Plane hits Flight Safety building at Wichita, Kansas airport
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Plane down in Wichita
Emergency crews are on scene of a plane crash at Mid-Continent Airport.
Initial reports indicate a King Air plane hit the Flight Safety building at the airport. People are possibly trapped inside. Other information was not immediately available.
Smoke is visible from miles away.
Initial reports indicate a King Air plane hit the Flight Safety building at the airport. People are possibly trapped inside. Other information was not immediately available.
Smoke is visible from miles away.
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Plane hits Flight Safety building at Wichita, Kansas airport
Plane hits flight safety building at Wichita, Kansas airport
The plane is reportedly run by King Air and was down about 10 a.m. Central Time on Thursday. All people inside have been accounted for, according to local media.
The plane is reportedly run by King Air and was down about 10 a.m. Central Time on Thursday. All people inside have been accounted for, according to local media.
UPDATED: Plane crashes on top of building at Wichita Mid-Continent Airport | The Wichita Eagle
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CNN is currently reporting four dead, five injured and four still missing. The King Air reportedly lost an engine on takeoff and crashed into the building, part of which collapsed in the crash and/or subsequent fire. The fire appeared substantial and the building is considered "unstable."
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interesting that the plane is owned by beechcraft
interesting that the plane was returning, other reports say it was on takeoff
here is a very docile plane, with very reliable pratt and whitney engines...good big airport
oh well, very sad.
always remember, an engine out situation is nothing to take lightly.
interesting that the plane was returning, other reports say it was on takeoff
here is a very docile plane, with very reliable pratt and whitney engines...good big airport
oh well, very sad.
always remember, an engine out situation is nothing to take lightly.
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Live ATC
http://archive-server.liveatc.net/ki...2014-1430Z.mp3
1706 Takeoff clearance
1817 N52SZ declares emergency
2139 what's on fire? Tower: we just lost an aircraft
1706 Takeoff clearance
1817 N52SZ declares emergency
2139 what's on fire? Tower: we just lost an aircraft
Last edited by femanvate; 30th Oct 2014 at 21:56. Reason: revise times
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According to the FAA, Goldstein was trying to return to the runway after his plane lost power, a minute after take off from the airport. According to Ron Ryan of Ryan International Airlines, who was speaking to KAKE, Goldstein was taking the the plane on a test flight as it had recently been inspected. It was a 1999 King Air B200 Beechcraft plane.
Taken from here
Taken from here
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hmmm
atc didn't ask much did they?
assuming he had feathered the prop prior to declaring emergency, I would have expected something like: make left traffic for return and say souls on board, fuel on board etc.
atc didn't ask much did they?
assuming he had feathered the prop prior to declaring emergency, I would have expected something like: make left traffic for return and say souls on board, fuel on board etc.
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while I KNOW network tv is really awful in reporting aviation accidents, ABC news in the USA had graphics (computer gen) of the plane, with the left engine/prop feathered and THE GEAR DOWN.
I wonder if the pilot forgot to bring the gear up, ended up getting slow, and turning left (one eye witness says the left wing was down, pointed at the ground).
IF you get slow and the left engine is dead and the right engine is working, you might well be in the aforementioned condition.
the pilot was a retired air traffic controller.
I wonder if the pilot forgot to bring the gear up, ended up getting slow, and turning left (one eye witness says the left wing was down, pointed at the ground).
IF you get slow and the left engine is dead and the right engine is working, you might well be in the aforementioned condition.
the pilot was a retired air traffic controller.
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Risk Asessment
Very sad to see a fellow aviation enthusiast die this way.
To add to it the poor pilots in the sim and the building.
I have ca 2300 hrs on the B 200 Super King Air, including some hundred on the Not super 100.
I Europe we can not fly this ac with pax ,singel pilot.!
This came about after sevral deadly crashes in this category of ac.
The aircraft is high performance, easy to fly,but not docile!
That the manufacturer and the crew-contractor lets a lowtimer on type go singel pilot for at test and ferryflight after maintanance is absurd.
FAA, NTSB are on a better track than JAA with regards to crew composition and experiance, and I expect somthing good to come out of this.
Safe Regards
B
To add to it the poor pilots in the sim and the building.
I have ca 2300 hrs on the B 200 Super King Air, including some hundred on the Not super 100.
I Europe we can not fly this ac with pax ,singel pilot.!
This came about after sevral deadly crashes in this category of ac.
The aircraft is high performance, easy to fly,but not docile!
That the manufacturer and the crew-contractor lets a lowtimer on type go singel pilot for at test and ferryflight after maintanance is absurd.
FAA, NTSB are on a better track than JAA with regards to crew composition and experiance, and I expect somthing good to come out of this.
Safe Regards
B
Whats the possibility of the B200 going into reverse after takeoff? Can the aircraft even maintain flight in this config? it seems that it would present itself much like an engine failure, except that it has much more drag. with such a large airport and only one POB, I would have expected this aircraft to at least remain in control after an EO on takeoff, just some thoughts that have been crossing my mind the last few days.
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I can not see any reason a B200 would go into reverse thrust uncommanded. Flying a B200 single pilot and no passengers, on a test flight, I would guess TOW at around 10,000 lbs. That would give a take off run on a cool day of around 1600-1800 ft maximum. Its going to accelerate quickly and there is a tendency to rotate a little early with a higher than normal AOA. You lose the left engine, are on the bottom of the airspeed window, you don't raise the gear, lower the nose or retard the right engine, you will be on the edge of VMC. Then you bank into the failed engine trying to return to the runway and the little margin you have is gone. All twin engine training I have had with a engine failure on rotation in both props and jets is to fly straight ahead until you have airspeed and configuration under control. If you are below VMC you retard both engines and crash/land straight ahead.
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slatch is right
first maintain control of the plane
second configure the plane (gear up)
third would be to feather the bad engine prop. mind you most turboprops have some sort of auto feather (garrett would have NTS) or something reduces drag if an engine quits...it is much harder in a piper seneca or something like that.
verify speed, climb, trim for hands off (as much as possible)/feet off flight.
climb in best way (wings near level, not turning)
and then, call up atc and TELL THEM WHAT YOU WANT TO DO OR NEED.
in this crash, the pilot did make a radio call, and then crashed.
DON'T TOUCH THE RADIO until you are flying good/well
first maintain control of the plane
second configure the plane (gear up)
third would be to feather the bad engine prop. mind you most turboprops have some sort of auto feather (garrett would have NTS) or something reduces drag if an engine quits...it is much harder in a piper seneca or something like that.
verify speed, climb, trim for hands off (as much as possible)/feet off flight.
climb in best way (wings near level, not turning)
and then, call up atc and TELL THEM WHAT YOU WANT TO DO OR NEED.
in this crash, the pilot did make a radio call, and then crashed.
DON'T TOUCH THE RADIO until you are flying good/well
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PRELIM NTSB REPORT
looks like I was right about the gear...
NTSB releases preliminary report on last week's deadly plane crash | Local News - Home
NTSB releases preliminary report on last week's deadly plane crash | Local News - Home
Props are for boats!
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The report says one witness saw the wings level before impact. Glendalegoon and Slatch you are correct with your drill.
The other possibility could be a runaway engine on the right side which can give the sense in the pedals of failure on the left. You have to double confirm on the Torque gauges as to what you have. I have 2000hrs + on older King air 90s and we had to brief the runaway engine scenario before each takeoff. Of course the B90s I flew were a lot older than this 1999 B200 with smaller engines with Fuel Topping governors ( which were notorious to failure) etc.
My condolences to the victims and families.
The other possibility could be a runaway engine on the right side which can give the sense in the pedals of failure on the left. You have to double confirm on the Torque gauges as to what you have. I have 2000hrs + on older King air 90s and we had to brief the runaway engine scenario before each takeoff. Of course the B90s I flew were a lot older than this 1999 B200 with smaller engines with Fuel Topping governors ( which were notorious to failure) etc.
My condolences to the victims and families.
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My guess is he left the gear down on purpose.
The engine quits after liftoff and autofeathers. Rather than go through the engine out drill and climb to pattern altitude, the pilot notes (correctly) that a lightly-loaded King Air of any breed has plenty enough power to maintain altitude with gear down and approach flaps, at least near sea level and at reasonable temperatures. He tries to maneuver to an adjacent runway in this configuration - it just seems easier than going through the entire procedure. He doesn't pay attention to airspeed during the process (aggravated by calling the tower) and gets too slow ...
Some say the flaps were extended fully; possibly so, possibly as a result of the impact, or maybe he extended them in preparation for landing. The latter would be part of the problem, then. I doubt he took off with them fully extended, but what do I know?
The engine quits after liftoff and autofeathers. Rather than go through the engine out drill and climb to pattern altitude, the pilot notes (correctly) that a lightly-loaded King Air of any breed has plenty enough power to maintain altitude with gear down and approach flaps, at least near sea level and at reasonable temperatures. He tries to maneuver to an adjacent runway in this configuration - it just seems easier than going through the entire procedure. He doesn't pay attention to airspeed during the process (aggravated by calling the tower) and gets too slow ...
Some say the flaps were extended fully; possibly so, possibly as a result of the impact, or maybe he extended them in preparation for landing. The latter would be part of the problem, then. I doubt he took off with them fully extended, but what do I know?