Accident at YBAF?
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Join Date: May 2005
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Accident at YBAF?
My brother has see quite a bit of activity at YBAF this evening suggesting an accident.
Anybody have any news? Hope no loss of life or injuries.
J
Anybody have any news? Hope no loss of life or injuries.
J
Join Date: Oct 2000
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They had the chopper cam, the ground cam, live crossings to some bloke who had no idea. Then the moment of truth...........the aircraft touched down and rolled to a stop. A non event. The reporter almost sounded disappointed. Got to love the media!
Join Date: Jan 2004
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Join Date: Aug 2003
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Saw that on TV
would the pilot not have been better to kill the engines over the threshold to protect them from damage had the gear collapsed and the props impacted the ground?
Bottums Up
Aerlik
One of the schools of thought is that leaving the props rotating prevents a blade diging into the landing surface, possibly causing directional control difficulties.
One of the schools of thought is that leaving the props rotating prevents a blade diging into the landing surface, possibly causing directional control difficulties.
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Capt Claret is correct in relation to the props and a further problem is that because this type of landing is never practiced, moving the mixtures to ICO and then attempting to feather the props, usually results in a high sink rate with the possibility of a hard landing short of the runway. There has been numerous reported cases of this happening with injuries to both pilots and passengers. Lets face it, it a gear collapses, the prop(s) will strike the ground regardless, so the engine will have to be stripped whether or not ht eprops were rotating. Its better to fly the aircraft down to the touchdown point flare, close the throttles and let the aircraft settle on.
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good job
very good job to who ever the Pilot was on this occasion.
I watched it myself and he really handled him self well considering the circumstanses, under pressure with the abnormality itself and all that media attention with helicopters and the like.
And the landing, well what can I say? just magnificent.
And to top it off the gear stayed locked.
Just goes to show the level of professionalism we've now reached in general aviation is really shining through.
I'm sure the news would have sooner seen the poor old Nav cart -wheeling across the airfield.
A good result on this occasion
The best way to make the news in aviation.
RWS 888
I watched it myself and he really handled him self well considering the circumstanses, under pressure with the abnormality itself and all that media attention with helicopters and the like.
And the landing, well what can I say? just magnificent.
And to top it off the gear stayed locked.
Just goes to show the level of professionalism we've now reached in general aviation is really shining through.
I'm sure the news would have sooner seen the poor old Nav cart -wheeling across the airfield.
A good result on this occasion
The best way to make the news in aviation.
RWS 888
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Interesting that in some of the footage the flipper doors are down, while they are clearly up when he landed. The flipper doors returning to up is the second last element of the gear cycle, the last being the return of the gear lever to down-neutral. Generally if the gear is down and locked, the flipper doors can be opened by pumping the emergency gear extension (which is part of the pre-flight). Will be interested to see the analysis of the problem by ATSB.
BTW, the question of shutting down engines before a gear-up landing - the POH for the Aztec and the PA31 recommends shutting the engines down, feathering and using the starter to move the props out of the way. I was so against this that I had an amendment made for my Aztec POH to delete that recommendation - reinforced by several quoted examples of pilots smacking their aeroplanes into the deck short of the runway through either underestimating the difference that true zero thrust makes to the glide path, or concentrating too much on b@ggerising about with the props, loosing airspeed and stalling in.
BTW, the question of shutting down engines before a gear-up landing - the POH for the Aztec and the PA31 recommends shutting the engines down, feathering and using the starter to move the props out of the way. I was so against this that I had an amendment made for my Aztec POH to delete that recommendation - reinforced by several quoted examples of pilots smacking their aeroplanes into the deck short of the runway through either underestimating the difference that true zero thrust makes to the glide path, or concentrating too much on b@ggerising about with the props, loosing airspeed and stalling in.
Join Date: May 2006
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My experience
Had gear problems (3 times) with PA-31's years ago flying freight, turned out the overcentre link on the maingear would loose its lubrication when flying in rain or dusty air especially when doing 6 or 7 takeoff and landings a day.
The gear would extend and from the ground looked down and locked, but the overcentre link still had 1cm to go which meant no green light.After the usual recycling etc we would land stop on the runway, pull down on the link which would lock the gear and get the green light.
We had a small jar of Vasso and would greese the link during preflight or between lands if raining.This fixed the problem.
The gear would extend and from the ground looked down and locked, but the overcentre link still had 1cm to go which meant no green light.After the usual recycling etc we would land stop on the runway, pull down on the link which would lock the gear and get the green light.
We had a small jar of Vasso and would greese the link during preflight or between lands if raining.This fixed the problem.
Had gear problems (3 times) with PA-31's years ago flying freight, turned out the overcentre link on the maingear would loose its lubrication when flying in rain or dusty air especially when doing 6 or 7 takeoff and landings a day.
The gear would extend and from the ground looked down and locked, but the overcentre link still had 1cm to go which meant no green light.After the usual recycling etc we would land stop on the runway, pull down on the link which would lock the gear and get the green light.
We had a small jar of Vasso and would greese the link during preflight or between lands if raining.This fixed the problem.
The gear would extend and from the ground looked down and locked, but the overcentre link still had 1cm to go which meant no green light.After the usual recycling etc we would land stop on the runway, pull down on the link which would lock the gear and get the green light.
We had a small jar of Vasso and would greese the link during preflight or between lands if raining.This fixed the problem.
Dusty microswitches can be another reason for not getting 3 greens. Very often just "tapping" whichever side main isn't responding on the ground will jar it into co-operating.DF.
Join Date: Jun 2006
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Unfortunately he did not get it quite right and the props remained more perpendicular than horizontal, props feathered and therefore blades aligned with the longitudinal axis of the aeroplane.
Blade dug into the tarmac - Aztec flipped onto its back - roof of cabin caved in - pilot killed.
After reading that I decided that if I ever find myself in that situation - there will definitely be a need for new props!
R
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Yep, and another Aztec special which I revised was the 'pump the gear up by hand if you have an EFATO with the left engine' (the one with the hydraulic pump.) I changed that to 'EFATO with gear down, cut power and land straight ahead'. I believe there is no place in a high workload / close to the ground critical flight phase for d!cking around with pumping anything. That position was recently reinforced when an Aztec pilot tried to pump the gear down during an assy approach, once established in a visual circling manouvre. He lost concentration and stalled in.
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Duchess at Parafield tore an engine out of the airframe and almost went over.
Never feather for a wheels up, in anything.
