PT6 Failure
Sprucegoose
Join Date: Sep 2000
Location: Hughes Point, where life is great! Was also resident on page 13, but now I'm lost in Cyberspace....
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I second Wally's comments, it's great to work somewhere where even the slightest abnormality is taken seriously!
Keep up the good work guys!
Keep up the good work guys!
Sprucegoose
Join Date: Sep 2000
Location: Hughes Point, where life is great! Was also resident on page 13, but now I'm lost in Cyberspace....
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Occasionally things break without warning, but if you take care of the areas you can control, then you are minimising the risk.
Of the six people I know who have had engine failures in turbines, five were FCU failures!
Of the six people I know who have had engine failures in turbines, five were FCU failures!
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In respect to 'Van engine failures, I wonder how many of those had daily compressor washes, engine trend monitoring systems and regular boroscope inspections?
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Wasn't VH-DVS, was it? If so, it's the second engine failure in 18 months- and the first one had absolutey nothing to do with fuel.
Join Date: Feb 2007
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Caravan Pilots • View topic - Caravan Accident contains some interesting comments regarding an engine failure in a C208.
Join Date: Feb 2007
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Arnold E:
Secondary instruments (which is the ONLY way you can tell a single AH has failed or determine which AH has failed if you have 2):
Turn cordinator & dg (compass in worst case) for lateral.
Power plus performance for pitch.
Big beef with my training was did a bit of limited panel work, but there was no training on how to diagnose a suspect insturment.
One AH failure I had was obvious - the thing was showing a roll rate of about 1400 degrees per second. You could even feel the vibration through the airframe.
werbil
PS - the most insidious instrument failure I've had was a partial blockage of a pitot tube - airspeed indicator was undereading by about 20 knots. At least with a blocked static system the constant altitude indication gives you a very good hint to treat the airspeed indication with extreme caution.
Secondary instruments (which is the ONLY way you can tell a single AH has failed or determine which AH has failed if you have 2):
Turn cordinator & dg (compass in worst case) for lateral.
Power plus performance for pitch.
Big beef with my training was did a bit of limited panel work, but there was no training on how to diagnose a suspect insturment.
One AH failure I had was obvious - the thing was showing a roll rate of about 1400 degrees per second. You could even feel the vibration through the airframe.
werbil
PS - the most insidious instrument failure I've had was a partial blockage of a pitot tube - airspeed indicator was undereading by about 20 knots. At least with a blocked static system the constant altitude indication gives you a very good hint to treat the airspeed indication with extreme caution.
Join Date: Feb 2006
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Arnold, there was sarcasm in my post. I said second backup, as in AH #3.
Have a mate that flies and he was telling me how he comes to work for the day, checks everything, finds the tiniest of issue (eg failed second backup), declares ac us, collects his $500 and goes home again. It would be good to think that all operators were like that. (sorry thread drift)?
Have a mate that flies and he was telling me how he comes to work for the day, checks everything, finds the tiniest of issue (eg failed second backup), declares ac us, collects his $500 and goes home again. It would be good to think that all operators were like that. (sorry thread drift)?
the thing was showing a roll rate of about 1400 degrees per second.
An A/H showing a roll rate of 1400 degrees /sec?? please explain??
Do you mean it had toppled?
Just for information, an A/H is not a rate gyro.
An A/H showing a roll rate of 1400 degrees /sec?? please explain??
Do you mean it had toppled?
Just for information, an A/H is not a rate gyro.
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The AH was indicating that the aircraft was rolling completely around the longitudinal axis about 4 times each second - hence the calculated roll rate.
It had failed - I'm pretty sure it ended up just lolling about when it stopped spinning - I can't remember for sure - it did happen about 15 years ago. It's funny the bits you remember - I could show you on a map where it occured within a radius of a about half a mile - I was climbing at the time - possibly in a shallow right hand turn.
It had failed - I'm pretty sure it ended up just lolling about when it stopped spinning - I can't remember for sure - it did happen about 15 years ago. It's funny the bits you remember - I could show you on a map where it occured within a radius of a about half a mile - I was climbing at the time - possibly in a shallow right hand turn.
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Big Al has his own McRnav's into Tully he's making the kids fly.
I mean it's not like QLD's HIGHEST LSALT is nearby or anything.
CASA know and have been watching, many a trip to Tully one of the CS FOI's told me.
So boys, if you have these approaches loaded into your Vans, I would delete them quick smart (if you get my drift)
I mean it's not like QLD's HIGHEST LSALT is nearby or anything.
CASA know and have been watching, many a trip to Tully one of the CS FOI's told me.
So boys, if you have these approaches loaded into your Vans, I would delete them quick smart (if you get my drift)
So it was U hey? Hmm interesting. All of the MV's were on a system of maintenance, I believe to try and extend the life of the donk, last I heard M was past 6k on its donk. Thought with the exception of O, U had the lowest time engine.
Something to do with the cool starts and the short-circuiting of the over-voltage protection (32 volt battery cart if memory serves). Just don't touch the avionics masters with the cart plugged in, lest the magic blue smoke start to pour out of the radion stack, or so I've heard.
Something to do with the cool starts and the short-circuiting of the over-voltage protection (32 volt battery cart if memory serves). Just don't touch the avionics masters with the cart plugged in, lest the magic blue smoke start to pour out of the radion stack, or so I've heard.