Cessna Caravan Engine Failure - Dead Stick Landing
Ah, because it has to be reported to be in the data base.
(a) An aircraft accident or any of the following listed serious incidents occur:
(1) Flight control system malfunction or failure;
(2) Inability of any required flight crewmember to perform normal flight duties as a result of injury or illness;
(3) Failure of any internal turbine engine component that results in the escape of debris other than out the exhaust path;
(4) In-flight fire;
(5) Aircraft collision in flight.
(6) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.
Since none of the above happened, no NTSB report.
(a) An aircraft accident or any of the following listed serious incidents occur:
(1) Flight control system malfunction or failure;
(2) Inability of any required flight crewmember to perform normal flight duties as a result of injury or illness;
(3) Failure of any internal turbine engine component that results in the escape of debris other than out the exhaust path;
(4) In-flight fire;
(5) Aircraft collision in flight.
(6) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.
Since none of the above happened, no NTSB report.
Last edited by MarkerInbound; 5th Jun 2013 at 17:02.
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Loving the background 'commentry'.
Seems to sum up most peoples perception that if the engine fails, it is certain death to all within a 1000 mile radius.
They all forget that it is the wing that keeps the aircraft up.
From what I hear (specualtion) a lot of jump pilots have had so many engine out landings that it becomes what it really is - a non event, that displays the pilots true skill
Seems to sum up most peoples perception that if the engine fails, it is certain death to all within a 1000 mile radius.
They all forget that it is the wing that keeps the aircraft up.
From what I hear (specualtion) a lot of jump pilots have had so many engine out landings that it becomes what it really is - a non event, that displays the pilots true skill
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First (I think) commercial pax, single engine, IFR operation in EU recently approved as all. As far as I understand its specifically for the TBM850 and only on certain pre-approved routes in France.
nearly every landing is a dead-sticker for jump pilots!
Anyone care to offer some proof to that statement? I flew jumpers for several hundred hours, never once did a dead-stick.
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This seems to be the pilot's "Diver Driver" comment under the youtoube video:
"Published on Aug 3, 2012
This is Cessna 208 Caravan that was upgraded from the stock PT-6 to the PT-6A, which adds an additional 75hp. Upon factory analysis of the engine, it was concluded that the problem started in the accessory drive gearbox. Metal from the gearbox passed through the compressor and free turbines, destroying several of the blades and ultimately causing catastrophic engine failure. So much metal shot through this engine that even the exhaust was beat all to hell and had to be replaced. I landed the plane with over 450 lbs of fuel and the oil level was within normal operating range. This wasn't the only PT-6A engine failure this year. There were at least five others. As pilots, we were always taught that the Pratt & Whitney turbines are bullet-proof. This video is evidence that they are not. But, in the defense of the reliability of the these engines, they probably take more abuse in skydiving aircraft than any other application imaginable. Maximum performance take-offs, climbs, and descents every 20 minutes, along with numerous daily starts, can't be conducive to a long life for any engine. I am going to keep flying, though, because that's what I love. Every emergency we have in the air just gets us further prepared for the next one, because the next one is eventually coming. Flying is definitely worth any risk attached to it."
"Published on Aug 3, 2012
This is Cessna 208 Caravan that was upgraded from the stock PT-6 to the PT-6A, which adds an additional 75hp. Upon factory analysis of the engine, it was concluded that the problem started in the accessory drive gearbox. Metal from the gearbox passed through the compressor and free turbines, destroying several of the blades and ultimately causing catastrophic engine failure. So much metal shot through this engine that even the exhaust was beat all to hell and had to be replaced. I landed the plane with over 450 lbs of fuel and the oil level was within normal operating range. This wasn't the only PT-6A engine failure this year. There were at least five others. As pilots, we were always taught that the Pratt & Whitney turbines are bullet-proof. This video is evidence that they are not. But, in the defense of the reliability of the these engines, they probably take more abuse in skydiving aircraft than any other application imaginable. Maximum performance take-offs, climbs, and descents every 20 minutes, along with numerous daily starts, can't be conducive to a long life for any engine. I am going to keep flying, though, because that's what I love. Every emergency we have in the air just gets us further prepared for the next one, because the next one is eventually coming. Flying is definitely worth any risk attached to it."
Good flying, but as others have said, it is almost "normal ops" when flying jumpers or glider tugs. Once you've dumped your load, the task is to get back on the ground as soon as possible, using as little fuel as possible. So if there are no engine restraints to consider, chop the throttle and position to touchdown without using the throttle again.
