Crash Landing after take-off at Bournemouth
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Crash Landing after take-off at Bournemouth
American registered executive twin lands on golf course BBC News - Men's 'lucky escape' from Dorset light aircraft crash
I seem to remember the phrase from an old US WWII movie, where the pilot (someone famous) was going to pancake the aircraft. Finished with the Immortal words - "Pancake, Pancake, Pancake..."
I wonder who will pick up the Green Fees?
I wonder who will pick up the Green Fees?
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"clear to the right, no golf players around", "nice landing sir", I won´t take the ugly one.
Beautiful landing, I remember one similar in Malaga years ago with a B200, wheels up landing and plane was flying again 3 days later. Independly of aircraft problems it looks a very good landing, congratulations, you know a good landing is the one you can leave the aircraft walking.
Beautiful landing, I remember one similar in Malaga years ago with a B200, wheels up landing and plane was flying again 3 days later. Independly of aircraft problems it looks a very good landing, congratulations, you know a good landing is the one you can leave the aircraft walking.
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There is a very similar thread here:
http://www.pprune.org/private-flying...urnemouth.html
http://www.pprune.org/private-flying...urnemouth.html
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I doubt the maintenace is an issue. If you look at the other thread there was a NOTAM put out that stated get fuel from Shell only. All Jet A1 aircraft were grounded. That suggests a fuel contamination problem more than anything.
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Forced landing shortly after departure at about the place a Propellor RPM reduction may be initiated as aircraft passes a certain height AGL. The Condition Levers are very close to the Prop Levers, and once they are cut there's no going back! 
Picture indicates that the engines were not producing power at the time of impact (props bent towards rear).
Picture indicates that the engines were not producing power at the time of impact (props bent towards rear).
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Forced landing shortly after departure at about the place a Propellor RPM reduction may be initiated as aircraft passes a certain height AGL. The Condition Levers are very close to the Prop Levers, and once they are cut there's no going back!
DK
The condition levers have to be pulled right back through a gate in the King Air to stop those PT6's, if memory serves me correct. I would be surprised if a Pilot accidently closed them rather than reduce the prop' rpm. Prop rpm reduction after take off is from a very small movement of the levers, if any, some operators dont reduce until top of climb.
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...and coming back on the RPM´s means Torques rising, something you'd wanna watch closely to make sure not to go over that redline...
But then, **** just happens...
But then, **** just happens...
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Forced landing shortly after departure at about the place a Propellor RPM reduction may be initiated as aircraft passes a certain height AGL. The Condition Levers are very close to the Prop Levers, and once they are cut there's no going back!
Picture indicates that the engines were not producing power at the time of impact (props bent towards rear).
Picture indicates that the engines were not producing power at the time of impact (props bent towards rear).
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Hold on a second.
At no point have I suggested that retarding the wrong levers was the cause. All I observed was that the forced landing occured close to a point in flight where manipulation of the levers is not uncommon and that the action of closing the wrong levers is irreversible. In some (Kingair) aircraft it is unnervingly easy to skip the condition levers past the small notch (gate) on the quadrant.
WRT the autofeathering issue the same would also be true in the case of engine failure due to another cause.
Why does my observation come in for such a flaming when other people seem so ready to accept broad statements about maintenance or fuel issues possibly being a cause?
At no point have I suggested that retarding the wrong levers was the cause. All I observed was that the forced landing occured close to a point in flight where manipulation of the levers is not uncommon and that the action of closing the wrong levers is irreversible. In some (Kingair) aircraft it is unnervingly easy to skip the condition levers past the small notch (gate) on the quadrant.
WRT the autofeathering issue the same would also be true in the case of engine failure due to another cause.
Why does my observation come in for such a flaming when other people seem so ready to accept broad statements about maintenance or fuel issues possibly being a cause?
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Me neither.
And is:
a 'broad statement' ? If so, who accepted it ?
421 didn´t, he said:
So that were the 2 statements with mx or fuel.... I´d suggest you´d get a thicker skin mate...
BTW, I´ve nether found it easy to get past that detent (4000+hrs in KA´s)
And is:
I wonder who does/ did the maintenance on this E90???
421 didn´t, he said:
I doubt the maintenace is an issue. If you look at the other thread there was a NOTAM put out that stated get fuel from Shell only. All Jet A1 aircraft were grounded. That suggests a fuel contamination problem more than anything.
BTW, I´ve nether found it easy to get past that detent (4000+hrs in KA´s)
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