Chieftain crash at Tullamarine circa 1978. Discussion points.
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Chieftain crash at Tullamarine circa 1978. Discussion points.
The long-in-tooth may recall the Piper Chieftain that crashed shortly after take off from Melbourne runway 34 around 1978. Details of the accident was well written up in Issue 108 of Aviation Safety Digest in 1979. That was over 30 years ago and a whole new generation of current Navajo/Chieftain pilots are now flying who have never heard of that accident. The report delved deeply into the reasons why the Chieftain was unable to maintain a safe single engine climb after the pilot had feathered the starboard engine when he thought he detected a fire under the cowl.
I am hoping that this accident report may be re-published again as the risks involved with a single engine climb out after take off in a piston-engine light twin, are unchanged from all those years ago. One of the significant factors mentioned in the accident report was that the aircraft had flown 3000 hours since new, and the wear and tear on the airframe alone would have degraded the rate of climb by about 100 feet per minute. Pretty startling info considering the best expected rate of climb was 220 feet per minute on one engine.
An article is being drafted and it would help if anyone could supply a reasonable estimate of how many Chieftain/Navajos are currently on the Australian register and an estimated range of airframe hours that would be most likely on them by now.
I am hoping that this accident report may be re-published again as the risks involved with a single engine climb out after take off in a piston-engine light twin, are unchanged from all those years ago. One of the significant factors mentioned in the accident report was that the aircraft had flown 3000 hours since new, and the wear and tear on the airframe alone would have degraded the rate of climb by about 100 feet per minute. Pretty startling info considering the best expected rate of climb was 220 feet per minute on one engine.
An article is being drafted and it would help if anyone could supply a reasonable estimate of how many Chieftain/Navajos are currently on the Australian register and an estimated range of airframe hours that would be most likely on them by now.
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From memory that particular operator believed in reduced power take off's and the density controllers were adjusted to give about 42" MP. Another operator who operated C402's on a ambulance contract, had the same belief, and killed himself and several others after an engine failure.
Unfortunately, a lot of practical experience has not being passed down the line.
Unfortunately, a lot of practical experience has not being passed down the line.
I recall that accident well. Peter Benton lost his life on a night freight charter. I understand he survived the impact but could not extricate himself from the wreckage before it was consumed by fire.
As Centaurus says, those same Chieftains are now 30 years older, and in many cases the endorsement training is not as thorough as it once was. No doubt there are many younger pilots blissfully unaware of the marginal performance on one engine.
I would love to see some of these older accidents published again as a reminder of the risks involved.
As Centaurus says, those same Chieftains are now 30 years older, and in many cases the endorsement training is not as thorough as it once was. No doubt there are many younger pilots blissfully unaware of the marginal performance on one engine.
I would love to see some of these older accidents published again as a reminder of the risks involved.
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As a young chieftain pilot who has around 400hrs on PA31's and has suffered a turbo charger failure at MTOW. I have learnt one thing and that is a 30 year old chieftain at MTOW will struggle to maintain height. 
The nominating of a decision speed in these aircraft could almost be seen as jovial! with maybe a single engine takeoff brief taking into account clearings off the end of the strip being more appropriate.
The nominating of a decision speed in these aircraft could almost be seen as jovial! with maybe a single engine takeoff brief taking into account clearings off the end of the strip being more appropriate.
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Probably only some paperwork and the serial number plaque are original.. all the other components have been changed over the years.. 
reminds me of an XW sold earlier this year..
reminds me of an XW sold earlier this year..
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considering the best expected rate of climb was 220 feet per minute on one engine.
Have a look in the POH and you'll see all single engine performance figures are based on failed engine cowl flap closed.
My brief EFATO is ... feather failed engine, close both cowl flaps. Open again if / when altitude achieved.
I fly 2 Navajos, one has 3000hrs and the other 5000!!
One of the significant factors mentioned in the accident report was that the aircraft had flown 3000 hours since new, and the wear and tear on the airframe alone would have degraded the rate of climb by about 100 feet per minute.
I remember quizzing a student on MAP climb gradients on. At 1% with a raised minima (calculated) to meet obstacle clearance requirements on the particular approach in question required +1000 ft to the minima (a lot more then the 300-400 feet that most schools teach) and still about 25 NM to climb back to MSA. Compare that to something like a Baron which performs much closer (but still not there) to 2.5%.
Remembering a recent accident as well, The PA31 EFATO from Darwin that was unable to maintain performance and ditched. Here
hmmm
Something to consider: Why are these machines still allowed in RPT operations.
I refer to the Dick Smith Flyer website which hosts the casa safety brochure. Here the claim is that (Page 4)
Statistics show that this safety rating provides travel which is twice as safe as travelling the same distance by road
Also another good read: Big challenges for little airliners. This article discusses the ageing fleet of piston twins used in RPT operations. The focus is towards airframe issues.
Slightly off track. But interesting to ponder none the less.
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It wasn't the engine failure that caused the accident it was the uncontrollable engine fire that did the damage.
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It is amazing how much smoke is caused by venting engine oil onto an exhaust pipe without there being a fire. Was informed by Bris tower on short final once, that someone in Redcliffe had seen the smoke as I went over, and rung in. Turned out a seal on a vacuum pump had let go, and the oil had been pumped out of the Islander engine so I had less than 2 litres left on landing. Everything, pressures, temperatures, power had been normal from my end until informed. Some passengers of the full flight had noticed something on the right side but said nothing to me til disembarking. Maybe they thought oil on the leg of an Islander, and smoke was normal..!!
The second engine in a PA31 will take you to the crash site!
The only real use for it is en-route, so you can adopt a 'drift down procedure' and land. I'd seriously have to question someones sanity for blasting into the soup in a piston twin when the cloud base is below 1000 feet AGL (let alone 300 feet!). It's not really even a real IFR machine, if one lets go on an approach in the soup, I'd almost take the single over the PA31!
And 42" on takeoff? I never really saw them get over 40" They certainly never got anywhere near the 46" limitation!
The only real use for it is en-route, so you can adopt a 'drift down procedure' and land. I'd seriously have to question someones sanity for blasting into the soup in a piston twin when the cloud base is below 1000 feet AGL (let alone 300 feet!). It's not really even a real IFR machine, if one lets go on an approach in the soup, I'd almost take the single over the PA31!
And 42" on takeoff? I never really saw them get over 40" They certainly never got anywhere near the 46" limitation!
Peter was a very good friend of mine, an ex-croppie who once had his own business at Albury. I worked with him for two years at Australian Air Charterers (AAC). He was an excellent pilot. 'Centaurus' and 'Chimbu' have their facts correct, it was only a blown piston, but the oil filler dip stick was blown out through the cowl and the escaping oil began to torch off the turbocharger, which, as Chieftain pilots know, glows red hot. The engine would have stopped eventually regardless of his actions. He was accused of shutting it down too early. (by some CASA 'guru' sitting behind a desk armed with all the facts and two weeks to think about it!!) I had left AAC at this stage and was flying for Air Express that night on a B170 and saw the fire as I landed at Essendon. I knew the exact time the 'paper-run' planes left for Canberra and on disembarking I knew from the Ground Engineers face it was a bad accident. Amazing how fast news travels. I lived near Moorabbin in those days and will never forget seeing his white Holden Ute in the car park just sitting there.
Any stories of AAC reducing the power available are bull ****, the power was down slightly on the good engine due to an error in adjustment, there was no policy to do this. Another hole in the cheese, thats all. Peter nearly made it but just clipped a tree top with the right wing. On the PA31 series you have no landing lights with the gear up, let alone a fire extinguisher. Once you see bigger aeroplanes it makes you wonder how they certify some of the 'below 5700kg' aircraft. A good mate lost for all the wrong reasons. The rego was VH-MBK
Any stories of AAC reducing the power available are bull ****, the power was down slightly on the good engine due to an error in adjustment, there was no policy to do this. Another hole in the cheese, thats all. Peter nearly made it but just clipped a tree top with the right wing. On the PA31 series you have no landing lights with the gear up, let alone a fire extinguisher. Once you see bigger aeroplanes it makes you wonder how they certify some of the 'below 5700kg' aircraft. A good mate lost for all the wrong reasons. The rego was VH-MBK
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Well i for one agree with all of what is being said! Most of the machines are at LEAST 15,000 hrs and blasting off at MTOW is always a finger crossing exercise until TOC. Throw in a significant overwater leg and your crossing your fingers for much of the cruise too!! 
And of course these days most (if not all) Chieftains have VG kits fitted. Anyone who knows me knows my opinion on them! 
DF.
DF.
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Also DF, - if at the higher gross T.O., if a Contract calls for 2 pilots (one usually inexperienced but keen) and an engine fails in climb on a warm day, is the operation safer than if (he) had been left off..? Decisions, decisions,.. and Coy and Reg. Requirements..
In addition to what By George has correctly stated, I believe that none of the turbo/super-charged twins had fire detectors in those days. As I recall this became an AD on Queenairs, 402's and Navajos in the late 70's.
It is therefore difficult to fault this pilot for his actions; visual indications certainly pointed to a fire, and the normal reaction (particularly to a fuel-fed fire) is to shut it down ASAP.
It is therefore difficult to fault this pilot for his actions; visual indications certainly pointed to a fire, and the normal reaction (particularly to a fuel-fed fire) is to shut it down ASAP.