TransAsia ATR crash in Taiwan.
Discussion
Magog said:
Blaster72 said:
I can't work out if this yellow cars occupants have been extremely lucky or extremely unlucky 
http://instagram.com/p/yqpMdCn0hb/
Extremely lucky by the looks of it!http://instagram.com/p/yqpMdCn0hb/
He still delivered his fare
Live streaming of the rescue here: https://www.youtube.com/watch?v=T8GmxMGCDh4
kapiteinlangzaam said:
ATR pilots on PPRune are saying its not possible to command such a hard/fast roll from pilot input, which would practically certify that it was a wing drop in a stall situation.
Left prop does look feathered and that would confirm the ATC Mayday call of a flameout. Could be as simple as an improperly handled engine failure on departure, or far more complex..... obviously.
I'd guess the pilots were trying to stretch the glide to the river to avoid the buildings & lost a little too much speed in the process. Bloody good effort though it seems.Left prop does look feathered and that would confirm the ATC Mayday call of a flameout. Could be as simple as an improperly handled engine failure on departure, or far more complex..... obviously.
Heute.de has the clearest picture I have seen so far. Certainly looks as if the left prop is feathered
http://www.heute.de/
Edit: need to scroll down the page a bit. Shows wing just clipping the taxi
http://www.heute.de/
Edit: need to scroll down the page a bit. Shows wing just clipping the taxi
Edited by Cobalt Blue on Wednesday 4th February 13:32
soad said:
KTF said:
Live streaming of the rescue here: https://www.youtube.com/watch?v=T8GmxMGCDh4
Cheers. soad said:
soad said:
KTF said:
Live streaming of the rescue here: https://www.youtube.com/watch?v=T8GmxMGCDh4
Cheers. Looking at the attitude of the aircraft, and from what can be gleaned of the quick but progressive roll rate, I wouldn't rule out a VMC scenario. That was my first thought. Other possibilities mentioned, too.
For the uninitiated, VMC is where, after an engine failure, airspeed is insufficient to retain directional control. Therefore, the aircraft yaws, then rolls. The only method of regaining directional control is to regain airspeed by lowering the nose (though you don't have a great deal of control over your nose beyond a certain point) or, preferably, reducing thrust on the operating engine. Neither are great options when you're close to the ground (which is where VMC is likely to occur - high thrust, low speed scenarios), so you're boxed-in.
Asymmetric thrust is very prominent on prop aircraft, due to the high drag generated by the failed engine's propeller.
If this is the case, then pilot error will be cited, as performance calculations for take off speeds must provide sufficient margin above VMC in the event of an engine failure. Consequently, in order to lose directional control due to going below VMC, incorrect technique (raising the nose And slowing down) would have been applied.
Glad to see the outcome wasn't as tragic as it could have been. I fly to TPE a lot, and aside from them being particularly eager to make you go-around, they are well organised. Seems like a fair reflection on how their airfield services conduct themselves...
For the uninitiated, VMC is where, after an engine failure, airspeed is insufficient to retain directional control. Therefore, the aircraft yaws, then rolls. The only method of regaining directional control is to regain airspeed by lowering the nose (though you don't have a great deal of control over your nose beyond a certain point) or, preferably, reducing thrust on the operating engine. Neither are great options when you're close to the ground (which is where VMC is likely to occur - high thrust, low speed scenarios), so you're boxed-in.
Asymmetric thrust is very prominent on prop aircraft, due to the high drag generated by the failed engine's propeller.
If this is the case, then pilot error will be cited, as performance calculations for take off speeds must provide sufficient margin above VMC in the event of an engine failure. Consequently, in order to lose directional control due to going below VMC, incorrect technique (raising the nose And slowing down) would have been applied.
Glad to see the outcome wasn't as tragic as it could have been. I fly to TPE a lot, and aside from them being particularly eager to make you go-around, they are well organised. Seems like a fair reflection on how their airfield services conduct themselves...
I take it that you mean VMCa (Velocity Min Control Airborne), specifically in this case VMCa1 as opposed to VMC.
If it was (as seems likely) a VMCa problem then there must have been some mis-handling given that (for a Perf A a/c), Vr (rotate speed) is defined as being a minimum of 1.05x VMCa1 and that V2 (minimum climb speed for best angle, 1 engine inoperative) is a minimum of 1.1 VMCa1.
If it was (as seems likely) a VMCa problem then there must have been some mis-handling given that (for a Perf A a/c), Vr (rotate speed) is defined as being a minimum of 1.05x VMCa1 and that V2 (minimum climb speed for best angle, 1 engine inoperative) is a minimum of 1.1 VMCa1.
Ginetta G15 Girl said:
I take it that you mean VMCa (Velocity Min Control Airborne), specifically in this case VMCa1 as opposed to VMC.
If it was (as seems likely) a VMCa problem then there must have been some mis-handling given that (for a Perf A a/c), Vr (rotate speed) is defined as being a minimum of 1.05x VMCa1 and that V2 (minimum climb speed for best angle, 1 engine inoperative) is a minimum of 1.1 VMCa1.
Yes, obviously.If it was (as seems likely) a VMCa problem then there must have been some mis-handling given that (for a Perf A a/c), Vr (rotate speed) is defined as being a minimum of 1.05x VMCa1 and that V2 (minimum climb speed for best angle, 1 engine inoperative) is a minimum of 1.1 VMCa1.
Agreed, as I alluded to in laymans terms.
I am acutely aware of transport category performance requirements.
Gassing Station | News, Politics & Economics | Top of Page | What's New | My Stuff