Dash 8 engine failure
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It sounds like an unscheduled autoFX rather than an engine failure (although the end result is the same). I would be worried if any pilot (training captain or not) couldn't fly an approach (whatever type) on profile. ILS would not have given any advantage unless conditions were particularly poxy. It sounds like unscheduled autofeather is a fairly common complaint on the type, Air Nelson have already had one on their Q300 fleet after less than a year of service.
With respect to nearly blowing a tire due to high approach speed, that doesn't make a lot of sense in a Dash, unless it was the nosewheel
With respect to nearly blowing a tire due to high approach speed, that doesn't make a lot of sense in a Dash, unless it was the nosewheel
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Cloud Clutter, you need to relax a little. Your a bit outside the loop.
The current cyclic program at Eastern includes an unscheduled feather and a pitch jam as part of the matrix. This is where the higher than normal approach speed comes from. The Vref becomes 145 knots with icing on speed additives and the requirement for a flapless landing. The max tyre speed for the Dash is 139 knots. Hence the risk of a tyre blowing.
Not sure why you think that an unscheduled feather is a common Dash occurance. One by Air Nelson in twelve months of operations must be OK. Unless of course there aircraft dont do many hours.
I'm sure my colleagues will correct me but I cant recall when the last unscheduled feather occured on an Eastern aircraft. The same being one of the most experienced operators of this type in the world. The Dash's at Eastern never stop moving.
The current cyclic program at Eastern includes an unscheduled feather and a pitch jam as part of the matrix. This is where the higher than normal approach speed comes from. The Vref becomes 145 knots with icing on speed additives and the requirement for a flapless landing. The max tyre speed for the Dash is 139 knots. Hence the risk of a tyre blowing.
Not sure why you think that an unscheduled feather is a common Dash occurance. One by Air Nelson in twelve months of operations must be OK. Unless of course there aircraft dont do many hours.
I'm sure my colleagues will correct me but I cant recall when the last unscheduled feather occured on an Eastern aircraft. The same being one of the most experienced operators of this type in the world. The Dash's at Eastern never stop moving.
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Thank you, I will try to relax. Sorry if I sounded arrogant, was just interested in finding out more info.
I would class 1 in 12 months or so as very common, given this is unheard of for most other turboprops. Even if the tire speed is only 139 kts, with a Vref of 145 and no tailwind, the max speed you should be touching down with is around 135. Does the Dash have a restriction on use of flap for approach and landing under icing conditions? Where in Australia do you have icing conditions close to the ground? (not insinuating anything, just genuinely interested).
I would class 1 in 12 months or so as very common, given this is unheard of for most other turboprops. Even if the tire speed is only 139 kts, with a Vref of 145 and no tailwind, the max speed you should be touching down with is around 135. Does the Dash have a restriction on use of flap for approach and landing under icing conditions? Where in Australia do you have icing conditions close to the ground? (not insinuating anything, just genuinely interested).
Originally Posted by rmcdonal
I dont even think Eastern has -100s anymore.
Originally Posted by Cloud Clutter
I would class 1 in 12 months or so as very common, given this is unheard of for most other turboprops.
Straight from limitations, 100 maximum tyre speed 139, for the 200 and 300 it is 165.
No restriction on the flaps for an approach in ice, although most likely flap 15 would be used if flying an intrument approach.
Ice close to the ground? Just about everywhere at this time of year especially CBR. Wish I could get hold of a picture of one of the Dashes covered in snow at MHU.
hoss
No restriction on the flaps for an approach in ice, although most likely flap 15 would be used if flying an intrument approach.
Ice close to the ground? Just about everywhere at this time of year especially CBR. Wish I could get hold of a picture of one of the Dashes covered in snow at MHU.
hoss
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Hi Cloud Clutter,
The restriction on the flap setting is brought about by a requirement to maintain the flap setting at the time of a pitch (elevator) jam not due to the icing conditions. The icing requirement is not necessarily brought about by the actual presence of ice. Any time visible moisture is present on the ground with a temp of 10 deg or less, the icing systems are on and the additives are made to the speeds.
And for another post, of course Eastern still operate the 100 series Dash. And what a great machine they are.
The restriction on the flap setting is brought about by a requirement to maintain the flap setting at the time of a pitch (elevator) jam not due to the icing conditions. The icing requirement is not necessarily brought about by the actual presence of ice. Any time visible moisture is present on the ground with a temp of 10 deg or less, the icing systems are on and the additives are made to the speeds.
And for another post, of course Eastern still operate the 100 series Dash. And what a great machine they are.
Originally Posted by CAPTBOB
And for another post, of course Eastern still operate the 100 series Dash. And what a great machine they are.
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Can you still land long without the company number crunches finding out in the -100's? ie because it's outside set parameters.
With the present blame mentality in Easterns of epidemic proportion no-one would dare
in the fear of getting suspended or sacked. 
Who needs FOQA
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This was the last unscheduled feather I can remember at EAA, October 27, 2001. My memory not good, so I might be corrected! VH-TQY was first Q300 for EAA.
www.airliners.net/open.file/0198388/M
www.airliners.net/open.file/0198388/M
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A near perfect descent profile onto an arc, flown single engine - and it only rates a 2+.
Give me a break! Cruise and descent equals 4! and if you cant get a 4 allocated for that - send me the form.
Nice work who ever the crew was - must be all the good training and checking provided over the last 3 years.
Keep up the good work guys and gals!
Give me a break! Cruise and descent equals 4! and if you cant get a 4 allocated for that - send me the form.
Nice work who ever the crew was - must be all the good training and checking provided over the last 3 years.
Keep up the good work guys and gals!
Icing Conditons
My recollection Sat night in Canberra when this incident happened, it was overcast, moist NE winds, about 4 degrees C, DP about 2 degrees, about 95% RH, so icing conditions were on the cards 
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Nice work who ever the crew was - must be all the good training and checking provided over the last 3 years.
But he certainly set an enviable standard, judging by the 'banter' 
, and personal experience 
