CL-215 down in Greece
Juan Browne's Anaylsis of the accident...
https://youtu.be/z6BlaXqmQLA
https://youtu.be/z6BlaXqmQLA
Juan discusses the lack of left rudder input. That is in the context of whether there was an alternate means of picking the right wing up. Juan implies that had the rudder been applied, that might have worked. My question is whether setting up asymmetric power would also have complimented that rudder control input.
I've had occasion to do that in an Aztec years ago in BC, and it saved the aircraft, which was in a delicate situation with a popped Lister latch and some pitch control issues coming from the door being a few inches out into the airflow and blanking the right elevator to some extent. It started to roll on final with the addition of the last notch of flap.
Juan discusses the lack of left rudder input. That is in the context of whether there was an alternate means of picking the right wing up. Juan implies that had the rudder been applied, that might have worked.
One other possible factor returns to haunt me. The wind is coming over the ridge they are turning to avoid. The right wing is possibly still down in 'dirty' and turbulent air, the left wing probably much less so. Indeed it may well be hit with the full force of the air mass as it comes over the top of the ridge. It's hard to comprehend these situations unless you've been down in amongst the rocks as can happen in adventurous ridge soaring. I've seen 15 knots vanish off the ASI in Blanik in a few seconds as we popped over a spur in the main ridge and encountered the resultant curl over. Happily we had around 60 knots at the start, but it's not a nice feeling when it hits you.
My final observation is that it's very hard to pick the variations in terrain from any reasonable altitude. The complexity of the terrain in this situation would not have been fully evident until they were committed to the drop, There may have been a prior pass to evaluate these factors - we just don't know. But it all demonstrates that safe aerial firefighting is a very demanding activity, and experience gained from a long history of low level flying in relatively benign operations ie AG work, is surely a prerequisite for getting down in amongst the smoke, heat and turbulence of direct fire attack, where target fixation cannot be allowed to take over from other complex considerations.
Last edited by FullOppositeRudder; 30th Jul 2023 at 00:23. Reason: Spelling (again)
Difficult to see from the video here but the damage looked no worse than the above two incidents. Of course, we don't know what else the L/E Strike may have damaged but based on what I saw during the races, L/Es can take a substantial hit and not render the A/C uncontrollable.
Original video enhanced and upscaled to 4k plus slow motion & zoom
p.s. Don't forget to force Youtube to play the video in its highest quality 2160p, Youtube will sometimes automatically defer to a lower quality.
p.s. Don't forget to force Youtube to play the video in its highest quality 2160p, Youtube will sometimes automatically defer to a lower quality.
Last edited by DroneDog; 1st Aug 2023 at 05:47.
If the crew have not had the opportunity to have advanced handling training, a stressful condition of an unexpected emergency with a critical performance and handling issue is challenging. Rudder and asymmetric power may have assisted, the rates look like the derivatives might get close, but the use of asymmetry comes with a compounding drag problem, so performance is going bad in all events.
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the underside of the wing is not an overly sensitive area to the performance of the wing section
In any case, that was a remarkably short time for the crew to reassess the possibility that control might be maintained....
I speculate entirely about the damage to the wing resulting from the wing tip float being ripped off (let alone probably the leading edge of the wing also striking the tree). It is possible that when the wing tip float ripped off, it tore skin from the underside of the wing too. It would not take too much ripped wing skin, peeled back and flapping, to cause immense drag, which is well out the wing as well.
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I speculate entirely about the damage to the wing resulting from the wing tip float being ripped off (let alone probably the leading edge of the wing also striking the tree). It is possible that when the wing tip float ripped off, it tore skin from the underside of the wing too. It would not take too much ripped wing skin, peeled back and flapping, to cause immense drag, which is well out the wing as well. I cannot speak for the CL215/415, as I do not know it's structure, but I know that other smaller amphibious flying boats are designed such that you can rip off a wingtip float without damaging the wing. I have found this to be true on mine .
In any case, that was a remarkably short time for the crew to reassess the possibility that control might be maintained....
In any case, that was a remarkably short time for the crew to reassess the possibility that control might be maintained....
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You can see clearly in the video that it still has radial cowlings.
I don't believe any of Greece's original 215s were converted to turbine 215T standard, they also have some CL-415s in service and Viking/DHC built 515s on order - I should imagine the remaining CL-215s will be disposed of as the new aircraft arrive.
I don't believe any of Greece's original 215s were converted to turbine 215T standard, they also have some CL-415s in service and Viking/DHC built 515s on order - I should imagine the remaining CL-215s will be disposed of as the new aircraft arrive.