Mon Jul 23, 2018 12:50 pm
Mon Jul 23, 2018 1:50 pm
Mon Jul 23, 2018 3:36 pm
Mon Aug 06, 2018 11:40 pm
Tue Aug 07, 2018 8:23 am
OD/NG wrote:There is a lot of info in there that answers many questions.
Tue Aug 07, 2018 10:35 am
Tue Aug 07, 2018 11:10 am
Tue Aug 07, 2018 12:19 pm
lmritger wrote:What's the health status of those who suffered serious injuries - is everyone out of the hospital now?
Lynn
Wed Aug 08, 2018 9:03 am
marine air wrote:I'm going to with hold most of my comments for a bit. The main thing is that the "Pilot Flying" lost it and the "Pilot NOt Flying" PNF grabbed it but couldn't get it back on the runway and tracking straight because of the stall entry..
Fri Aug 10, 2018 4:53 pm
“The co-pilot, who was the flying pilot (FP) reported that prior to the flight, it was briefed that he would perform the takeoff. He stated that the captain taxied the airplane to the runup area, where all pre-takeoff checks were completed; the captain then taxied the airplane onto runway 19. The co-pilot further stated that he then took control of the airplane, provided a pre-takeoff brief, and initiated the takeoff sequence. About 10 seconds into the takeoff roll, the airplane drifted right, at which time he applied left rudder input. This was followed shortly by the captain saying that he had the airplane.
The captain, who was the non-flying pilot (NFP), reported that during the initial stages of the takeoff roll, he didn't recall the airplane swerving to the right, however, recalled telling the co-pilot not to push the tail up because it was heavy; he also remembered the airplane swerving to the left shortly thereafter. The captain stated that he yelled "right rudder" three times before taking control of the airplane. He said that as he put his hands on the control yoke, he noticed that either the tail started to come down or the main wheels were either light or were just coming off the ground as it exited the left side of the runway. The captain said that he knew the airplane was slow as he tried to ease it [the airplane] over [to the runway] and set it back down. Subsequently, he felt the 'shutter of a stall," and the airplane turned to the left and impacted the ground. After the airplane came to a stop, a postimpact fire ensued, during which all the occupants of the airplane egressed through the aft left door.
Examination of the accident site revealed that the airplane came to rest upright on a heading of about 113° magnetic, about 145 ft east of the left side, and 2,638 ft from the approach end of runway 19. The postimpact fire consumed the fuselage from the nose cone aft to about 3 ft forward of the left side cargo door along with a majority of the wing center section. No evidence of any flight control locks was found installed. The tailwheel locking pin was found in place and was sheered into multiple pieces. Vegetation (grass) within about 200 ft of the main wreckage was burnt from the postimpact fire. The wreckage was recovered to a secure location for further examination.”
Fri Aug 10, 2018 5:20 pm
Fri Aug 10, 2018 7:39 pm
Question for you since you fly the DC-3. Is there a big difference in controllability when the C.G. is at or near it’s limits- either fore or aft - with everything else being equal?
Also, can you not use asymmetrical power on the engines to help mitigate some of those directional control issues you mention in your explanation?
Fri Aug 10, 2018 8:14 pm
First, I am relieved everyone made it out and wishing a speedy recovery for those that were injured.
Once again, I am glad all made it out safely.
Fri Aug 10, 2018 10:48 pm
r1830 wrote:Question for you since you fly the DC-3. Is there a big difference in controllability when the C.G. is at or near it’s limits- either fore or aft - with everything else being equal?
You most certainly can tell the differences in controllability with a forward CG or an aft CG. The DC3 is a much more.............
Wed Aug 15, 2018 9:24 am