MERGED: GAM Accident 2007
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MERGED: GAM Accident 2007
Steve Nott & Janelle Johnston
31/07/08 is twelve months since their passing. I never knew Janelle, however, when I drink my Crownie tomorrow, she will also be in my thoughts as will her and Steve's loved ones
31/07/08 is twelve months since their passing. I never knew Janelle, however, when I drink my Crownie tomorrow, she will also be in my thoughts as will her and Steve's loved ones
Fair call Naverick. I knew Janelle, not Steve, but I'll join you in giving them a thought over a rum or two. Sad to think they have been gone 12 months already.
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JJ
Egad, twelve months. Thought of JJ today.
I happened to be in Archerfield and walked past the pilot shop which is where I think I first met Janelle.
Got to know her on PPRuNe Chat (didn't we have something better to do???) along with Ravan, The Voice, Reddo, Jazzi, Apache, Comp Stall and many many others.
She met her other half (Tom) on (or through) PPRuNe Chat also, I think.
Some 7 years after we last spoke, in March last year, we were Sim buddies for the REX assessment.
Thanks for the reminder, Nav. I have a special bottle of Red here for JJ and Tom.
I happened to be in Archerfield and walked past the pilot shop which is where I think I first met Janelle.
Got to know her on PPRuNe Chat (didn't we have something better to do???) along with Ravan, The Voice, Reddo, Jazzi, Apache, Comp Stall and many many others.
She met her other half (Tom) on (or through) PPRuNe Chat also, I think.
Some 7 years after we last spoke, in March last year, we were Sim buddies for the REX assessment.
Thanks for the reminder, Nav. I have a special bottle of Red here for JJ and Tom.
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Steve and Janelle
Cheers, I am having a couple of quiet ones for you guys.
Hoping you always have clear sky's and are in a better place.
Cheers, I am having a couple of quiet ones for you guys.
Hoping you always have clear sky's and are in a better place.
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Twelve months later and still hard to believe that it has happened. I didnt know Janelle, but like many Notty gave us a start in aviation for which I will always be truelly thankful.
To change the topic, without any speculation, due to the respect for this couple, have the results for the cause of the accident been released yet?
To change the topic, without any speculation, due to the respect for this couple, have the results for the cause of the accident been released yet?
There is much to learn from this tragedy!
Having done PPL and CPL Met I, like most pilot's, was well aware of mountain waves. Towing gliders onto the up-wind side of the wave at 10,000 over Cunningham's Gap in SE Qld also heighted my familiarity with this phenomenon.
However, nothing in I recall ever said "Don't go there son or you might die"!
While returning a C150 Aerobat from maintenance at Archerfield to Warwick 30+ years ago (with my new bride on board), I flew into the rotor of the Cunningham Gap's wave at 8,000' - about twice the height of the mountains in that part of the world.
It is not an experience that I ever wish to repeat. The ride was such that we were both bruised by the aerobatic harness and the bumps winded you and physically hurt. Having crossed the rotor into the up-draft, with the throttle closed and the ASI pegged on the Turbulence Penetration Speed, we were going up at 1000+ ft/min. Fortunately both we and the aircraft (subsequently inspected) survived.
The recommendation in the ATSB publication mentioned in this report says, "A margin of at least the height of the hill or mountain from the surface should be allowed, and consideration given to the need to adopt a manoeuvring airspeed appropriate to the circumstances".
This is in general agreement with some research I conducted after the encounter described above, which suggested that the minimum height to cross an active mountain wave is 2.5 time the height of the mountain.
Would the ride at 10,000' have been any better than that at 8,000'?
Maybe!
Dr
Having done PPL and CPL Met I, like most pilot's, was well aware of mountain waves. Towing gliders onto the up-wind side of the wave at 10,000 over Cunningham's Gap in SE Qld also heighted my familiarity with this phenomenon.
However, nothing in I recall ever said "Don't go there son or you might die"!
While returning a C150 Aerobat from maintenance at Archerfield to Warwick 30+ years ago (with my new bride on board), I flew into the rotor of the Cunningham Gap's wave at 8,000' - about twice the height of the mountains in that part of the world.
It is not an experience that I ever wish to repeat. The ride was such that we were both bruised by the aerobatic harness and the bumps winded you and physically hurt. Having crossed the rotor into the up-draft, with the throttle closed and the ASI pegged on the Turbulence Penetration Speed, we were going up at 1000+ ft/min. Fortunately both we and the aircraft (subsequently inspected) survived.
The recommendation in the ATSB publication mentioned in this report says, "A margin of at least the height of the hill or mountain from the surface should be allowed, and consideration given to the need to adopt a manoeuvring airspeed appropriate to the circumstances".
This is in general agreement with some research I conducted after the encounter described above, which suggested that the minimum height to cross an active mountain wave is 2.5 time the height of the mountain.
Would the ride at 10,000' have been any better than that at 8,000'?
Maybe!
Dr
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Interesting comments Dr. and quite relevant I believe. Due to a spur of the moment decision on the day for work I flew the near exact same route (Tyabb - Mel - YSHT) earlier that day in a VFR single. My flight level was 9,500ft from YMML to YSHT and the weather (and ride) couldn't have been more perfect aside from the wind. The reciprocal return leg was only several hours prior to the incident, but the ride could not have been smoother. I was fully aware of the forecast and was expecting some grief so when I heard the news of a breakup I was blown away considering the weather that I experienced earlier. In my opinion it was literally a case of had they been a couple of thousand higher they would not have had an issue. It really was a case in my mind of "only if they had..." for them.
I've had some pretty average weather just north of Melbourne in my time, particularly down low (up to 5-6k ft) The areas south-south west of the Macedon ranges can give you 40-50 knots in a northerly when nothing significant is forecast and often result in a sigmet.
I've had some pretty average weather just north of Melbourne in my time, particularly down low (up to 5-6k ft) The areas south-south west of the Macedon ranges can give you 40-50 knots in a northerly when nothing significant is forecast and often result in a sigmet.
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I'm sorry but the forcast wind and actual wind on the day were very different and the landing gear was down which means it would have been below VMA. Just some points that should be considered.
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Tempie, you and me my friend were gifted with the ability to read and comprehend, unlike others.
Both engines remained attached to the inner section of their respective wing, and each propeller remained attached to the corresponding engine. The evidence showed that the main landing gear was retracted, and became extended during the impact sequence.
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ATSB
AO-2007-029 Final 31-Jul-2007 09-Nov-2009 37 km NNE Melbourne VIC In-flight break-up; Clonbinane, Vic; 31 July 2007; VH-YJB, Rockwell, Commander 500S Accident Fatal
On the ATSB website...a comprehensive analysis, unfortunately no finite conclusion.
On the ATSB website...a comprehensive analysis, unfortunately no finite conclusion.
