degrees, rather than turning left into the SID.
it was a great learning experience, when the sim stopped they were surprised and thought it was a sim problem until I brought up the visuals.......
The P2 recently did an OPC for me on the jet and we had a good laugh about his sim crash (P2 on OPC couldn't believe his ears when he heard some of the stories coming from the jump seat). The P1 is now one of the best training captains I've ever flown with.
Aviate, yes, navigate, yes, communicate, when you've got time.
SND
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Poor Flying Habits?
While there is a LOT missing from this story, some basic flying habits can never change. Talking to ATC, saying "I need some help here," or similar with 0/1 operating engines is NOT going to help him. How many times have we heard the variations on Avaiate, Navigate, Communicate? Sorry boys and girls, but this fellow gave up his chance when he pushed the transmit key.
He may have been an excellent physician, but apparently one with poor airmanship skills. Sorry to say this, but is is not a rare situation.
He may have been an excellent physician, but apparently one with poor airmanship skills. Sorry to say this, but is is not a rare situation.
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A PA28 does not normally have a carb ice problem due to the location of the carburetor in Piper/Lycoming engines. Very unusual for this to happen on takeoff, especially if no visible moisture and after a runup has been done. ???
His engine after severe vibration, imploded
Equally how can a piston engine explode? Are explosives routinely fitted inside light aircraft engines?
Metal objects may break, even burst apart, but they can't explode without help from explosives.
Suggest all facts reviewed prior to posting..
Petard,own, by, hoist. Rearrange.
