Skymaster down!

[hharney]

Has anyone else seen this news? I just had a google alert that sent this link. The writer of the article is pretty green about flying and aircraft.


http://www.stillwater-newspress.com/...086184217.html

[hharney]

http://www.wausaudailyherald.com/art...304080071/1981

[Ernie Martin]

This series of 2 Skymasters down within days should be of grave concern. In both instances the pilots were highly experienced (one flew for Northwest Airlines and had 30,000 hours, and the other had been a commercial pilot and flight instructor) and in one case the aircraft was state-owned and flying for a state agency (which suggests a more rigorous environment of maintenance and pre-flight checkout). And people, these were lightly loaded twin-engine Skymasters. I can see an overloaded Skymaster losing an engine at takeoff crashing, but these aircraft had a single passenger. And in the case of the state airplane witnesses saw the plane circling the fire area and then “it went straight down”.

Fuel exhaustion might explain one but not the one that "went straight down". We need to stay on top of these to find out what happened. I'm hoping a snapped flap cable (the subject of another message this morning) didn't play a part, since the aircraft that "went straight down" was not landing.

Ernie

[Frank Benvin]

In the second crash the plane was circling the fire and came straight down. Might have stalled it in a turn?? Whatching the fire and not paying attention to airspeed. I lost my best friend in a Yak 52 He was and instuctor and his passenger was a ex mig 29 pilot They stalled at 1200 ft in a turn and didn't have enough atlitude to recover

[Skymaster337B]

Stalls at low altitude are the most common cause of VFR accidents. However, flying around a fire may cause a different problem. The density alitude over a fire is insanely high...because of the temperatures. This might have agrivated a non stall condition into a stalled condition. Either way, flying around a fire isn't the smartest thing to do with an airplane.

[Roger]

As long as the Flap Cable question has come up, as related to these potential accidents, I would like to ask the following question to those pilots/mechanics who are familiar with the whole flap system in the 337, as follows: If a flap cable breaks, is the "other flap" usable? I.e can it be set to correspond to the "broken cable position" of the jammed flap? Granted you wouldn't have a lot of time, but if we knew the answer, we could perhaps develop a "rule of thumb" protocol.

I seem to recall on my Navajo, that if one side went, you were essentially screwed. Is this the same on our Skytrucks?

[Ernie Martin]

OK, here goes my understanding of the issue and how to recover. A caveat: I could be wrong and I hope others jump in here and set me straight.

When a flap cable breaks, the flap on that side snaps instantly to neutral (zero degrees). The other side remains where you set it, and the imbalance causes the aircraft to roll aggressively, especially at full flaps. The solution: with the left hand instantly apply opposite aileron (to arrest the roll) and with the right hand flip the flap handle back to zero (so the non-broken flap goes to neutral like the broken one). Bringing the flaps to neutral is critical, because for some flap settings (certainly above 2/3 and perhaps even at 1/3) there isn't sufficient aileron authority to overcome an unbalanced flap condition.

At least one pilot, on short final and with flaps deployed, was able to recover from this failure, in what was decribed as a masterful job of piloting.

On approach, part of my checklist is a reminder of what to do if a flap breaks and after setting flaps I try to keep my right hand close to the flap handle.

Ernie

[tropical]

Aircraft accidents aren't caused by one problem. There are a chain of events that lead up to the accident. Each link in the chain can be small, almost unnoticeable. If you can break one link in the chain good chances are you can avoid the accident.

High time and lots of experience mean nothing if the very basics are ignored or forgotten. "What? Me?, Ha, that can't happen! I'm highly experienced!"

Lots of those guys in graveyards.

[Ernie Martin]

I was hoping to get a response to my cause/recovery above, in part because I'd like to know for sure. Anyone who knows, one way or the other, please comment.

Ernie