Propeller strap strikes passenger after take off from Canberra
It did well to injure three people like that, were they all sitting on one seat?
AFP attended but NO INJURIES.
I tell you what, if they reported that the sun was going to rise in the East tomorrow I would have trouble believing them. Bunch of useless parasites most of them.
AFP attended but NO INJURIES.
I tell you what, if they reported that the sun was going to rise in the East tomorrow I would have trouble believing them. Bunch of useless parasites most of them.
True, Icarus.
But you must concede that a cabin/fuselage punctured by a ratchet mechanism on the end of tie-down strap is …. ‘unusual’? The photo appears real.
But you must concede that a cabin/fuselage punctured by a ratchet mechanism on the end of tie-down strap is …. ‘unusual’? The photo appears real.
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The Saab 340 prop straps would often be broken after gusty winds when parked for a while - the canvas part with the metal ring (which looks like the part in the above photo) would be left attached near the root of the blade and quite hard to spot on a dark morning or if the prop had rotated to the 12 o' clock position. The remaining two clips would still be attached to underside of the intake but the prop could rotate freely. The canvas piece was quite tight on the blade sometimes so could easily have stayed on for a period before being thrown free.
Last edited by tascats; 10th Nov 2022 at 09:12.
Thread Starter
THe original article in " The Australian" by Robyn Ironside has been updated.
The update has been put in on top of most of the original text so this is just the "new" stuff....................
"We all felt gaslit ............... " I'm old; I guess she means she had a nice warm fuzzy feeling :-) :-)
The update has been put in on top of most of the original text so this is just the "new" stuff....................
A passenger on a flight operated by Virgin Australia partner Link Airways has described the mayhem that erupted when a forgotten propeller strap penetrated the fuselage of their aircraft as it took off from Canberra.
Ashleigh Atkinson was in row six of the flight to Sydney and said just as the Saab 340 was about to take off, a woman screamed, and the front row was showered with debris.
“It was a massive explosion and my husband could see there was a hole in the plane,” Ms Atkinson said.
“The flight attendant was trying to calm the woman down and saying ‘we need to wait until we’re at 1000 feet to tell the pilot’.”
A passenger on board a Link Airways flight from Canberra on Thursday took pictures of the incident, which resulted in a ratchet strap penetrating the cabin fuselage.Ms Atkinson said the woman was hit in the face by the debris and another was hit in the leg, while a flight attendant was also struck.
“When we got off the plane there was no support, nothing,” she said.
“Then I saw Virgin Australia’s (media) statement saying everything was fine. We all felt gaslit by that.”
It’s understood a ratchet strap used to secure a propeller on a Link Airways’ Saab 340 aircraft overnight was not removed before the 8.05am flight to Sydney.
The Australian Transport Safety Bureau said when the propellers started turning, the strap struck the fuselage of the aircraft.
The Link Airways’ aircraft returned to Canberra Airport after a ratchet strap penetrated the fuselage, showering passengers with debris.ATSB chief commissioner Angus Mitchell said they considered the incident to be serious.................
Ashleigh Atkinson was in row six of the flight to Sydney and said just as the Saab 340 was about to take off, a woman screamed, and the front row was showered with debris.
“It was a massive explosion and my husband could see there was a hole in the plane,” Ms Atkinson said.
“The flight attendant was trying to calm the woman down and saying ‘we need to wait until we’re at 1000 feet to tell the pilot’.”
A passenger on board a Link Airways flight from Canberra on Thursday took pictures of the incident, which resulted in a ratchet strap penetrating the cabin fuselage.Ms Atkinson said the woman was hit in the face by the debris and another was hit in the leg, while a flight attendant was also struck.
“When we got off the plane there was no support, nothing,” she said.
“Then I saw Virgin Australia’s (media) statement saying everything was fine. We all felt gaslit by that.”
It’s understood a ratchet strap used to secure a propeller on a Link Airways’ Saab 340 aircraft overnight was not removed before the 8.05am flight to Sydney.
The Australian Transport Safety Bureau said when the propellers started turning, the strap struck the fuselage of the aircraft.
The Link Airways’ aircraft returned to Canberra Airport after a ratchet strap penetrated the fuselage, showering passengers with debris.ATSB chief commissioner Angus Mitchell said they considered the incident to be serious.................
Last edited by Senior Pilot; 10th Nov 2022 at 21:03. Reason: Sort out quote
The Saab 340 prop straps would often be broken after gusty winds when parked for a while - the canvas part with the metal ring (which looks like the part in the above photo) would be left attached near the root of the blade and quite hard to spot on a dark morning or if the prop had rotated to the 12 o' clock position. The remaining two clips would still be attached to underside of the intake but the prop could rotate freely. The canvas paiece was quite tight on the blade sometimes so could easily have stayed on for a period before being thrown free.
In a statement, Virgin Australia Group — a partner of Link Airways — said the crew followed standard operating procedures once they became aware of the incident, and nobody had been hurt.
Default to the usual spin: No one was injured and there was no risk to safety. This is, after all, Australia.
Saab Prop straps do have metal on them. Two solid metal clips get pushed into the cowling, they are attached to thick wire cable to a D-ring, which connects a fabric sleeve that slides over the prop.
Designed to hold pro in place during windy conditions. Also designed to detach, not sheer, snap or break off during engine start. Clearly this occurred.
No, they wouldn’t have been taxiing asymmetrically. Prop would’ve been rotating “normally”
This is where it’s strange, would’ve expected it to fly off during start completely in feather. The fabric strap component may have been super tight. Centrifugal force may have allowed it to tighten on the prop as these straps can get quite difficult to get on or off over the prop de ice boot and therefore lodged and the unfeathered prop aggravating the friction holding it on, at 1000 odd RPM. During takeoff the 1390 odd RPM was enough to make it let go eventually.
As expected, the heaviest part of the object, the metal cowl attachments leading the charge with the strap following, like a comet or heavy object with a tail/flag being thrown, clearly piercing the fuselage.
Few things, 8am is not dark. Therefore played no part. The crew, not removing that section, but did the strap that connects it to the stairs. Possibly new FO in training and’s was not being observed sufficiently. The starter or marshal, what were they looking at during start? Rotation would’ve been slow initially and labored? Did the crew clear the props prior to start? Did they dress the props like another operator? Is that their procedure? Will be now if not before.
Ratchet? That’s just media being aviation term poor. Clearly a Saab prop strap and not collected on takeoff.
Be interesting to see what VA do now….
Designed to hold pro in place during windy conditions. Also designed to detach, not sheer, snap or break off during engine start. Clearly this occurred.
No, they wouldn’t have been taxiing asymmetrically. Prop would’ve been rotating “normally”
This is where it’s strange, would’ve expected it to fly off during start completely in feather. The fabric strap component may have been super tight. Centrifugal force may have allowed it to tighten on the prop as these straps can get quite difficult to get on or off over the prop de ice boot and therefore lodged and the unfeathered prop aggravating the friction holding it on, at 1000 odd RPM. During takeoff the 1390 odd RPM was enough to make it let go eventually.
As expected, the heaviest part of the object, the metal cowl attachments leading the charge with the strap following, like a comet or heavy object with a tail/flag being thrown, clearly piercing the fuselage.
Few things, 8am is not dark. Therefore played no part. The crew, not removing that section, but did the strap that connects it to the stairs. Possibly new FO in training and’s was not being observed sufficiently. The starter or marshal, what were they looking at during start? Rotation would’ve been slow initially and labored? Did the crew clear the props prior to start? Did they dress the props like another operator? Is that their procedure? Will be now if not before.
Ratchet? That’s just media being aviation term poor. Clearly a Saab prop strap and not collected on takeoff.
Be interesting to see what VA do now….
The Saab 340 prop straps would often be broken after gusty winds when parked for a while - the canvas part with the metal ring (which looks like the part in the above photo) would be left attached near the root of the blade and quite hard to spot on a dark morning or if the prop had rotated to the 12 o' clock position. The remaining two clips would still be attached to underside of the intake but the prop could rotate freely. The canvas piece was quite tight on the blade sometimes so could easily have stayed on for a period before being thrown free.
I've heard of quite a few propstraps being left on for start over the years. Never heard one that stayed on until take off, let alone penetrate the cabin. Always a first time for everything I suppose.
I was on the SF34 at a regional/have 8000 ish hours in it total (both seats). We didn't use those straps as a matter of SOP. I do know that on the GE CT7-5A2 engine used on the A model, a mechanic could hold the prop stationary while you started it due to it being a free turbine. Therefore I could see this possibly happening if someone did a really really sh*tty walk around plus not looking out of the cockpit on that side plus etc etc etc. Who knows, maybe this company used the prop brake feature (ours did not) as a matter of SOP, so that prop wasn't supposed to be turning on taxi out. Weird things happen in this business when the stars all align in exactly the wrong way on a given day.
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It looks like it was the left propeller prop strap penetrated right at row 1 (the row 1A seat is pictured to the right of the photo) because of the fuselage doubler for the prop arc, there is no window at row 2 so that row is only occupied towards the end of the booking process as the flight approaches full, however as soon as it penetrated no doubt the Cabin Crew would have had a visual on the damage due to their seat position
Prop brakes (if fitted) were only ever installed on the right hand engine (naturally), but not many were used in this part of the world as it significantly reduces the TBO on that engine and also ads wear and tear on the hydraulic pump which I think from memory would run continuously when the prop brake was engaged.
I do remember working for a previous operator with regard to a tight prop strap and it was mentioned (not sure if this is true) that an orange strap is used for a Dowty prop and a green strap for a Hamilton prop (different blade width/thickness). I think the operator only has one prop type so the orange strap would make sense.
The swaged wire braid fittings were also designed to have a weak working load therefore breaking under force leaving the two little push button lock fittings in the engine cowl. I have seen this happen in strong winds on a number of occasions.
One event during an east coast low we broke both (right and left prop straps), informed engineering of this during the turn around and they mentioned that had gone through a considerable amount of straps that day. Every time they have broken for me though the strap would just fall to the ground.
The SOP would be once the last passenger was boarded a final external check of the aircraft would be completed, before coming up the stairs the prop strap would be removed and prop dressed 45 degrees and the left strap would come into the flight deck (with the boarding strap that attached to the stars).
On the pre start checklist another visual check of each prop was performed (by both pilots) to ensure it was dressed 45 degrees therefore confirming prop straps were removed (during windy conditions the prop sometimes would be turning slowly already at this point also confirming no prop strap in place).
Prop brakes (if fitted) were only ever installed on the right hand engine (naturally), but not many were used in this part of the world as it significantly reduces the TBO on that engine and also ads wear and tear on the hydraulic pump which I think from memory would run continuously when the prop brake was engaged.
I do remember working for a previous operator with regard to a tight prop strap and it was mentioned (not sure if this is true) that an orange strap is used for a Dowty prop and a green strap for a Hamilton prop (different blade width/thickness). I think the operator only has one prop type so the orange strap would make sense.
The swaged wire braid fittings were also designed to have a weak working load therefore breaking under force leaving the two little push button lock fittings in the engine cowl. I have seen this happen in strong winds on a number of occasions.
One event during an east coast low we broke both (right and left prop straps), informed engineering of this during the turn around and they mentioned that had gone through a considerable amount of straps that day. Every time they have broken for me though the strap would just fall to the ground.
The SOP would be once the last passenger was boarded a final external check of the aircraft would be completed, before coming up the stairs the prop strap would be removed and prop dressed 45 degrees and the left strap would come into the flight deck (with the boarding strap that attached to the stars).
On the pre start checklist another visual check of each prop was performed (by both pilots) to ensure it was dressed 45 degrees therefore confirming prop straps were removed (during windy conditions the prop sometimes would be turning slowly already at this point also confirming no prop strap in place).
Last edited by dayzel87; 10th Nov 2022 at 20:43.
This is where it’s strange, would’ve expected it to fly off during start completely in feather. The fabric strap component may have been super tight. Centrifugal force may have allowed it to tighten on the prop as these straps can get quite difficult to get on or off over the prop de ice boot and therefore lodged and the unfeathered prop aggravating the friction holding it on, at 1000 odd RPM. During takeoff the 1390 odd RPM was enough to make it let go eventually.
That said, from up the front of a Saab with both engines at takeoff power and noise cancelling headphones on, I expect the crew didn't even hear a loud bang, unlike the unfortunate passengers who were much closer to the action.
Too many variables to be able to judge from the lounge room, like speed at the time, engine parameters, aircraft tracking etc. If I had aborted every time something fell out of the forward galley during t.o. I would be writing reports more than flying.
Fair enough.. At least this ATSB Report should make interesting reading when complete.
https://www.atsb.gov.au/publications...rt/ao-2022-055
https://www.atsb.gov.au/publications...rt/ao-2022-055
At least this ATSB Report should make interesting reading when complete.
Minor Damage?
From the ATSB Summary https://www.atsb.gov.au/publications...rt/ao-2022-055
Aircraft Details
Fly Safe
PJ88
Aircraft Details
- Model SAAB 340B
- Damage Minor
- Destroyed : The aircraft is not repairable, or, if repairable, the cost of repairs exceeds 50% of the cost of the aircraft when it was new
- Substantial : Damage or failure that adversely affects the structural strength, performance, or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component. Not considered in substantial damage are; engine failure or damage limited to an engine only, bent or dented skin, damage to landing gear (to include wheels and tires), flaps, or wingtips.
- Minor : Damage that neither destroys the aircraft nor causes substantial damage.
Fly Safe
PJ88
I would have thought that damage involving a hole in the fuselage breaching the pressure cabin would be more likely to be classified "Substantial". If the photographs are genuine, this is a wee bit more than "bent or dented skin".
Loud bang at low speed, reject. Loud bang at high speed before V1 but no other indications of problems, probably continue depending on the exact nature of the "bang" but this is where the captain earns his money! Loud bang above V1, continue and work it out airborne.
That said, from up the front of a Saab with both engines at takeoff power and noise cancelling headphones on, I expect the crew didn't even hear a loud bang, unlike the unfortunate passengers who were much closer to the action.
That said, from up the front of a Saab with both engines at takeoff power and noise cancelling headphones on, I expect the crew didn't even hear a loud bang, unlike the unfortunate passengers who were much closer to the action.
I was on the SF34 at a regional/have 8000 ish hours in it total (both seats). We didn't use those straps as a matter of SOP. I do know that on the GE CT7-5A2 engine used on the A model, a mechanic could hold the prop stationary while you started it due to it being a free turbine. Therefore I could see this possibly happening if someone did a really really sh*tty walk around plus not looking out of the cockpit on that side plus etc etc etc. Who knows, maybe this company used the prop brake feature (ours did not) as a matter of SOP, so that prop wasn't supposed to be turning on taxi out. Weird things happen in this business when the stars all align in exactly the wrong way on a given day.