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Plane down on the Capital golf course near Moorabbin
Saw this in the news yesterday.
I think I saw RAA rego starting with 24. Luckily, no one hurt. https://cimg9.ibsrv.net/gimg/pprune....5dc40f2124.png |
Sorry..... there you go... "a hole in one"
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Seems to have arrived on the 17th fairway (based on the bunker configuration)
This is up against Old Dandenong Road and quite a way from the departure?? end of the runway. https://cimg8.ibsrv.net/gimg/pprune....0a3e4d04ec.jpg https://cimg5.ibsrv.net/gimg/pprune....cb6150c790.jpg |
I assumed EFATO. You’d probably only have to get to a couple of hundred feet after takeoff to get to that point. Lucky they got it down where they did and probably lucky they didn’t try and turn back. |
.........or simulated EFATO and oops! |
Originally Posted by Sunfish
(Post 10495390)
.........or simulated EFATO and oops! |
Anyone know what time of the day and what the wind direction was..? It looks like maybe he was coming in from the Nth to land on 17 (rather than taking off on 35) and he's put it down on the fairway, skipped over the bunker and into the scrub. Once again, the golf course saves the day! If you're ever unlucky enough to have an EFATO or engine quit on short final at Moorabbin, you want it to happen at that end, not the other..!
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Originally Posted by IFEZ
(Post 10495408)
Anyone know what time of the day and what the wind direction was..? It looks like maybe he was coming in from the Nth to land on 17 (rather than taking off on 35) and he's put it down on the fairway, skipped over the bunker and into the scrub. Once again, the golf course saves the day! If you're ever unlucky enough to have an EFATO or engine quit on short final at Moorabbin, you want it to happen at that end, not the other..!
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Originally Posted by roundsounds
(Post 10495400)
it’s a Jabiru.... |
If you land on a golf course after an EFATO, I just say: Mulligan!
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"Being assessed by paramedics", I can just see that "I'm a Paramedic, not a Pilot, but I'd give that landing a 4/10"
Glad everyone walked away alright! |
Reportedly a partial power loss and vibration at 300ft after takeoff. |
I hope they asked to play through, as they don't take too kindly to that at Capital...
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Originally Posted by Squawk7700
(Post 10496264)
Reportedly a partial power loss and vibration at 300ft after takeoff. |
Originally Posted by Squawk7700
(Post 10496264)
Reportedly a partial power loss and vibration at 300ft after takeoff. |
Originally Posted by peterc005
(Post 10497158)
There have been a few planes over the years that have landed in the same golf course due to carburetor icing. The weather at the time and engine symptoms are consistent with this.
On landing yes, but they were on takeoff. How likely is Carb ice with full power with the throttle butterfly full open? |
Originally Posted by cooperplace
(Post 10496762)
dropped valve? valve heads have been known to break off in these engines
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Originally Posted by ACMS
(Post 10497230)
On landing yes, but they were on takeoff. How likely is Carb ice with full power with the throttle butterfly full open? Recall LAMEs talking about heading over to the golf course with a fine pitch prop to recover a SE Piper where the same thing probably happened. Problem with Carburetor Icing is it's hard to prove once the plane is on the ground and ice has melted. |
Carb icing could have happened during the relatively low power taxi but the power checks prior to departure should have found that.
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Originally Posted by golfbananajam
(Post 10497511)
Carb icing could have happened during the relatively low power taxi but the power checks prior to departure should have found that.
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Originally Posted by Squawk7700
(Post 10497576)
Not likely. Would need to be moving fast / flying with air ramming into the inlet. golfbananajam is completely correct. Carb icing is far more likely to develop during low power operations when the throttle butterfly is presenting a large surface-area to the mass-flow leading to an induction icing event. As he states, usually easily detected and rectified prior to trying for takeoff power. At high power settings (as during a takeoff) the likelihood of induction icing becoming an issue is vastly reduced, as a consequence of the wide-open throttle butterfly presenting (as close as possible) a knife-edge to the induction mass-flow, as much as the sheer volume of the mass-flow itself clearing ice buildup by virtue of Itself. Another very persistent icing myth is that icing is more likely an issue in the colder months/locations than in summer... sorta makes sense, yah? Nah. A basic principle of air’s ability to retain moisture is that: warm air can hold and retain more moisture than cold air. Met 101. To get induction icing, you need... moisture. So the reality is that you are far less likely to get induction icing issues in the winter months or the colder locations. It’s the warmer spots you need to pay more attention to. When I was flying the old BN2A a wee while ago now, it was SOP to select carb air HOT immediately after engine-start, with selecting COLD the very last action before shoving the throttles up for departure. Climb and even cruise usually flown at full throttle -the only power reduction being to bring the props back below 2750 and mixture leaned viciously. Never had any problem with induction icing or engine health operating that way for close to 8 years. Admittedly, the BN2A with the normally aspirated O-540’s was well known to be particularly susceptible to induction icing, particularly during low power ground operations, requiring a little more care and attention than other common types. |
Originally Posted by RadioSaigon
(Post 10497683)
Sorry? What??? golfbananajam is completely correct. Carb icing is far more likely to develop during low power operations when the throttle butterfly is presenting a large surface-area to the mass-flow leading to an induction icing event. As he states, usually easily detected and rectified prior to trying for takeoff power. At high power settings (as during a takeoff) the likelihood of induction icing becoming an issue is vastly reduced, as a consequence of the wide-open throttle butterfly presenting (as close as possible) a knife-edge to the induction mass-flow, as much as the mass-flow itself clears ice buildup by sheer virtue of the mass-flow. Another very persistent icing myth is that icing is more likely an issue in the colder months than in summer... sorta makes sense, yah? Nah. A basic principle of air’s ability to retain moisture is that: warm air can hold and retain more moisture than cold air. Met 101. To get induction icing, you need... moisture. So the reality is that you are far less likely to get induction icing issues in the winter months. When I was flying the old BN2A a wee while ago now, it was SOP to select carb air HOT immediately after engine-start, with selecting COLD the very last action before shoving the throttles up for departure. Climb and even cruise usually flown at full throttle -the only power reduction being to bring the props back below 2750 and mixture leaned viciously. Never had any problem with induction icing or engine health operating that way for close to 8 years. Admittedly, the BN2A with the normally aspirated O-540’s was well known to be particularly susceptible to induction icing, particularly during low power ground operations, requiring a little more care and attention than other common types. well said -:) Amazing the incorrect info out there & old wives tales, carby icing is just one subject! |
Originally Posted by machtuk
(Post 10497693)
well said -:) Amazing the incorrect info out there & old wives tales, carby icing is just one subject! Note that the post I responded to said that carby ice would be noticed in the run-up bay. Over 1,000 hours in Jabs with a carby temp probe tell me that. |
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