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Widerøe w/35 pax in nose dive,recovered at 82 feet, suppressed by airline for 4 years

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Widerøe w/35 pax in nose dive,recovered at 82 feet, suppressed by airline for 4 years

Old 12th Jul 2015, 02:07
  #41 (permalink)  
 
Join Date: Jun 2002
Location: New York City
Posts: 818
No (personally) to all three, but none of those are of course relevant to my post.
I disagree.
I'm sure you, of all people, would judge Av Herald (referred to in post 25, and recommended) as 'reliable'?
Scepticism with regard to 'news' stories is healthy regardless of newspaper/media outlet.
Oh, then there's a thing called an FDR with which I know you are familiar.
I am.
As always, of course, we must await the full enquiry which thankfully now is to take place.
I agree.
Do you concur that this appears 'overdue'?
No strong views either way.

Last edited by Bronx; 12th Jul 2015 at 08:44.
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Old 8th Sep 2015, 20:18
  #42 (permalink)  
 
Join Date: Jun 2015
Location: Norway
Posts: 1
Preliminary report issued by AIBN

Summary: Preliminary report on serious aviation incident at Svolvaer airport Helle, Norway 2 December 2010 involving Bombardier DHC-8-103, LN-WIU operated by Wideroes Flyveselskap AS | aibn

Full preliminary report: http://www.aibn.no/About-us/Nyhetsar...-File&attach=1

In norwegian: http://www.aibn.no/Luftfart/Undersok...-File&attach=1
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Old 10th Sep 2015, 10:52
  #43 (permalink)  
 
Join Date: Jul 2010
Location: Valencia, Spain
Age: 77
Posts: 29
Quote: An accelerated stall while in a bank at 300 ft AGL, and a recovery at 82 ft? With enough airspeed to pull 2.7 G in the recovery? I, too, find this dubious. Wind shear, that I could buy. Especially considering the location. A stall, not so much.

An accelerated stall is one which occurs at a higher than normal stalling speed due to the effects of G-force and can occur with the aircraft banked even in a nose-down situation. I have experienced them in extremely rough thermals and rotors. Because of their nature recovery can be just as rapid. When you are descending through an air mass if you suddenly arrive at some rising air you will get a speed increase, conversely if you arrive at some sinking air you will get a sudden decrease which could take you below your stalling speed. At 30 degrees of bank you will be pulling 1.4G? so your stalling speed will have gone up, hitting sinking air at the same moment gives you an "unexpected" accelerated stall. As you lower the nose to recover, levelling the wings at the same time you arrive in rising air and suddenly have lots of speed so you can safely and quickly return to level flight. Alarming to the passengers and co-pilot who has not experienced these conditions before but perhaps routine to a very experienced pilot who was unfortunate enough to hit a rotor in the wrong place at the wrong height but fortunate that the co-pilot had the knowledge and experience to recover from the situation.
Edited: Just realised that the F/O took control to initiate the recovery so the last sentence should be amended while reading to that effect.

Last edited by Ka-2b Pilot; 10th Sep 2015 at 11:04.
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Old 10th Sep 2015, 18:22
  #44 (permalink)  
 
Join Date: Nov 2009
Location: flying by night
Posts: 504
Thank you for posting the preliminary report Ego now officially "upgraded" to a serious incident. Gale force gusts, the challenges of airports in Northern Norway, Radio Altimeter 83 feet, stick shaker, altimeter (pressure) indicating too high values, airspeed sensors giving incorrect values during critical period...a lot to look into here.

And they're looking into the possibility of somatogravic illusions. Will be very interesting to see the final report.

Last edited by deptrai; 10th Sep 2015 at 18:34.
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Old 10th Sep 2015, 18:41
  #45 (permalink)  
 
Join Date: May 2004
Location: Bear Island
Posts: 515
another Dash 8, and no report after 5 years.

http://http://www.pprune.org/questions/413994-intersky-bombardier-hits-power-cable-3.html#post9112405

interestingly, this has been moved to a very quiet corner of PPRuNe.

Perhaps this is modus operandi in the DHC8 world ?
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