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#1
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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? 
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#2
04-09-09, 10:20 PM
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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
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#3
04-10-09, 02:09 AM
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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.
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#4
04-12-09, 10:48 AM
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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
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#5
04-12-09, 09:30 PM
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Quote:
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#6
04-12-09, 09:36 PM
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Swiss Cheese
Ernie,
The Coast Guard (and it's Auxiliary) uses a model called Swiss Cheese to say the same thing. The example uses slices of cheese to represent occurances during a flight. If the holes in the successive slices line up, there is a corridor to an accident or incident. Any one slice being repositioned can block the corridor thereby preventing the accident. The key is to recognize a building situation and take action to prevent it's progress.
__________________
Jim Stack Richmond, VA
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#7
04-12-09, 11:50 PM
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I couldn't agree more with both of you, but Roger asked a question and I gave the best answer I had. I think some of us would still like to know: if it happens, is the information I have valid? Essentially: a) does the flap with the broken cable snap to neutral and b) will moving the flap lever to zero return the other flap to neutral and therefore remove the unbalnced forces causing the roll?
Ernie
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#8
04-13-09, 07:24 AM
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Quote:
You're only other option is to fly with the flaps left at zero.
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