Convair 440 crash on approach to Toledo-Express airport
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In the late 90s I worked the overnight shift on the ramp in Norfolk, VA (ORF), home of Ford’s F-150 production line. Ford was continuously working out the bugs of just-in-time inventory control, and so it was rare for an evening to pass without some classic (if not antique) cargo plane to pull up unannounced with a load of parts. No expense was spared to keep the production line running. The most memorable was a DC-8...taxied in, the pilot opened his cockpit window and dropped a paper grocery bag down to the ramp. I never did learn what was in the bag. It weighed maybe five pounds. Whatever it was, it warranted a DC-8 flight at 2AM.
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I don't believe there are any age restrictions under Part 125 as long as it remains domestic. This reminds me of a Flying Tigers L1049 accident at KBUR back around 1962.
You would have to define normal. Parts 91k, 125 and 135 do not have any age restrictions. But of the ~283 thousand active commercial and ATP pilots in the US there were 46,511 older than 65 the beginning of this year or about 16 percent. So over all.
Condolences to the families and may the pilots RIP. In looking at their certificates, I wonder if they were ex Air America or Continental Air Services guys.
Last edited by Old Boeing Driver; 12th Sep 2019 at 20:12.
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From the above pictures the direction of the crash appears to have been roughly in the direction of the arrow, which would make it a very steep turn onto final from that position. The flightaware track shows they made a left hand downwind pattern for the runway.
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NTSB preliminary reort. No indication as to what may have happened.
https://app.ntsb.gov/pdfgenerator/Re...relim&IType=MA
https://app.ntsb.gov/pdfgenerator/Re...relim&IType=MA
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A not-helpful statement in the media:
"“I’m surprised it does not have a black box. Obviously, the black box is proved to be an extremely useful tool in aviation investigations and I don’t know if this plane was required to have a black box or not,” said James Hall, a former NTSB board chairman and current managing partner of Hall & Associates in Washington."
https://www.toledoblade.com/local/po...es/20190912111
I'll throw out some possibilities: load/CG shift or PIC medical event on final.
"“I’m surprised it does not have a black box. Obviously, the black box is proved to be an extremely useful tool in aviation investigations and I don’t know if this plane was required to have a black box or not,” said James Hall, a former NTSB board chairman and current managing partner of Hall & Associates in Washington."
https://www.toledoblade.com/local/po...es/20190912111
I'll throw out some possibilities: load/CG shift or PIC medical event on final.
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yes, it is still piston powered...(see the photo)...and the above mentioned YS-11 is a turboprop, RR Dart powered, never was a recip
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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..
Last edited by ironbutt57; 30th Sep 2019 at 13:26. Reason: spelling
I spent most of the 80s behind 1820s, 1830s and 2800s and went through LRD a lot so I remember that business. It’s just the YS was such an oddball and to have two pilots with the type would be very rare. Piedmont, Reeve Aleutian and Mid Pac were the only major US operators.
