Aviation Insights by AEROTHRIVE的动态

First Ever Propeller Loss on a?Turbo-Prop?Aircraft: Fatal Flight 304! On July 9, 1956, a Vickers Viscount 700 series aircraft operated by Trans-Canada Air Lines encountered a critical mechanical failure resulting in the detachment of its No. 4 propeller blade. The incident occurred during a scheduled flight from Chicago, Illinois, to Toronto, Ontario, and Montreal, Quebec, over Flat Rock, Michigan. This marked the first recorded incident of a propeller loss on a turbo-prop aircraft in scheduled service. The aircraft, renowned for its quiet and smooth-operating Rolls-Royce Dart engines, experienced an unexpected engine malfunction. While cruising at flight level 190, the No. 4 engine's RPM suddenly dropped, then surged to 14,000 RPM, well above normal operating levels. Despite the pilots' efforts to feather the propeller, the engine's speed escalated, prompting an emergency descent and cabin depressurization. Subsequently, the propeller detached, with one blade slicing through the cabin, fatally injuring one passenger and causing further injuries to four others and a flight attendant. The emergency landing was executed in Windsor, Ontario. Post-landing investigations revealed that a critical failure occurred in the oil pump drive's bevel gear, which ceased the lubrication to the propeller, leading to its high-speed windmill and eventual failure. This specific failure mode had not been anticipated by the engineers at Vickers; hence, it was not covered in the aircraft's operational manuals or training. The event led to a re-evaluation of assumptions about the reliability of turbo-prop engines and the likelihood of propeller detachment. The oversight in the design and training documentation regarding the potential for such a failure underscored a crucial area for improvement in aviation safety protocols and engineering assessments. Subscribe to our Aviation Safety Newsletter NOW and get the hot stuff free and without delay:?https://lnkd.in/eGZqhPHR! My accident reviews are short summaries of publicly available accident reviews and reports and do not constitute any interpretation nor express my opinion or the opinion of any organization.

Crosswind landings can be one of the more challenging aspects of flight operations, especially for pilots. The criticality of crosswind landings lies in several key factors: 1. **Aircraft Control**: Crosswinds can make it difficult to maintain control of the aircraft during the approach and landing phases. Pilots must be skilled in using appropriate techniques, such as crab and sideslip methods, to align the aircraft with the runway. 2. **Wind Speed and Direction**: The strength and direction of the wind play a significant role in the difficulty of a crosswind landing. Stronger crosswinds require more precise control inputs and can increase the risk of adverse yaw and other aerodynamic issues. 3. **Runway Orientation**: The alignment of the runway with respect to the prevailing winds is crucial. Runways that are not oriented in the direction of the wind can exacerbate the challenges posed by crosswind landings. 4. **Pilot Experience**: The experience level of the pilot significantly affects the criticality of crosswind landings. More experienced pilots are generally better equipped to handle challenging wind conditions, while less experienced pilots may struggle, increasing the risk of accidents. 5. **Aircraft Type**: Different aircraft have varying levels of susceptibility to crosswinds. Larger aircraft or those with higher wing loading may handle crosswinds differently than smaller, lighter planes. Pilots must be familiar with their aircraft's crosswind limitations. 6. **Go-Around Procedures**: In cases where the crosswind is too strong to land safely, pilots must be prepared to execute a go-around. This requires good situational awareness and decision-making skills. 7. **Environmental Factors**: Other factors, such as gusty winds, turbulence, and runway conditions (wet or icy), can also influence the criticality of crosswind landings. Pilots must assess these conditions carefully before attempting a landing. 8. **Safety Protocols**: Airlines and flight operations often have specific protocols in place regarding maximum allowable crosswind components for landing. Pilots must adhere to these guidelines to ensure safety. In summary, the criticality of crosswind landings is influenced by a combination of environmental and operational factors, as well as pilot skill and aircraft characteristics. Proper training, experience, and adherence to safety protocols are essential for safely managing these challenging landing conditions.

An American Airlines DC-10 suffered a LOC (in flight) at Chicago O’Hare May 25, 1979. AA 191 took off when its left engine detached from the wing, causing the aircraft to crash less than 1 mile from the end of he runway. It is the deadliest aviation accident in the US. The root cause was identified as improper maintenance procedures (engine separation was attributed to damage to the pylon structure holding the engine to the wing). At the start of the take off roll, the left engine separated, flipped over the wing, severing hydraulic lines that lock the wing’s leading edge slats in place. The aerodynamic forces resulted in the retraction of the outboard slats. The damaged left wing with no engine produced far less lift than the right wing which had its slats deployed and its engine at full takeoff thrust. The aircraft climbed to 325 feet and the copilot raised the nosed to 14°, which reduced the airspeed from 165 knots to the takeoff safety speed of 153 knots. That’s what he was trained to do : nailing that takeoff safety speed but the retraction of the slats raised the stall speed of the left wing to about 159 knots, 6 knots higher than the prescribed takeoff safety speed of 153 knots. As a result, the left wing entered a full aerodynamic stall. With the left wing stalled, the aircraft began banking to the left, until it was partially inverted at a 112° bank angle. The DC-10 had two warning devices that might have alerted the pilots to the impending stall: the slat disagreement warning light, which should have illuminated after the uncommanded retraction of the slats, and the stick shaker on the captain's control column, which activates close to the stall speed. Both were powered by an electric generator driven by the left engine, and both became inoperable after the loss of that engine. Therefore, there is no way the crew could have known that the slats on the left wing were retracting and as a result increasing the stall speed by 6 knots. The first officer's control column was not equipped with a stick shaker as the manufacturer offered the device as an option, but AA declined to have it installed on its DC-10 fleet. The flight manual instructs us that the initial climb attitude should be adjusted to maintain a minimum of V2 and a positive climb. After liftoff the flight director provides proper pitch guidance and commands a minimum of V2, or the existing speed up to a maximum of V2 + 15 knots. But if an engine fails at an airspeed between V2 and V2 + 15 knots, the manual indicates to climb at the airspeed at which the failure occurred. So if you apply the right takeoff technique and the plane flies despite physically losing an engine, don’t change the aerodynamics. In French, we have an expression :? ??Le mieux est l’ennemi du bien.?? Simulator reenactment determined that "had the pilot maintained excess airspeed the accident may not have occurred." The pilot didn’t know that and did what he was trained to do. A lesson learnt.

Private aircraft maintenance is crucial for ensuring the aircraft’s safety, reliability, and longevity. Regular maintenance prevents mechanical failures, enhances performance, and complies with aviation regulations. In this article, we explore the importance of private aircraft maintenance and provide you with an ultimate guide. Follow the link to check it out now! #privateaviation #bizav #privatejet

One thing that breaks my heart is seeing good aircraft suffering from years of neglect. Annual inspections being pencil-whipped and passed off as good with zero maintenance being done, even on critical components. Then, the aircraft gets sold off to some inexperienced pilot who is now on the hook for thousands of dollars in maintenance costs. Flight is something that, until recently in human history, was the sole domain of birds, bats, and bugs. We have progress so much in aviation that airplanes can be bought for relatively low cost. Many people today have the privilege of experiencing is joy of flight. But with that joy comes to the responsibility of maintenance. Aircraft are absolutely wonderful machines. To me, they represent a freedom that has only been realized for just over a century. But with that freedom, like any other, comes responsibility. There are standards in place for how we fly and maintain aircraft because, at the end of the day, it is a human - flesh and bone - who is at risk if those standards are not met. It is unfortunate that in my career I have seen many examples of maintainers shirking their responsibility for the ease of a work day, money, and turn-around time. Aircraft mechanics, as I've said before, have a unique moral responsibility to ensure that standards are being met because what is at stake is the lives of pilots, crews, passengers, and people on the ground. I have had the displeasure of seeing airplane and helicopter owners discovering just how thin of a thread their lives were held by after I completed my inspections on their aircraft. All because the previous A&P (and IAs) did not care to uphold the standard. Then the owners are hit with the costs of maintenance required for this neglect and the frustration and anger becomes palpable. Do your jobs, folks. Do it with integrity, meet the standards, and do so with the knowledge that you have life in your hands. Anything less is unacceptable. #aircraftmaintenance #aviation #helicopter

https://lnkd.in/dEEUzfWV Quotes from the article: The NTSB report included a photo from Boeing, which worked on the panel called a door plug, that showed that three of the four bolts that prevent the panel from moving upward are missing. The location of a fourth bolt is obscured by insulation. The preliminary report said the plane arrived at Boeing’s factory near Seattle with five damaged rivets near the door plug, which had been installed by supplier Spirit AeroSystems. A Spirit crew replaced the rivets, which required removing the four bolts and opening the plug. The report did not say who removed the bolts. It said that a text message between Boeing employees who finished working on the plane after the rivet job included the photo showing the plug with missing bolts. The NTSB did not declare a probable cause for the accident — that will come at the end of an investigation that could last a year or longer. “Whatever final conclusions are reached, Boeing is accountable for what happened,” CEO David Calhoun said in a statement. “An event like this must not happen on an airplane that leaves our factory. We simply must do better for our customers and their passengers.” Investigators said they were still trying to determine who authorized the Boeing crew to open and reinstall the door plug. Safety experts have said the accident could have been catastrophic if the Alaska jet had reached cruising altitude. The decompression in the cabin after the blowout would have been far stronger, and passengers and flight attendants might have been walking around instead of being belted into their seats. #aviation #aviationindustry #aviationsafety #aircraft #aircraftdesign #aircraftmaintenance #flightsafety #airtravel #airlines #boeing #boeing737max #boeingwoes #ntsb

Let us know what you think about this discussion of a Beech Bonanza crash.

CAN BIG COMMERCIAL AIRCRAFT REALLY FLY WITH ONLY ONE ENGINE? ?? ?? While it's always preferable to have all engines functioning normally, commercial airliners are equipped with redundant systems and built to handle various emergency scenarios, including engine failures. So, YES, most modern commercial aircraft are designed and certified to be able to fly safely with only one engine operating. This capability is known as "engine-out performance." When an aircraft loses an engine, pilots are trained to follow specific procedures to maintain control and safely manage the situation. The aircraft's remaining engine(s) are typically capable of providing enough thrust to maintain altitude and continue the flight to a suitable airport for landing. Additionally, aircraft manufacturers and aviation regulatory authorities conduct extensive testing and simulations to ensure that aircraft meet stringent safety standards, including the ability to fly safely with one engine out. These tests help verify the aircraft's performance in different scenarios, including during takeoff, climb, cruise, and landing with one engine inoperative. While losing an engine during flight is a serious event, modern commercial aircraft are designed with redundancy and safety margins to handle such situations effectively. Have you ever been on a flight where an engine malfunctioned? How did the situation go? Share your experience with us! ?? We believe in safety first!.. I compare engines to flows of income, it’s better to have multiple engines just in case one engine (A JOB) fail for a safe landing. #successmindset

"How often have you planned the weight and balance for a flight only to have the client show up with an extra guest? Naturally, the client still expects an on-time departure, right? Pilots on instrument flight rules (IFR) flight plans from Santa Monica Airport in California must obtain approval from air traffic control prior to starting their engines to minimize ground delays between engine-start and takeoff. Pilots are requested to limit auxiliary power unit (APU) use to 30 min. A mandatory curfew applies to engine starts between 11 p.m. to 7 a.m. on weekdays, and from 11 p.m. to 8 a.m. on weekends. The sage expression “Prior Planning Prevents Poor Performance” needs to be a core value in a flight department. Anticipating events such as worsening weather, airport limitations or aircraft components nearing the end of their usable life can help a department avoid undesirable delays. This requires proactive communications between dispatchers, pilots and maintenance technicians."

OTD in 2019: Overconfidence in an inaccurately calibrated fuel gauge resulted in a forced autorotation and heavy landing. https://lnkd.in/eRiX4Uh #helicopter #accident #flightsafety #aviationsafety