Capt Al Haynes would be proud of this
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Capt Al Haynes would be proud of this
Incredible recovery of a King Air which demonstates some great flying skills and the aircraft's robust nature.
http://www.kfvs12.com/
http://www.kfvs12.com/
Grandpa Aerotart
I remember Kingairs being reasonably idiot proof...but I guess you can still take off with the bleeds off if you try hard enough.
Even stupid people can be REALLY lucky....in fact stupid people are often some of the luckiest people you meet
Even stupid people can be REALLY lucky....in fact stupid people are often some of the luckiest people you meet
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Chimbu
The voiceover only talks about the windshield cracking causing the sudden depressurisation, can you explain how do you know that's because bleed was off?
I'm guesing the FDR will be more helpful to the investigators than the CVR...
"Crack... Doh! Zzz... Huh? Whoa, whassup?"
VHCU
The voiceover only talks about the windshield cracking causing the sudden depressurisation, can you explain how do you know that's because bleed was off?
I'm guesing the FDR will be more helpful to the investigators than the CVR...
"Crack... Doh! Zzz... Huh? Whoa, whassup?"
VHCU
Grandpa Aerotart
Sorry I couldn't listen to it because my MAC wouldn't read it...I assumed when I shouldn't have...still if the window cracked and it depressed why didn't they put their oxy masks on?
They passed out so either the plane didn't pressurise or the oxy system was depleted or they didn't pull the little T handle to turn on the oxy or...?
They passed out so either the plane didn't pressurise or the oxy system was depleted or they didn't pull the little T handle to turn on the oxy or...?
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From Curt Lewis
"Windshield Failure Results In Dramatic King Air B200 Emergency
According to media reports, the aircraft experienced a partial failure of
the windshield at an altitude well in excess of 20,000 feet, creating a
spider web type of failure ont he windshield and the decompression of the
cabin. Media reports also suggest that the flight crew lost consciousness
of, and/or control of the aircraft, resulting in some mode of control
recovery below 10,000 feet (reported as 7000 feet by at least one media
outlet). The aircraft subsequently executed an emergency landing at Cape
Girardeau Regional Airport in Missouri.
Examination of the video (seen in the attached screen captures), shot by
KFVS, which also caught the fairly uneventful emergency landing, reveals the
loss of most of the horizontal stabilizer and elevator assemblies, wrinkled
and bent main wings and a windshield that was nearly useless, visually, due
to pervasive spiderweb-style cracking throughout its surface. Statements
attributed to the pilots (who left the area by rental car, shortly after
landing), indicated that they regained control of the aircraft below 10,000
feet where the aircraft was involved in a steep vertical descent and (then)
not under positive control. The subsequent recovery created severe stresses
on the aircraft and the wrinkling and bending evident in pictures of the
wing suggests that aircraft was stressed in a manner not too far form the
ultimate structural yield point.
The flight crew was identified as Pilot Sheldon Stone and co-pilot Adam
Moore who indicated that emergency oxygen equipment failed when they
attempted to use it. Despite that, they regained functional consciousness
after descending some 20,000 feet. Pilot Stone told local media that "We
were both getting drunk really fast. I remember thinking, really slowly,
'Hey, I'm not getting any oxygen, what's wrong here?' But I was so loony
already at that point I couldn't even solve the problem if it could be
solved. I just sort of thought to myself, 'I've got to hurry,' but
everything was fading."
"Windshield Failure Results In Dramatic King Air B200 Emergency
According to media reports, the aircraft experienced a partial failure of
the windshield at an altitude well in excess of 20,000 feet, creating a
spider web type of failure ont he windshield and the decompression of the
cabin. Media reports also suggest that the flight crew lost consciousness
of, and/or control of the aircraft, resulting in some mode of control
recovery below 10,000 feet (reported as 7000 feet by at least one media
outlet). The aircraft subsequently executed an emergency landing at Cape
Girardeau Regional Airport in Missouri.
Examination of the video (seen in the attached screen captures), shot by
KFVS, which also caught the fairly uneventful emergency landing, reveals the
loss of most of the horizontal stabilizer and elevator assemblies, wrinkled
and bent main wings and a windshield that was nearly useless, visually, due
to pervasive spiderweb-style cracking throughout its surface. Statements
attributed to the pilots (who left the area by rental car, shortly after
landing), indicated that they regained control of the aircraft below 10,000
feet where the aircraft was involved in a steep vertical descent and (then)
not under positive control. The subsequent recovery created severe stresses
on the aircraft and the wrinkling and bending evident in pictures of the
wing suggests that aircraft was stressed in a manner not too far form the
ultimate structural yield point.
The flight crew was identified as Pilot Sheldon Stone and co-pilot Adam
Moore who indicated that emergency oxygen equipment failed when they
attempted to use it. Despite that, they regained functional consciousness
after descending some 20,000 feet. Pilot Stone told local media that "We
were both getting drunk really fast. I remember thinking, really slowly,
'Hey, I'm not getting any oxygen, what's wrong here?' But I was so loony
already at that point I couldn't even solve the problem if it could be
solved. I just sort of thought to myself, 'I've got to hurry,' but
everything was fading."
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Beech landin!!
Amazin!!...Has a pilot i hav to credit this guyz for bringin this bird to land safely. We all know how nerve rackin this can b to any pilot even the most experienced!!
Call it luck! I must say this two pilots did an amazin job!!
Call it luck! I must say this two pilots did an amazin job!!
Last edited by bond7; 5th Feb 2007 at 20:55.
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Don't want to be a hard arse here but I'd be really interested top hear in what way the Crew Emergency 02 failed.
If it works on the ground as part of the pre fight check???
How old were the masks and fittings.??
If it works on the ground as part of the pre fight check???
How old were the masks and fittings.??
Interesting damage to the aircraft, wonder what G loading and airspeed they achieved during the descent.
Bond7: you appear to be missing quite a few keys on your keyboard, i'd look into that if I were you.
Bond7: you appear to be missing quite a few keys on your keyboard, i'd look into that if I were you.
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trashie
It came out in the Coronial on the so called Kingair "Ghost Flight" from Perth to Qld that there was no Maintenance call up for inspection of the O2 system or testing of the baro's that control the Cabin Alt warning light or mask drop down from the date of manufacture of the aircraft. There is now, at least in Oz?? Neither if I recall correctly was there a requirement for a routine maintenance check of the condition of the masks. As some of these aircraft are rising 30years old the condition of the hoses, connectors and masks are not unlike that of the regimental condom after a Saturday night leave pass.
At least some of the ones I've seen over the years.
It came out in the Coronial on the so called Kingair "Ghost Flight" from Perth to Qld that there was no Maintenance call up for inspection of the O2 system or testing of the baro's that control the Cabin Alt warning light or mask drop down from the date of manufacture of the aircraft. There is now, at least in Oz?? Neither if I recall correctly was there a requirement for a routine maintenance check of the condition of the masks. As some of these aircraft are rising 30years old the condition of the hoses, connectors and masks are not unlike that of the regimental condom after a Saturday night leave pass.
At least some of the ones I've seen over the years.
The O2 system in the Kingair "Ghost Flight" aircraft, VH-SKC, was installed new in July 1987 (when the aircraft came on the Australian register, previously RP-C200) and religiously maintained until at least the mid 1990's when it was sold. I don't recall details, but as the aircraft was a very early serial number, I seem to recal the O2 system was manually armed and manually activated and as a result the aircraft limited to FL240.
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God love a Kingair
Sprucegoose
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There seems to be an echo in here, isn't that how the whole thread started Defenestrator?
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A second thread was started. I moved the post into here and closed the second thread with a re-direct.
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i can't see how a cracked windscreen like that would cause a rapid depress. a blow out yes, but cracking? 20000ft in just over a minute is only around 180-200kts. and decending 20000ft to regain conciousness and control? how high were they? well done on getting it down in one-ish piece.
the incident report is going to make for very interesting reading....
the incident report is going to make for very interesting reading....
All Is Revealed..!
From AINalerts 6th Feb.
King Air Survives Structural Damage
On February 2, Super King Air B200 N777AJ survived an uncontrolled descent and structural damage after the inner ply of the windshield cracked at 27,000 feet and the pilots depressurized the airplane and disconnected the autopilot. According to the NTSB, the crew was unable to use the oxygen system and evidently lost consciousness. They revived below 10,000 feet, managed to recover control of the aircraft and made an emergency landing at Cape Girardeau, Mo. The horizontal stabilizer, elevators and wings were severely damaged. The King Air windshield is in two parts with Mylar in between, said the NTSB, and the crack first appeared in the lower corner of the inner layer of the left-hand windshield. Flown by pilot Sheldon Stone and copilot Adam Moore, the turboprop twin left Rogers Municipal Carter Field, Ark., at 8:39 a.m., en route to Shenandoah Regional Airport, Va., after an earlier flight from Arkadelphia, Ark., home base of the airplane. Built in 1998, the airplane is registered to and operated by Horizon Timber Services. The NTSB found that the oxygen system functioned when tested on February 5.
King Air Survives Structural Damage
On February 2, Super King Air B200 N777AJ survived an uncontrolled descent and structural damage after the inner ply of the windshield cracked at 27,000 feet and the pilots depressurized the airplane and disconnected the autopilot. According to the NTSB, the crew was unable to use the oxygen system and evidently lost consciousness. They revived below 10,000 feet, managed to recover control of the aircraft and made an emergency landing at Cape Girardeau, Mo. The horizontal stabilizer, elevators and wings were severely damaged. The King Air windshield is in two parts with Mylar in between, said the NTSB, and the crack first appeared in the lower corner of the inner layer of the left-hand windshield. Flown by pilot Sheldon Stone and copilot Adam Moore, the turboprop twin left Rogers Municipal Carter Field, Ark., at 8:39 a.m., en route to Shenandoah Regional Airport, Va., after an earlier flight from Arkadelphia, Ark., home base of the airplane. Built in 1998, the airplane is registered to and operated by Horizon Timber Services. The NTSB found that the oxygen system functioned when tested on February 5.
Sprucegoose
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They depressurised before they went on Oxy?
Where did they get that from?
From the B200 QRH: Cracked or shattered windscreen.
Preface:The following procedure should be used when one or more cracks occur in the inner or outer ply windshield. The procedure is also applicable if the windshield shatters. This usually occurs in the inner ply and is characterised by a multitude of cracks which will likely obstruct the crew members vision and may produce small particles or flakes of glass that can break free of the windshield.
1. Altitude maintain 25,000 FT or less, if possible!
2. (a)Pressurisation Controller reset. Suggested pressure diff 2.0-4.6 (4.6 will supply 10,500 FT cabin at 25,000FT)
(b)Before Landing Depressurise cabin prior to touch down.
Two questions, why not follow the approved procedure? Secondly was it only one window which cracked or both? If it was undamaged why not let the First Officer fly?
Surely the first action in any aircraft where the integrity of the aircraft hull is at stake, would be to don your oxy mask, not disconnect the autopilot and depressurise the cabin......
PS: My bolding.
Where did they get that from?
From the B200 QRH: Cracked or shattered windscreen.
Preface:The following procedure should be used when one or more cracks occur in the inner or outer ply windshield. The procedure is also applicable if the windshield shatters. This usually occurs in the inner ply and is characterised by a multitude of cracks which will likely obstruct the crew members vision and may produce small particles or flakes of glass that can break free of the windshield.
1. Altitude maintain 25,000 FT or less, if possible!
2. (a)Pressurisation Controller reset. Suggested pressure diff 2.0-4.6 (4.6 will supply 10,500 FT cabin at 25,000FT)
(b)Before Landing Depressurise cabin prior to touch down.
Two questions, why not follow the approved procedure? Secondly was it only one window which cracked or both? If it was undamaged why not let the First Officer fly?
Surely the first action in any aircraft where the integrity of the aircraft hull is at stake, would be to don your oxy mask, not disconnect the autopilot and depressurise the cabin......
PS: My bolding.