Incident at Mount Gambier
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Curious , is it a requirement for something the size of a king air operated by a single pilot to have and use checklists ? Would the checklist be a CASA requirement or a company one ? Do B200 have CVR ?
King Airs leave the factory with a comprehensive checklist.
CASA is quite anal about approving checklists for commercial operators.
To hold an AOC the operations manual will state that checklists must be used, but of course is no guarantee that they will be used.
The whole subject of overly prescriptive checklists has been flogged to death in Pprune. The more prescriptive they are, the less effective they seem to be.
No CVR required for B200 in charter, though some may have. One can imagine any recording in this incident would be transcribed in the accident report as ‘expletive deleted’.
CASA is quite anal about approving checklists for commercial operators.
To hold an AOC the operations manual will state that checklists must be used, but of course is no guarantee that they will be used.
The whole subject of overly prescriptive checklists has been flogged to death in Pprune. The more prescriptive they are, the less effective they seem to be.
No CVR required for B200 in charter, though some may have. One can imagine any recording in this incident would be transcribed in the accident report as ‘expletive deleted’.
I have to wonder if he had pax, & if so why hasn't someone said something. Or was he there to pick up pax - same thing. If neither, why was he there?
DF.
DF.
Toruk Macto the ‘too low gear’ warning requires kit unlikely to be fitted to an older King Air.
However if full flap is selected and the gear is not down, the warning horn will make quite a racket and a bloody huge red light illuminates in the gear handle. Although it is an old design with a few ‘gotchas’ in the cockpit, as far as the gear system is concerned, Beech did their best to pilot proof it.
But it appears from the lack of visible damage that the flaps were not in the landing position either.
However if full flap is selected and the gear is not down, the warning horn will make quite a racket and a bloody huge red light illuminates in the gear handle. Although it is an old design with a few ‘gotchas’ in the cockpit, as far as the gear system is concerned, Beech did their best to pilot proof it.
But it appears from the lack of visible damage that the flaps were not in the landing position either.
Last edited by Mach E Avelli; 11th Dec 2018 at 19:47.
Thread Starter
https://www.atsb.gov.au/publications...r/ao-2018-080/
Summary
The ATSB is investigating a hard landing and ground strike involving a Beech Aircraft Corporation B200, registered VH-ODI, operated by Desert-Air Safaris, at Mount Gambier Airport, South Australia, on 8 December 2018.The pilot reported experiencing difficulties landing at Mount Gambier. After a heavy landing, the pilot was unable to safely stop the aircraft on the runway and decided to conduct a go-around. The pilot then conducted another approach and landing. The post-flight inspection of the aircraft revealed substantial damage to both propellers. No one was injured as a result of this occurrence.
As part of the investigation, the ATSB will interview relevant persons, including the pilot, obtain engineering reports and other additional information.
A report will be published at the conclusion of the investigation.
The ATSB report says it was Charter, if there were 9 POB I’m surprised that nothing else has appeared on social media or in the press.
Hell of a good job in either case getting it back on the ground without killing or injuring anyone.
Hell of a good job in either case getting it back on the ground without killing or injuring anyone.
Capt Fathom - the first was the hard landing sans wheels down - refer my post #34. I would surmise that no landing in a B200 could be hard enough to compress oleos sufficiently to allow a prop strike without breaking the back of the aircraft and the backs of all on board.
On Eyre you are absolutely right. Even with totally flat oleos the props would not touch the ground. The post accident pic indicates oleo extension is about normal.
It surely won’t be hard for the ATSB to work that out.
Aviating pork indeed.
It surely won’t be hard for the ATSB to work that out.
Aviating pork indeed.
