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Convair 440 crash on approach to Toledo-Express airport

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Convair 440 crash on approach to Toledo-Express airport

Old 30th Sep 2019, 18:07
  #41 (permalink)  
 
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Originally Posted by ironbutt57
and what causes the increase in G load??? increase in angle of attack, if the speed being flown is not increased as a factor of stalling speed (min maneuver) to account for the increased AOA during the bank,or the wing is not unloaded by reducing the pitch (AOA),(thus changing the aircraft's trajectory) the classic stall/spin occurs..one of the most prevalent accident scenarios in general aviation today..
A balanced turn at a safe speed will not cause the load to shift.
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Old 1st Oct 2019, 00:58
  #42 (permalink)  
 
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Night VFR during what is an exceptionally pleasant night in an airplane you’ve flown for a long time with a crew member you’ve known for years going into an airport you’ve been to hundreds of times.

Premature descent below MDA during a visual approach ?
A clear night and bright lights can give you the visual perception you are closer to the airport.
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Old 1st Oct 2019, 02:15
  #43 (permalink)  
 
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Yes, if I understand the narrative so far, these operations are somewhat 'just in time' and 'we need it now' rather than a planned and scheduled flight. How long had the crew been up before launching this mission I wonder? I know the constant drone and vibration of a C130 could put a declared insomniac to sleep in minutes and I imagine a recip like the accident aircraft would have similar sleep inducing powers especially at that time of night on a crew that may have already had a longish day. Just agreeing that maybe they weren't as sharp as they could have been as they made an all too familiar approach. Flaps down?
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Old 1st Oct 2019, 02:58
  #44 (permalink)  
 
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Back side of the clock although the first leg on this one looks like it should not present a problem. Tag legs after a back side of the clock leg usually involved not 100% capable crews, depending on their rest preparation prior to flight. I flew a lot all night international flights, 3 crew, with adequate preparation and never felt degraded. On those same flights I've seen reserve pilots called out to fill a slot that could/would not use their rest period and were toast at the end of the flight. But, at one of my two airlines, we used to have an easy MIA HAV charter turn around that left at midnight and returned at 2 that was easy peasy. One night we had to wait for 2 or 3 hours to get going back to MIA. We could not get a checklist done right to save us. I think there is an NTSB report of a DC-8 crew who after a long day crashed moving the AC under part 91 with no limit and the conclusion was fatigue.
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