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Zitat
Due to warming
temperatures we had a hard time gaining altitude. After taking off we
hit an air pocket that made us rapidly loose altitude, pushing us down
into the trees.
Dieser Beitrag wurde bereits 1 mal editiert, zuletzt von »mischi« (10. August 2012, 14:53)
Es war ein Unfall, ich denke nicht, dass der Pilot einen Ausweg hatte ...
Dieser Beitrag wurde bereits 1 mal editiert, zuletzt von »=TT=fightereuro« (10. August 2012, 20:22)
Zitat
On June 30, 2012, about 1405 mountain daylight time, a Stinson 108-3, N773C, was substantially damaged after impacting terrain during initial climb near the Bruce Meadows Airport (U63), Stanley, Idaho. The certified commercial pilot sustained serious injuries, and the three passengers sustained minor injuries. Visual meteorological conditions prevailed for the local flight, which was being operated in accordance with 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The flight was destined for the McCall Municipal Airport (MYL), McCall, Idaho.
In a telephone interview with the National Transportation Safety Board investigator-in-charge, the passenger who occupied the right rear seat reported that after taking off the pilot flew straight out for about three or four minutes, but the airplane would only ascend to about 60 to 70 feet above the tops of the trees. The passenger stated that the airplane started losing altitude and experienced a downdraft, which was followed by its wings impacting the tops of the surrounding trees. The airplane subsequently came down through the trees before impacting terrain inverted and sliding to a stop.
The airplane was recovered to a secured storage facility for further examination.
Aus den vorliegenden Infos kann man keinen anderen Schluß ziehen, der Unfall war vorprogrammiert und definitv vermeidbar.
Zitat
The airplane charts show many different values depending on
temperature and altitude. Listed below are reasonable
performance for a Stinson 108-3 with the Franklin 165 Hp engine,
a McCauley 1A170-7654 metal propeller, on a day which the
temperature is 75 degrees Fahrenheit at sea level.
Stall speed, flaps up 65 mph
Stall speed, flaps down 62 mph
Takeoff distance at sea level, 75F 2,383 feet
Rate of Climb at sea level, 75F 675 fpm
Landing distance at sea level, 75F 1,955 feet
Zitat
"As we took off I knew that the take-off took a little longer than normal," Tol says. "But the runway was so long that once we got up in the air I wasn't concerned about it."
Zitat
"I honestly believe my dad saved our lives by the way he continued to fly the plane through the trees and making sure he didn't give up or try and pull out of it too hard."
Dieser Beitrag wurde bereits 1 mal editiert, zuletzt von »ferrari2k« (11. August 2012, 16:13)
Zitat
Our safety work group has actually distributed this clip with notation.
Our general opinion as a group is that the situation should never have progressed to the point where a turn back would have been a factor. Aside from the obvious factor that a takeoff abort was indicated, considering the density altitude issues both aircraft and engine, and gross weight data points, once airborne the aircraft was barely able to sustain level flight let alone climb. ANY attempt at turn would have increased the stall speed even further toward max Cl and a stall with bank that almost certainly would have resulted in a spin entry into ground contact.
This incident will be studied seriously as a human factors issue. The main focus will be on how so many accident cues could be ignored as a pilot allows his aircraft to progress into an unrecoverable situation.
This one boils down to extremely poor planning, followed by total ignorance of the ongoing situation resulting in total refusal to abort the takeoff.
The remaining question is WHY, which is the area where any learning from this will occur.
Dudley Henriques
Dieser Beitrag wurde bereits 1 mal editiert, zuletzt von »Samy« (19. August 2012, 11:32)
Diese Aufnahme ist jedoch mit Vorsicht zu geniessen!
Diese Berechnung stimmt nur, wenn sich der Flügel genau im rechten Winkel zum Horizont befindet. In einem Kurvenflug - in dem das Flugzeug sich hier ja offensichtlich befindet - stimmt die Berechnung des Anstellwinkels auf diese Weise nicht mehr! Zudem müsste auch der Horizont genau waagrecht sein. Hätte er auf irgend eine Seite ein Gefälle, so würde diese Berechnung auch nicht mehr stimmen.
Zitat
This image illustrates the problem the pilot had flying in high density altitude conditions. It appears that the pitch attitude is about 17 degrees, while the aircraft is not gaining altitude. Even if the measurement here is off by a degree or two, it's obvious that the aircraft was flying just short of stall.
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