Cirrus down at Bankstown
A Cirrus VH-XGR is down at Bankstown 3.40 pm today. Flipped. Pilot, sole occupant, extricated from wreckage, resuscitated and transported to hospital. No idea of his health or the cause at this stage. Flight was from Southport
https://www.9news.com.au/national/light-plane-crash-bankstown-airport-pilot-trapped/530ed032-b2ca-4cfc-b85f-a352b0f2acbf https://www.fire.nsw.gov.au/incident.php?record=recM9XTFnRU3bDJn9 |
How the hell do you end up upside down during a landing?
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Originally Posted by Capt Fathom
(Post 11403836)
How the hell do you end up upside down during a landing?
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Originally Posted by Capt Fathom
(Post 11403836)
How the hell do you end up upside down during a landing?
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And the missing port wing!
I saw an SR22 accident in the UK where the aircraft stalled immediately after take-off and then cart-wheeled stbd wingtip to nose to port wingtip to tail before landing the right way up. A cart-wheel could just as easily end up side down. |
I could imagine a wingdrop stall in the flare or during a poorly executed go around could end up upside down. There's also a video on Youtube of a Cirrus suffering a loss of control on landing after encountering wake turbulence from a preceding helicopter.
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Pure speculation at this stage. A flip as seen in pix could be caused by a fast wheelbarrow landing that wandered off onto the grass.. Witness reports may be interesting.
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Originally Posted by NZFlyingKiwi
(Post 11404036)
I could imagine a wingdrop stall in the flare or during a poorly executed go around could end up upside down. There's also a video on Youtube of a Cirrus suffering a loss of control on landing after encountering wake turbulence from a preceding helicopter.
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The Grob 115 G2s at CSWAFC used to have a similar bite and there were a few 'go-round' accidents that ended up in a mess cartwheeling. It usually was the result of sudden application of power with little to no rudder input, the short rudder arm and relatively high power combined with low speed meant it yawed and rolled savagely and in the process a wing strike was highly likely with then a spectacular return to earth. Luckily those things were built like formula one crash cells so only minor injuries at worst.
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From the OP's link, gusting wind mentioned and that wind was "blowing".
A pilot who witnessed the crash said it all happened very quickly. "I saw three planes all coming in to land then one tipped violently to the left and before i knew it was on the ground," Adam, a fellow pilot, said. |
Originally Posted by Capt Fathom
(Post 11403836)
How the hell do you end up upside down during a landing?
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Originally Posted by Lucerne
(Post 11404197)
You need to keep in mind that he was a Cirrus pilot.
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Originally Posted by BEACH KING
(Post 11404218)
Are you Cirrious?
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From an eye witness I chatted with on another forum, the aircraft had a tail strike on landing, pitched up steeply and climbed to about fifty feet, then stalled. Ten points to Grifindor for working out what happened there. My wild take on it, unstable approach, messed up go around. Even though the stats don't necessarily show it, I still have a sneaking suspicion that some people fly a Cirrus in the hope that its 'safety features' will make up for lack of confidence in their abilities. Classic example is the pilot that recently had and engine failure at 10,000 feet, got to 2000 feet and pulled the 'chute handle ("as per the PoH" - WTF? - which didn't work), and still pulled off an OK forced landing (well done, dude). Why on earth would you go for the CAPS option rather than a controlled forced landing? (ooops, sorry, PoH said ...).
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Originally Posted by nreese
(Post 11414340)
Why on earth would you go for the CAPS option rather than a controlled forced landing? (ooops, sorry, PoH said ...).
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Are they reusable after using the chute?
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Ask the LAME ...
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No, but the pilot and pax are.
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Popping a parachute comes with no guarantees either…. providing it pops!
As soon as you start that sequence, there is no going back to being an aeroplane again. |
On the news last night they said the pilot has passed from his injuries - RIP.
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Well predicted by NZFlyingKiwi who predicted in post #6 that it was likely to be the consequence of a poorly executed go-round.
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This ATSB report on the Bankstown Cirrus 22 accident is worth reading. It includes extracts from NTSB reports on similar Cirrus 22 landing accidents in USA.
A low energy go-around (as from a bounced landing) can be quite critical if the speed is close to the stall when the go-around occurs. Old warbirds such as the Mustang and Sea Fury could be a handful on low energy go-aounds. Even a low powered aircraft such as Cessna 172 can yaw and pitch up quite markedly as full throttle is applied if a go around takes place from a bounced landing or after several bounces. I would hazard a guess and say that most flying school instructors (especially new graduates) teach practice go arounds from short final at 200 feet where there is plenty of time to correct mishandling. On the other hand few would demonstrate a deliberate high bounced touch down where speed is close to the stall, energy is low and the aircraft pitches up and yaws and rolls at full power. of course this would be a dual exercise and not practiced by solo students. See: https://www.atsb.gov.au/media/news-i...und-challenges |
Appropriate use of rudder and elevator control during a go around cannot be over emphasised.
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Early days I struggled on a go-around. Full flap, not far off the ground, trying to juggle forward elevator, applying power and considering releasing / bleeding manual flaps all at once was quite a challenge for a junior pilot who had not practiced the scenario with an instructor before.
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I witnessed this one unfortunately. With a prevailing Sou'Easter and the new buildings along the south of the runway, you could easily assume turbulence may have affected the landing and subsequent go-around.
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Originally Posted by Jenna Talia
(Post 11619879)
Appropriate use of rudder and elevator control during a go around cannot be over emphasised. |
"New buildings" along the south of the runway. Commercial demands overruling operational imperatives?
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Without wanting to detract from this thread, SO good to see a recent (and as always, informative!) post from Centaurus!
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Originally Posted by Chronic Snoozer
(Post 11620488)
"New buildings" along the south of the runway. Commercial demands overruling operational imperatives?
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