Dash 7

[MCT]

I believe approx 18 months to 24 months ago there was a Dash 7 accident in the UK during a test flight. Two ex DH pilots were killed... Anyone seen the accident report and konw the cause of the crash. Thanks

[sharpshot]

I recall the accident to which you refer. I believe that the test flight was being conducted from Guernsey.. .. .I do not recall seeing the final report, however, when published, (if not already),. .<a href="http://www.dtlr.gov.uk/aaib/index" target="_blank">www.dtlr.gov.uk/aaib/index</a> is where you will find it.

[Algy]

A strange tale indeed...(copyrighted story from ATI below - graphics do not reproduce but are in the full report which is on the AAIB site as mentioned above.). .. .Fatal loss of Dash 7 set to stay a mystery. .Kieran Daly, London (09Nov99, 13:36 GMT, 790 words) . .. .UK investigators have failed to pin down the cause of a fatal accident in which a De Havilland Canada DHC-7 Dash 7 was lost during a flight test commanded by one of the most experienced pilots of the type in the world.. .. .The aircraft crashed in near-perfect weather near Ashburton in south-west England on 28 November last year when a low-speed, three-engine climb test at around 5,000ft apparently went wrong.. .. .It was commanded by 75 year-old Capt Raymond "Bill" Loverseed, the 1971 leader of the RAF's Red Arrows aerobatic team, who was a test-pilot during the development of the Dash 7 and Dash 8, then a ferry pilot for Bombardier turboprop types, eventually recording 4,000hr on Dash 7s and some 15,000hr total time.. .. .Loverseed's first officer was 66 year-old Canadian Capt Adam Saunders, also an experienced Dash 7/Dash 8 pilot with 17,200hr total time including 1,700hr on type. Both men died of multiple injuries in the impact and no medical irregularities of any significance were found.. .. .At the time of the accident, the 1983-vintage Cayman Islands-registered aircraft (VP-CDY) was in the hands of Guernsey-based overhaulers Anglo Normandy Aeroengineering for extensive maintenance on behalf of a leasing company after sitting idle in Egypt for a year when the previous operator encountered financial difficulties. The test flight was its second since arriving in Guernsey.. .. .On a test flight three days earlier the number three (right-hand inboard) Pratt & Whitney Canada PT6A-50 turboprop engine did not produce rated power and was changed. Part of the accident flight involved performing a 5min, full-power, three-engine climb at V2 (take-off safety speed) with the number one engine shut down and its propeller feathered, landing-gear up and flaps at 25°.. .. .Flight data recorder (FDR) information showed the aircraft descending from its initial 10,000ft transit altitude to 7,000ft when the number one engine was shut down and then levelling at 5,000ft with the autopilot engaged, flaps up, and power at a low setting.. .. .In the final 45s of the flight, the aircraft decelerated in level flight with the autopilot engaged and gradually trimming nose-up until at about 95kt (175km/hr) indicated airspeed (IAS) the pitch attitude started to decrease.. .. .Last 45s of data VP-CDY. .. .Source: AAIB. .. .The FDR recorded vibration consistent with either the stick-shaker operation or the natural pre-stall buffet and there was a slight stick-forward movement, but the autopilot was not disconnected for another 6s.. .. .Power was increased on all three operating engines but the aircraft, now under asymmetric power, rolled left to 80° and 54° nose-down with right rudder being applied and power being reduced.. .. .The AAIB says it is unclear whether the aircraft then entered a spin or a spiral dive although it indicates that it considers a spiral dive, albeit at low airspeed, more likely. Part of the difficulty was due to the misleading airspeed indications via the pitot system as the aircraft gyrated.. .. .The crew later reduced the power but did not manage to regain control of the aircraft and it crashed in open land with a vertical velocity of 180ft/s (55m/s), banked 37° left and pitched 36° nose down. It was still structurally complete at impact.. .. .In its report, the AAIB notes that although the aircraft was apparently misconfigured for the test, in having the flaps retracted, the crew should have noted the trim-wheel rotating and, even if the non-handling pilot thought it was a manual input, would have had "clear aural and tactile warnings" of the impending stall.. .. .It says: "If the crew were unaware of the flap configuration error then the stall warning may have surprised them but for a crew of their experience to fail to react correctly to the compelling intervention of the stick-shaker is most unusual.. .. ."However, the possibility of some distraction cannot be discounted. The available evidence therefore suggests that normal crew operation and co-ordination was lacking during this phase of flight.". .. .The cockpit voice recorder was unserviceable and no evidence could be obtained from it.. .. .Perhaps most bafflingly of all, the AAIB says that during the descent to the ground the control column was pulled fully aft and it notes only that possibly "the application of asymmetric power at the stall caused the handling pilot to become disorientated".. .. .The AAIB notes that, although the FDR "contributed greatly" to the investigation, its presence was "fortuitous" because in the circumstances of the flight the aircraft was not a Transport Category machine and it was not legally required to carry a FDR.. .. .As a result, the AAIB recommends that the UK CAA change the Air Navigation Order to require all aircraft with a certified weight exceeding 5,700kg to be required to carry FDRs at all times, and that the UK Government urge ICAO to similarly change its standards.. .. .Source: Air Transport Intelligence news

[barcode]

<a href="http://www.dtlr.gov.uk/aaib/bulletin/nov99/vpcdy.htm" target="_blank">http://www.dtlr.gov.uk/aaib/bulletin/nov99/vpcdy.htm</a>. .. .Hmmm...Old people and flying...draw your own conclusions.

[Erm OK probably]

Ah, barcode, your day will come - and there's every chance you'll still be fit to fly and want to fly. . .. .I just hope some young whippersnapper doesn't stop you.

[Chuck Ellsworth]

Barcode:. .. .At what age do you think a pilot is old?. .. ...................... . <img border="0" title="" alt="[Big Grin]" src="biggrin.gif" /> The hardest thing about flying is knowing when to say no. <img border="0" title="" alt="[Big Grin]" src="biggrin.gif" /> ***( Especially for young pilots )*** <img border="0" title="" alt="[Big Grin]" src="biggrin.gif" /> <img border="0" title="" alt="[Big Grin]" src="biggrin.gif" />