Thanks: 
Likes: Driving down the interstate at night you’d never see him coming until it was on the pavement sliding towards you.
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Driving down the interstate at night you’d never see him coming until it was on the pavement sliding towards you.
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Gasser'Originally Posted by wireweinie
Gary
The plane was lit up for Christmas. Have a look.
Gary
Ya, by the time your brain registers what’s happening it’s already over.........
Ever watch "Live PD" on the A&E Channel (now cancelled)? Police on an emergency call trying to get the attention of motorists ahead to pull over to safely pass. Numb - on the phone - texting - under the influence - lots of driving deer in the Police headlights.
Gary
mam90 liked this post
https://youtu.be/59WQIRvezzI not plane but interesting watching cables snap in slow motion
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Farmboy thanked for this post
No mystery at Arecibo...it was talking to them and they knew it was just a matter of time> https://www.space.com/arecibo-telesc...-cable-failure
The UAV and camera setup were there for a good reason.
Radio astronomer Rich Strand KL7RA (SK) from the local Gilmore Tracking Station went there several times and talked about its benefits. Lots of corrosion in that country. The surrounding hills protected the dish set in the depression from local interference on the frequencies of interest.
Gary
the damage in no way matches the description of event(S)!
https://www.facebook.com/AviationAcc...2593619448877/
http://www.kathrynsreport.com/2020/1...super-cub.html says it got blown airborne and then dropped while taxiing. Drop test failed.
Edit: Reported winds were E-SE ~30 G 50 in that time frame so could have been bad taxiing.
Gary
Last edited by BC12D-4-85; 12-04-2020 at 11:54 PM.
Several big clues: located in a corrosive environment, corrosion failures start inside braided cable where it can't be seen, painting the outside only makes it look pretty, 50 years old, one cable broke 4 months ago, "experts" were studying it (looks like they studied it to death), a structure which depends on cables for support depends on all the cables to spread the loads, one cable departs and the loads on the other tired cables increases. Of course it was going to fail. The only question was when?
When the first cable broke the "experts" should have told them to dismantle it piece by piece while they had a chance to save it. At the very least remove some of the suspended structure to reduce the loads. Unless perhaps they felt they could get a government grant to build a totally new modern one?
N1PA
It appears she never saw it in the Mirror. Kind of sad he was not able to scrub more speed off with a slip or something. He had the skill set, he just did not have the room.
Regards, Charlie
Super Coupe E-AB build in process
Who knew that PC-12's float so well?
- NTSB Preliminary report into the ditching of a Pilatus PC-12 NGX, N400PW, that occurred in the Pacific Ocean about 1000 miles east of Hilo, Hawaii, on November 6th, 2020:
On November 6, 2020, about 1600 Pacific standard time, a Pilatus PC-12, N400PW, was substantially damaged when it was ditched in the Pacific Ocean about 1000 miles east of Hilo, Hawaii. The two pilots sustained no injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 ferry flight.
According to the pilot-in-command (PIC), who was also the ferry company owner, he and another pilot were ferrying a new airplane from California to Australia. The first transoceanic leg was planned for 10 hours from Santa Maria Airport (KSMX), Santa Maria, California to Hilo Airport (PHTO), Hilo, Hawaii. The manufacturer had an auxiliary ferry fuel line and check valve installed in the left wing before delivery. About 1 month before the trip, the pilot hired a ferry company to install an internal temporary ferry fuel system for the trip. The crew attempted the first transoceanic flight on November 2, but the ferry fuel system did not transfer properly, so the crew diverted to Merced Airport (KMCE), Merced, California. The system was modified with the addition of two 30 psi fuel transfer pumps that could overcome the ferry system check valve. The final system consisted of 2 aluminum tanks, 2 transfer pumps, transfer and tank valves, and associated fuel lines and fittings. The ferry fuel supply line was connected to the factory installed ferry fuel line fitting at the left wing bulkhead, which then fed directly to the main fuel line through a check valve and directly to the turbine engine. The installed system was ground and flight checked before the trip.
According to Federal Aviation Administration automatic dependent surveillance broadcast (ADS-B) data, the airplane departed KSMX about 1000. The pilots each stated that the ferry fuel system worked as designed during the flight and they utilized the operating procedures that were supplied by the installer. About 5 hours after takeoff, approaching ETNIC intersection, the PIC climbed the airplane to flight level 280. At that time, the rear ferry fuel tank was almost empty, and the forward tank was about 1/2 full. The crew was concerned about introducing air into the engine as they emptied the rear ferry tank, so the PIC placed the ignition switch to ON. According to the copilot (CP), she went to the cabin to monitor the transparent fuel line from the transfer pumps to ensure positive fuel flow while she transferred the last of the available rear tank fuel to the main fuel line. When she determined that all of the usable fuel was transferred, and fuel still remained in the pressurized fuel line, she turned the transfer pumps to off and before she could access the transfer and tank valves, the engine surged and flamed out. The PIC stated that the crew alerting system (CAS) fuel low pressure light illuminated about 5 to 15 seconds after the transfer pumps were turned off, and then the engine lost power and the propeller auto feathered. The PIC immediately placed the fuel boost pumps from AUTO to ON. The CP went back to her crew seat and they commenced the pilot operating handbook’s emergency checklist procedures for emergency descent and then loss of engine power in flight.
According to both crew members, they attempted an engine air start. The propeller unfeathered and the engine started; however, it did not reach flight idle and movement of the power control lever did not affect the engine. The crew secured the engine and attempted another air start. The engine did not restart and grinding sounds and a loud bang were heard. The propeller never unfeathered and multiple CAS warning lights illuminated, including the EPECS FAIL light (Engine and Propeller Electronic Control System). The crew performed the procedures for a restart with EPECS FAIL light and multiple other starts that were unsuccessful. There were no flames nor smoke from either exhaust pipe during the air start attempts. About 8,000 ft mean sea level, the crew committed to ditching in the ocean.
About 1600, after preparing the survival gear, donning life vests, and making mayday calls on VHF 121.5, the PIC performed a full flaps gear up landing at an angle to the sea swells and into the wind. He estimated that the swells were 5 to 10 ft high with crests 20 feet apart. During the landing, the pilot held back elevator pressure for as long as possible and the airplane landed upright. The crew evacuated through the right over wing exit and boarded the 6 man covered life raft. A photograph of the airplane revealed that the bottom of the rudder was substantially damaged. The airplane remained afloat after landing. See figure 1.
The crew utilized a satellite phone to communicate with Oakland Center. The USCG coordinated a rescue mission. About 4 hours later, a C-130 arrived on scene and coordinated with a nearby oil tanker, the M/V Ariel, for rescue of the crew. According to the pilots, during the night, many rescue attempts were made by the M/V Ariel; however, the ship was too fast for them to grab lines and the seas were too rough. After a night of high seas, the M/V Ariel attempted rescue again; however, they were unsuccessful. That afternoon, a container ship in the area, the M/V Horizon Reliance, successfully maneuvered slowly to the raft, then the ship’s crew shot rope cannons that propelled lines to the raft, and they were able to assist the survivors onboard. The pilots had been in the raft for about 22 hours.
The airplane was a new 2020 production PC-12 47E with a newly designed Pratt and Whitney PT6E-67XP engine which featured an Engine and Propeller Electronic Control System. The airplane is presumed to be lost at sea. The investigation is ongoing.
- Photo 1: unknown / Photo 2: from the report
once!
"EPECS FAIL light"
What a name for a warning light.
After their first failure there would have been good reason for practicing the empty tank transfer procedure far above a big runway before leaving land.
Gary
This pilot is from nearby Idaho Falls, and though I don't know him, he makes me proud, great job! I like the part where he complains about the rumble strips being the roughest part, and the help from a motorist behind him. That motorist deserves a award of some kind, wonder if he was a pilot? And the tone of this article is positive overall, not needlessly sensationalized, no "lucky to be alive" BS.
https://www.ksl.com/article/50061792...ries-or-damage
Any bets on no or not enough oil after the oil “change?”
Drove past that plane twice yesterday on a trip into SLC, on the way back they had the trailer there and the wings removed.
An AP/IA friend of mine flies both NG and Legacy -47 PC-12 / he commented: "A air restart may not go well with stupid modern FADEC...I like old reliable mechanical fuel control."
Hey, let’s be careful out there.
Metal is replaceable. You are not.
https://www.khou.com/article/news/lo...d-f73c97a3d4a7
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https://www.adn.com/alaska-news/avia...ocuments-show/
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https://apple.news/Ag7VOcwHtQ5-owxkNnUI3vg
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How did he get up there and why did they leave him there for 45 minutes?
Web
Life's tough . . . wear a cup.
a few passengers shot videos of it with their cell phones.
In one of the videos you can see the top of a ladder.
All the videos show him starting near the wing root and walking toward the tip.
Funny when he actually tries to scale the winglet
https://twitter.com/i/status/1338147135317975040
Should have just taxied away. Doubt he could hang on for long.
Web
Life's tough . . . wear a cup.
He dang sure didn’t have his drug mixture right the goofy dumb s..t
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Drug problems... to much or not enough.
From a security standpoint, leaving him up there for 45 minutes was crazy. He could have done a lot of damage in that time frame and to a plane loaded with pax. Could someone with a law enforcement background tell me the legal/procedural reasoning for not just pulling him down right away?
Web
Life's tough . . . wear a cup.
It’s curious how he got out on the ramp in a high security airport
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Reported that he climbed up the front side of the wing, maybe via engine cowl?
As far as the 45 min. The country is undergoing a shift to “re imagine” police tactics, a new hands off way of dealing in these situations.
They’ll probably still get blamed for his injuries when he fell though.
A couple well placed rubber bullets would have brought him down sooner. Or a cowboy with a lasso.
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I’m with Web.....start the takeoff roll and bet on what speed he falls off. He gets bonus points if he’s still on at rotation.
One network used it as a lead in, calling it "a dangerous situation at a major airport." Not to me, or the people in the plane, or LEO, just the tarmac when the dummy fell off that obviously unclimbable winglet. I wish Joe Clark was still around to have seen that.
Wow
Web
Life's tough . . . wear a cup.
Revo Sunglasses Ambassador
https://www.instagram.com/jay_townsend_utah/
Almost as old as airplanes themselves. Read “Gyro!”, the story of Lawrence Sperry. In 1915 he was “training” his socialite friend whose husband was volunteering as an ambulance driver in France. The airplane was equipped with a prototype “self stabilization system”. The plane crashed into the Great South Bay off Bayshore, Long Island. When duck hunters went to their aid, they found “The force of the crash had divested them of their clothing” as reported in The NY Times. They were not otherwise harmed.
Rich
I've got the book! As I recall it was a buddy of his who years later, after Sperry had passed, recounted the true story of how they "were divested of their clothing." He was probably the first member, at least in a fixed wing, of the Mile High club.
A new Rating required?
Gary
For those that would like to join the club...
https://lovecloudvegas.com
Brian
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For those that would like to join the club...
https://lovecloudvegas.com
Brian
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Making plans for the New Year, Brian?
MTV
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