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Twin engine plane into hangar in Addison, Texas, at least 10 dead

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Twin engine plane into hangar in Addison, Texas, at least 10 dead

Old 2nd Jul 2019, 23:39
  #21 (permalink)  
 
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Today's NTSB briefing:


Excerpts from a Dallas Morning News summary of the NTSB briefing:

A cockpit recording from the plane that crashed Sunday at Addison Airport, killing all 10 people aboard, captures the moments when the crew recognized a problem with the left engine, officials said Tuesday.

The audio reveals a mood "consistent with confusion" just after the Beechcraft Super King Air 350 took off and about 12 seconds before the recording ends, said Bruce Landsberg, vice chairman of the National Transportation Safety Board.

NTSB officials said a preliminary examination of the cockpit voice recording yielded two hours of high-quality audio, giving investigators a glimpse into the terrifying moments before the aircraft hit the hangar and burst into flames.

The two crew members received three alerts warning they were in danger of hitting the ground three seconds before the recording broke off abruptly, presumably when the plane crashed into a hangar.
NTSB officials said a preliminary examination of the cockpit voice recording yielded two hours of high-quality audio, giving investigators a glimpse into the terrifying moments before the aircraft hit the hangar and burst into flames.

About eight seconds before the audio cut off, crew members said there was a problem with the left engine. Three seconds before the recording ended, a series of automated alerts warned the crew about the plane’s bank angle.

NTSB investigator-in-charge Jennifer Rodi said the fire destroyed most of the plane's fuselage, complicating the investigation and making surveillance video of the crash even more important.

Four cameras captured the takeoff and crash, officials said. Two of them sat at the end of the runway, giving slightly different angles on the aircraft’s liftoff and impact. They show that the plane began to veer left before it hit the hangar.

A camera near the start of the runway showed the plane lifted off and began to veer. A dashboard camera in a parked firetruck captured the crash itself.

Officials said microchips from cockpit control monitors were recovered and could allow investigators to understand how the crew was operating the craft before the crash.

Experts are pulling apart the plane’s engines and propellers to learn more about what caused the crash. They'll also review the flight records and experience of the crew and interview air traffic controllers who were on duty Sunday.

Officials said Tuesday’s briefing would be the last official update locally as NTSB employees prepared to return to Washington, D.C. Rodi and her team said they probably will be in Addison until Thursday.

The agency expects to have a preliminary cause for the crash in less than two weeks. A full report on the crash could take 18 months.

The NTSB did not release audio of the cockpit recording and said more information will be available later as the cockpit voice recorder is analyzed. The agency will release a written report after the investigation is complete, including a transcript of the cockpit recording. The plane did not carry a flight data recorder.




https://www.dallasnews.com/news/addi...on-plane-crash
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Old 3rd Jul 2019, 00:04
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A couple of CVR pictures from the NTSB lab in Washington, DC.



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Old 3rd Jul 2019, 16:11
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Licenses and medicals for the pilots.

The captain:




The first officer:


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Old 18th Jul 2019, 20:49
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Hard to watch.
https://www.wfaa.com/article/news/lo...QyOOW7ZKU1yoQo
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Old 18th Jul 2019, 20:54
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What I get is: "You don't have permission to access "http://www.wfaa.com/article/news"
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Old 18th Jul 2019, 20:55
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Me too. Its data protection problem, since we are in the EU. Should be solved for you then, sooner or later ?
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Old 18th Jul 2019, 21:09
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If you google the basics you will find videos from news stations.
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Old 18th Jul 2019, 21:14
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A lot of U.S. websites can't justify the cost of complying with those wacky EU GDPR requirements for a few offshore viewers.

Here's a YouTube link to the video that might work overseas:

https://www.youtube.com/watch?v=Y3de...ature=youtu.be
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Old 18th Jul 2019, 21:32
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Horrible. What a rapid inversion. RIP all.
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Old 18th Jul 2019, 23:32
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Originally Posted by Joejosh999 View Post
Horrible. What a rapid inversion. RIP all.
Indeed an ungodly excruciating video to watch. A grim reminder of how quickly things can go from all is well to everything's going to hell.
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Old 18th Jul 2019, 23:44
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That video footage certainly has the hallmarks of a Vmca incident, with such a sudden flip, if so then it's nothing like the Essendon incident referred to above.

It might be the camera angle / distortion but from the dash cam near the hangar, just before it snaps inverted it appears to be flying well out of balance....crabbing well sideways.

Very sad.
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Old 19th Jul 2019, 02:27
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Yes, it appeared to be in a hard left hand skidding turn, and actually appeared to be flying almost sideways. It ultimately snap rolled to the left, going almost inverted prior to impact. As compressor stall pointed out above it could certainly be related to a Vmca (Vmc in U.S.) loss of control incident, and as far as my limited knowledge extends on this, the only way out at low altitude is to reduce the power on the good engine. That of course, requires nerves of steel.

I seem to remember a video from 3 or 4 years ago of some guys showing off in a King Air, I believe in Central or South America. Anyway, they were doing low level skidding turns near the airport and the video caught the exact same sort of abrupt violent snap roll as shown in the video of the Addison, Texas accident.
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Old 19th Jul 2019, 03:13
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Having watched that alarming video, I am reminded of a special condition applicable to the 200's, 300's and 1900's which I encountered while conducting flight testing for a survey mod on a B200. (note that I have never flown a 300, though the special condition and TCDS state that it applies to the 300 also.

The special condition #23-47-CE-5, dated: October 15, 1973 includes the following letter from the FAA:

"Oct 15, 1973

ACE-216

Beech Model 200 angle of skid; Beech Aircraft Corporation
letter 908-189 dated August 23, 1973

Mr. C. A. Rembleake, Manager
Aircraft Production Engineering Division
Beech Aircraft Corporation
P. O. Box 85
Wichita, Kansas 67201

Beech has requested certification guidance for their model 200 relative to the term "appropriate to type" in FAR 23.177(a)(1). A joint Beech-FAA flight test was made August 17, 1973 to establish a basis for this guidance.

A qualitative investigation of the lateral-directional static stability shows the characteristics to be conventional. Skid angles of 20-25 degrees are obtained at 1.3Vs1 speeds and higher. For skid angles of 20-25 degrees, the rudder force and position stability gradients indicate positive stability at 1.2Vs1 speeds and higher.The destabilizing effects of the nose landing gear, the forward mounted nacelles, MC thrust and extreme aft C of G location, however, combine at 1.2Vs to permit skid angles in the 35-38 degrees range. The following observations are noted:

1. These large skid angles can be obtained with any flap deflection, but only in a narrow range of airspeeds of around 1.2Vs1. The skid angles reduce to the 20-25 degree range without pilot input if the airspeed varies as much as +5 knots with full rudder control.

2. The thrust dependence of the 35-40 degree skid angle is shown by immediate angle reduction (without overshoot) when the critical engine is suddenly failed.

3. Essentially, full up elevator is required to hold the airspeed at 1.2Vs1 in the maximum skid. If this deflection input is not precisely timed, the maximum skid will not develop.

4. Rudder position stability remains positive throughout the full rudder deflection range. Rudder force stability is positive at all points as rudder deflection is increased. Plots provided by Beech show that rudder force stability can be very weak as right rudder deflection is reduced through the 16 -21 degree range during airplane skids between 16 and 22 degrees. In practice, this was seen only as a showing of rudder free recoveries initiated at or above these combined values.

In assessing compliance with FAR 23.177, it is recognized that skid angles greater than +-20 degrees can be obtained. These are seen only in one carefully controlled test condition, and under such circumstances that are not likely to be duplicated in service without prior knowledge of both the characteristic, and the entry technique. Recovery by standard control inputs is prompt and straightforward, and there is no unsafe feature associated with either the extreme skid angles or the recovery.

Despite this, the +-20 degree skid angle is more correctly representative of the airplane's response to the flight conditions throughout its flight envelope. You may therefore consider a maximum skid angle of +-20 degrees as "appropriate to type" for the model 200 in interpreting FAR 23.177(a)(1) and amended by 23-1 through 23-9.

William J. Thievon, Chief
Engineering and Manufacturing Branch"


I did testing for this characteristic in a B200 with a long tailboom installed, and found it exactly as described. The airplane was controllable exactly as described, and recovered promptly if controlled to reduce the yaw angle. But is sure was weird flying somewhat sideways, while level, and at such a slow speed. What I did during that testing seemed very similar to me as what I see in that video, other than my entering with great caution and at altitude. I was flying a B200, though the TCDS applies this special condition to the 300 and 1900 as well (and this is hand written onto the typed special condition document from the FAA). I did not let the plane stall during this testing, and thus did not spin. But it sure seems that a spin would be very close at hand, and very rapid, if while flying in this condition, things were allowed to worsen. I imagine something like that which I see in the video. As the FA letter says, you're not supposed to be there, but I guess if you get there in error, and beyond, it can get bad fast.
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Old 20th Jul 2019, 00:28
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It looks like the auto-feather is not initiated in the video as there appears to be more than windmilling on the left engine. I lost an engine on a 1900C just after rotation and the autofeather made it virtually a non-event. I was light compared to this aircraft which must have been near gross with 10 on and fuel for Florida. It takes a ton of leg to keep it flying without auto-feather.
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Old 20th Jul 2019, 14:59
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The landing gear was still down. That's not helping if they lost power on one engine.
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Old 20th Jul 2019, 22:54
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think they were in brain overload trying to regain control, which appears to have been lost shortly after liftoff...
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Old 19th Aug 2019, 10:46
  #37 (permalink)  
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Autofeather?

Originally Posted by compressor stall View Post
That video footage certainly has the hallmarks of a Vmca incident, with such a sudden flip, if so then it's nothing like the Essendon incident referred to above.

It might be the camera angle / distortion but from the dash cam near the hangar, just before it snaps inverted it appears to be flying well out of balance....crabbing well sideways.

Very sad.
Maybe the autofeather was inop? Hard to believe because on every PT 6 I've flown that was a no-go item.
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Old 19th Aug 2019, 13:34
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Possibly, but a mishandled EO situation can still get like that, even with it inop. It's not as if AutoFx is the magic fix for asymmetric flight. All it achieves is keeping the rudder input required below the certificated 150lb limit, and some short term performance gains as a by product.
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Old 19th Aug 2019, 22:33
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It also gets rid of a lot of drag immediately and without crew action...
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Old 19th Aug 2019, 22:49
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I think what you mean here is rudder boost and not auto feather.
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