small jet down in London
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VmcA is below Vs at any weight on a CE500....
Now that the heat is down, if we were talking about training and yearly competency check in simulators ? and for the sake of it i should add, if any ?
Now that the heat is down, if we were talking about training and yearly competency check in simulators ? and for the sake of it i should add, if any ?
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Join Date: Oct 2007
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OM15
The AAIB bulletin doesn't discount a problem with the engines, all it says is that there was no indication of FOD , birdstrike or any blade or bearing failures, there is no mention of starter generators or any other accessories for that matter, so its probabley jumping to conclusions to rule out the starter generators as a source of vibs yet.
The AAIB bulletin doesn't discount a problem with the engines, all it says is that there was no indication of FOD , birdstrike or any blade or bearing failures, there is no mention of starter generators or any other accessories for that matter, so its probabley jumping to conclusions to rule out the starter generators as a source of vibs yet.
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om15
Sorry if my comment was misinterpreted, I wasn't saying that the maintenance done was at fault, merely asking if it included the engines and fuel system. I don't know what was done you see, so I asked it it had any bearing.
I'm sure the AAIB will be following that up, in any case.
Sorry if my comment was misinterpreted, I wasn't saying that the maintenance done was at fault, merely asking if it included the engines and fuel system. I don't know what was done you see, so I asked it it had any bearing.
I'm sure the AAIB will be following that up, in any case.
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Feathers,
Yes sure, hopefully the cause will be established and any necessary recommendations made to prevent another accident. Naturally the Organisations and the people who maintain the aircraft find this situation very difficult, hence my request not to speculate, n305fa, take your point, I was trying to say that nothing yet published indicated engines.
Best regards,
om15
Yes sure, hopefully the cause will be established and any necessary recommendations made to prevent another accident. Naturally the Organisations and the people who maintain the aircraft find this situation very difficult, hence my request not to speculate, n305fa, take your point, I was trying to say that nothing yet published indicated engines.
Best regards,
om15
Last edited by om15; 7th May 2008 at 21:00.
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the JT15D can run on AVGAS... need adjustment on FCU due to difference in density, but does not run rough for that at max power it gives fuel whatever.
Maintenance intervals are reduced and there is a maximum of hours you can run the engines with, Boost pumps have to be operative and altitude below 20000 ft... Need a double check on this , that was some odd years ago :-)
Maintenance intervals are reduced and there is a maximum of hours you can run the engines with, Boost pumps have to be operative and altitude below 20000 ft... Need a double check on this , that was some odd years ago :-)
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No way, the guys at Biggin are brilliant, they know the difference between a piston and a jet, some of those Fuellers have been there for as long as I have been alive, they would have also known the Captain very well so be sensitive, please.
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You have no more idea about that than the person actually speculating about the possible fuel error so lets cut out the 'sensitive' bit eh?
I want to know why it crashed. It is a very widely used aircraft and if it is discovered after all the speculation and investigation that there is a person at fault not the aircraft then so be it.
I want to know why it crashed. It is a very widely used aircraft and if it is discovered after all the speculation and investigation that there is a person at fault not the aircraft then so be it.
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Steady on pilotbear! Read what's been written - or check out the aircraft Manuals. It wouldn't have mattered if it had been fuelled with Avgas. Understand?
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more rumours
latest reliable speculation is that both engines were developing thrust, but at low power.
not sure about MTOW for the 501, but what would 5 up and a quantity of motor spares do to controlability with a low thrust setting?
seems beyond doubt that ultimately there was a loss of control.
not sure about MTOW for the 501, but what would 5 up and a quantity of motor spares do to controlability with a low thrust setting?
seems beyond doubt that ultimately there was a loss of control.
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The 501 is a single pilot so will be below 12,500lbs. I doubt if this has any relevance but the C550 which is variant and believe has the same engines as the 501 can carry 14,500lbs in certain forms. So I don't think the weight may have been an issue even if it was over weight.
Of course if it was over weight, out of COG and say only idle power was available then that could be a problem..But there are still the reports of engine vibrations. Time will tell..
Of course if it was over weight, out of COG and say only idle power was available then that could be a problem..But there are still the reports of engine vibrations. Time will tell..
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latest rumours
suggestions amongst the informed are that either a panel or the aft cargo door came partially detached, which would account for crew view of engine vibrations. The AAIB interim states engine disks did not shed a blade, and that they rotated......
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I doubt if this has any relevance but the C550 which is variant and believe has the same engines as the 501 can carry 14,500lbs in certain forms.
Just for Clarity. The 501 has a MTOW of 11500lbs and 2200lbs of thrust per engine, The 550 has a standard MTOW of 13300lbs and 2500lbs of thrust per engine.
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Wacked, there is more than one 550...one has 13300, others have 13800 as mtow. The Bravo has even more and is called a 550 as well.
And right, a 501 could not possibly have more than 12500 (FAR23/25!) and from a fading memory IŽd say that 11500 sounds pretty correct. Your thrust figures are correct also...(JT15D-1 vs. D-4, is it ?)
Overweight isnŽt the issue in this accident I would presume. Might been a contributing factor, but if so, IŽd doubt that there would have been much of a difference to max T/O weight...
And right, a 501 could not possibly have more than 12500 (FAR23/25!) and from a fading memory IŽd say that 11500 sounds pretty correct. Your thrust figures are correct also...(JT15D-1 vs. D-4, is it ?)
Overweight isnŽt the issue in this accident I would presume. Might been a contributing factor, but if so, IŽd doubt that there would have been much of a difference to max T/O weight...
