King Air down at Essendon?
Joined: Mar 2017
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From: Adeliade
Probably shouldn't try getting into the argument but here goes anyway.
Relative wind, no seizure, ram airflow. Windmilling. Hence the term.
There is enough airflow through the compressor section driving the oil pump, to the prop governor, to keep the blades towards fine.
If not, please explain the windmill start procedure!
I'd say go and try it- but not in a 4 blader because the drag sucks!
Conned, please leave the discussion to those who know what they are talking about.
Relative wind, no seizure, ram airflow. Windmilling. Hence the term.
There is enough airflow through the compressor section driving the oil pump, to the prop governor, to keep the blades towards fine.
If not, please explain the windmill start procedure!
I'd say go and try it- but not in a 4 blader because the drag sucks!
Conned, please leave the discussion to those who know what they are talking about.
Min airspeed for a restart is 140KNOTS THATS ABSOLUTELY MIN AIRSPEED.
Not 108 knots as has been quoted
Joined: Apr 2008
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From: Australia
Min airspeed for a restart is 140KNOTS THATS ABSOLUTELY MIN AIRSPEED.
Not 108 knots as has been quoted
Not 108 knots as has been quoted
Joined: Nov 2007
Posts: 2,509
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From: Australia
What-ever the power plants and props were doing at the time of impact may very well not reflect what were the power parameters a few seconds before impact. The pilot may very well have rectified an issue to late to save the aircraft. So what we 'see' in those prop marks on the roof may be a false indicator.
An accident investigation report will tell us more.
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An accident investigation report will tell us more.
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Joined: Nov 2009
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From: Vermont Hwy
I agree, no point in conversing with someone so oblivious but unfortunately there's others out there that read said dribble and I'm somewhat compelled to at least post the correct information- not necessarily in response per se.
Joined: Mar 2017
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From: Adeliade
Car RAMROD,
I think it best not to engage with Connedrod. It is quite apparent that he has poor written english, but having debated him over the last few days, can report that he his comprehension of written english is similarly abysmal.
It is impossible to have a rational debate with this kind of person. You are wasting your time.
To everybody else, I urge no engagement with this individual, and strongly back this statement from Car RAMROD:
I think it best not to engage with Connedrod. It is quite apparent that he has poor written english, but having debated him over the last few days, can report that he his comprehension of written english is similarly abysmal.
It is impossible to have a rational debate with this kind of person. You are wasting your time.
To everybody else, I urge no engagement with this individual, and strongly back this statement from Car RAMROD:
I like everyone else wondered why this accident happened. I can clearly see why now with comments like this.
English is not a sign of how smart one is. I feel blessed to have poor English skills. What i loose on that i more than make up in my ability to be able to troubleshoot work out and repair from limited data. Clearly you are afraid of this. For all your eppressions i have given valid reasons for them.
So for all your good English what do you have ? God gave you two ears two eyes one mouth. Maybe you should look listen more look more and speak less.
What makes your argument more right over mine. Mine are from correct data and how it all works together in both flight and in principle and a clear and detaled understanding.
Lets look at engine restart in flight.
Min aspeed of n 140 knots, accident was 108 knos some 32 knots slower. Why is 140 knots important. That equals approximately 12% ng at 140 knots. Thats the min speed to indrouce fuel, with out having a metal contrail.
So say we take 30% off 12%. So now we have 8% ng. Oil px at 8% is going to be at best maybe 10 psi. Now this has to be transmitted to the prop gov. But its not being driven is it. Its powered by tne power section. Even if the prop hasnt stopped spining there is not enough oil flow from the pump to supply the gov to add px to over come the one the prop spring px and the prop counter weights. Take out prop internal leakage as well an what do you have.
Its going to be less than 8% ng. As speed increases so flow and ram px will be increased to a greater sum.
Smart people use all the information at hand and not discard what they dont wish to hear.
Joined: Aug 2013
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From: Land of 1,000 Dances
Connedrod,
If you can't be arsed to improve any other aspect of your English skills, you really ought to familiarise yourself with the meanings of the words "loose" and "lose". They are not interchangeable. You wrote "loose" although I strongly suspect you meant "lose", but who knows?
Furthermore, what on earth are "eppressions"? I am not being facetious. You have piqued my curiosity and I would really like to know.
If you can't be arsed to improve any other aspect of your English skills, you really ought to familiarise yourself with the meanings of the words "loose" and "lose". They are not interchangeable. You wrote "loose" although I strongly suspect you meant "lose", but who knows?
Furthermore, what on earth are "eppressions"? I am not being facetious. You have piqued my curiosity and I would really like to know.
Joined: Aug 2001
Posts: 916
Likes: 157
From: The wrong time zone...
English is not a sign of how smart one is.
Adeliade
Further, if this isn't yrright, (what with the inflammatory, argumentative and aggressive style) I'll be REALLY surprised!
Joined: Nov 2007
Posts: 2,509
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From: Australia
...But, in my opinion, it's a bloody good clue and when you can't spell where you're from,...
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Joined: Dec 2003
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From: AUSTRALIA
'30% off 12%'
And I reckon yr right about yr right resurrected
Joined: Sep 1998
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From: The Swan Downunder
I've havn't heard anymore about this event, but really havn't stopped thinking about it either from the perspective of an experienced kingair pilot. I keep coming back to the same scenario. A seemingly normal takeoff roll to VR then an overwhelming shock horror event so radical, I don't raise the gear, struggle to fly straight, brace myself for an impending crash and fire off a mayday call. Hard to imagine. A 100kg's of water in the belly bringing the cofg way beyond the aft limit at rotation would probably do it.
Joined: Mar 2003
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From: NSW Australia
A 100kg's of water in the belly bringing the cofg way beyond the aft limit at rotation would probably do it.
Did any witness report oscillations in the aircraft's pitch attitude?
Joined: Apr 2005
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From: Australia
Did any witness report oscillations in the aircraft's pitch attitude?
Joined: Sep 1998
Posts: 1,234
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From: The Swan Downunder
Do we have a "technical" eye witness that can make that judgement with respect to what was happening about the aircraft axis along that flight path between VR and impact. It was 9 seconds and he was transmitting mayday for at least 5 seconds of that, this tells me he knew he was about to crash.
Joined: Sep 1998
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From: The Swan Downunder
A valid question Charlie Ray and one that needs to be explored. Any vessel can take on water under the right set of conditions. A better question is how does it drain out. On the face of it we are presented with enough information that makes it likely to draw a conclusion as to what happened here, but there are elements of it that don't add up.
We appear to have a mindset where he believed for what ever reason I'm going to crash and there's not a thing I can do about it for at least 5 of those 9 seconds.
The key is to find what created that mindset.
We appear to have a mindset where he believed for what ever reason I'm going to crash and there's not a thing I can do about it for at least 5 of those 9 seconds.
The key is to find what created that mindset.