Hazelton in the News
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My knowledge of the incident is a follows.
VH-OLM SAAB-340
Whilst in the vicinity of and approaching Bathurst , the aircraft somehow got into a severe sideslip, both engines flamed out. Whilst descending, both the aircraft's engines re-ignighted due to auto iginition. Whilst in the midst of all this the angle of bank approached 110 degrees. In the recovery both power levers went to the wall. The aircraft is now sitting at SYD with both engines being overtemped and overtorqued.
It is believed that CASA or the ATSB has the FDR and CVR.
This info was passed on to me third hand but I believe very reliable. Time will tell all with regards to the investigation.
Fairly spooky stuff considering it was at night and had pax on board. Those hills to the east were enough to spook me whilst doing my IR.
VH-OLM SAAB-340
Whilst in the vicinity of and approaching Bathurst , the aircraft somehow got into a severe sideslip, both engines flamed out. Whilst descending, both the aircraft's engines re-ignighted due to auto iginition. Whilst in the midst of all this the angle of bank approached 110 degrees. In the recovery both power levers went to the wall. The aircraft is now sitting at SYD with both engines being overtemped and overtorqued.
It is believed that CASA or the ATSB has the FDR and CVR.
This info was passed on to me third hand but I believe very reliable. Time will tell all with regards to the investigation.
Fairly spooky stuff considering it was at night and had pax on board. Those hills to the east were enough to spook me whilst doing my IR.
I am reliably informed that there was some severe windshear with turbulence on base leg. Aircraft badly shaken around and occupants suitably white faced. Missed approach carried out, calm restored and subsequent uneventful approach and landing completed.
Engines did NOT flame out, were NOT overtemped or overtorqued. Power levers advanced briskly, but not beyond normal limits.
Engines did NOT flame out, were NOT overtemped or overtorqued. Power levers advanced briskly, but not beyond normal limits.
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mustafagander
I've just spoken to somebody in HAZO's for which I will not name.
However, Have just been told that this incident was only reported to ATSB after the aircraft had been operating for 6 days after the event. I so happens there was a well know person on board who happened to be a pilot, who reported it to the ATSB.
I asked for the validity of the facts of whether or not the:
1)Engines flamed out
2)Engines overtemped and overtoqued.
Both these questions were answered yes and hence why the aircraft is not flying.
Both crew members have been suspended pending further investigation.
SPECI
I've just spoken to somebody in HAZO's for which I will not name.
However, Have just been told that this incident was only reported to ATSB after the aircraft had been operating for 6 days after the event. I so happens there was a well know person on board who happened to be a pilot, who reported it to the ATSB.
I asked for the validity of the facts of whether or not the:
1)Engines flamed out
2)Engines overtemped and overtoqued.
Both these questions were answered yes and hence why the aircraft is not flying.
Both crew members have been suspended pending further investigation.
SPECI
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I have been told from former SAAB drivers that normal procedure in the SF340 is to set CTOT to the required power setting in the event of a go around.
In these conditions it was probably set to max, therefore on selection for the go around this would prevent an overtemp/torque situation.
In any case their skill prevented a catastrophe.
In these conditions it was probably set to max, therefore on selection for the go around this would prevent an overtemp/torque situation.
In any case their skill prevented a catastrophe.
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I will be waiting for the report findings with some interest, as I suppose a lot of people will be.
My info has come from multiple sources within the company and close to daily ops. I don't like spinning sh#t and don't like it being spun to me.
I am more than happy for any body to correct any info that has been posted, but with facts.
Perhaps if one of the crew members might like to shed some info to dispell any myths I'm all ears.
Planned Root said, their skills got them out of it. Thats something we are all grateful for.
My info has come from multiple sources within the company and close to daily ops. I don't like spinning sh#t and don't like it being spun to me.
I am more than happy for any body to correct any info that has been posted, but with facts.
Perhaps if one of the crew members might like to shed some info to dispell any myths I'm all ears.
Planned Root said, their skills got them out of it. Thats something we are all grateful for.
Last edited by SPECI; 15th Jul 2002 at 11:56.
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That's right Luna,
I think the CVR only records the last 30mins of aircraft operation.
It does make you wonder why the CVR has been pulled out. Maybe it's just standard investigation procedure.
I think the CVR only records the last 30mins of aircraft operation.
It does make you wonder why the CVR has been pulled out. Maybe it's just standard investigation procedure.
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SPECI,
You say you want facts, yet you post 3rd hand garbage on here claiming a double engine flameout due to sideslipping?
The previous post is correct regarding the auto-ignition preventing any such flameout, and the use of CTOT for the missed approach. You can still advance the power levers above the CTOT setting however.
Just because your friend is in the company means little regarding his/her knowledge of the facts. Pilot bashing is a popular sport at Hazo's these days.
You say you want facts, yet you post 3rd hand garbage on here claiming a double engine flameout due to sideslipping?
The previous post is correct regarding the auto-ignition preventing any such flameout, and the use of CTOT for the missed approach. You can still advance the power levers above the CTOT setting however.
Just because your friend is in the company means little regarding his/her knowledge of the facts. Pilot bashing is a popular sport at Hazo's these days.
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In the News Again
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From "sources".
Apparantly the aircraft stalled on the base turn at 600'agl.
Recovered from 25 deg nose down 90-100 AOB at 140'agl.
Of course both engines were cooked.
First thoughts are maybe from icing.
Whatever the reason it sounds like the crew did a pretty good job to recover the aircraft.
A/C was grounded staight away. No way did it keep flying, but it was not reported to the authorities for a week.
At least the ex Ironman now airline owner on board lived to tell the tale.
Apparantly the aircraft stalled on the base turn at 600'agl.
Recovered from 25 deg nose down 90-100 AOB at 140'agl.
Of course both engines were cooked.
First thoughts are maybe from icing.
Whatever the reason it sounds like the crew did a pretty good job to recover the aircraft.
A/C was grounded staight away. No way did it keep flying, but it was not reported to the authorities for a week.
At least the ex Ironman now airline owner on board lived to tell the tale.
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This story is still hanging around.
For those of you who took the opinion that:
1) the engines were not overtemped or
2)was not possible to do so
I'm sorry to tell you this but both engines are F&^KED!!
Overtemped and possibly overtorqued as a result.
I personally looked at the aircraft yesterday and yes it's not going anywhere in a hurry.
I have never nor will I start pilot bashing considering I am one.
If anybody doubts me talk to the chief engineer yourself regarding the state of the aircraft.
I accept however being ridiculed for my statements regarding the double flameout and the sideslip comments. My understanding of this situation stemmed from the severe windshear encountered, ie a possible windshift not only in speed but a large angle to boot,
hence causing the intial out of balance situation.
For those of you who took the opinion that:
1) the engines were not overtemped or
2)was not possible to do so
I'm sorry to tell you this but both engines are F&^KED!!
Overtemped and possibly overtorqued as a result.
I personally looked at the aircraft yesterday and yes it's not going anywhere in a hurry.
I have never nor will I start pilot bashing considering I am one.
If anybody doubts me talk to the chief engineer yourself regarding the state of the aircraft.
I accept however being ridiculed for my statements regarding the double flameout and the sideslip comments. My understanding of this situation stemmed from the severe windshear encountered, ie a possible windshift not only in speed but a large angle to boot,
hence causing the intial out of balance situation.
Last edited by SPECI; 20th Jul 2002 at 22:49.
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These things happen
the crew did a great job, i mean its better to be on the ground than to have not made it at all. I know its better to have good sim training, that made the difference and it did. You cannot forget murphys magic laws. Saving a aircarft is better than none, its all part of flying, i can never understand why the media/press beat it up and make it a big issue, its part of the job plan for the worst and always hope for the best.
So many people have a persimistic minds.
So many people have a persimistic minds.
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CVR ... 30 min continual spool ..... latest digital playback can identify approx 4-5 times the last 30mins. Isolated Engineers test the units randomly for serviceability under confidentiality .... hopefully!
Unless there are Fatalities & or Major airframe destruction the CVR cannot be used without permission of both operating crew .... otherwise companies & Managers could be tempted with the obvious!
The CVR & DFDR would be under lock & key at Hazo's .... the print of the DFDR parameters would be at ATSB.
Well done to all on the night .... they all walked away ... now it's a learning curve for all ... let's use the info wisely!
Unless there are Fatalities & or Major airframe destruction the CVR cannot be used without permission of both operating crew .... otherwise companies & Managers could be tempted with the obvious!
The CVR & DFDR would be under lock & key at Hazo's .... the print of the DFDR parameters would be at ATSB.
Well done to all on the night .... they all walked away ... now it's a learning curve for all ... let's use the info wisely!
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Can confirm that one of the passengers on the flight was Ironman, pilot and airline owner Grant Kenny. His story about the incident made the front cover of the Sunshine Coast newspaper today.
He said the aircraft was only 40-60 metres from the ground when it recovered. Crew carried out a go-around and then returned for landing. He said the crew did a great job to recover so low at night. He also said the aircraft continued onto Parkes and then Sydney.
He said the aircraft was only 40-60 metres from the ground when it recovered. Crew carried out a go-around and then returned for landing. He said the crew did a great job to recover so low at night. He also said the aircraft continued onto Parkes and then Sydney.