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Originally posted by Cement Head
Roselawn, Renslow, China, Here, Pinnacle, Gabe's Cessna YouTubes, more often than not.
You are trolling, or need to lay off mind-altering substances.
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This has been answered already…more than once.
Roselawn, Renslow, China, Here, Pinnacle, Gabe's Cessna YouTubes, more often than not.
You are trolling, or need to lay off mind-altering substances.Les règles de l'aviation de base découragent de longues périodes de dur tirer vers le haut. -
Evan in page 7:Originally posted by Evan View Post
(Which is still equivalent to more than 45 degrees of bank)I think the correction to the 12 centerline would require them to bank anywhere from 20 to 45 degrees, but that's just a guess. I don't think they were turning 2G's but perhaps 1.5G's.
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I once tried to have a rational discussion with a tree with about the same results.
Let's wait for the final report, or at lest for more concrete evidence.
Until then, over and out.
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I meant possibly as much as 1.5G, or less. Whatever is required to tighten up that turn. Not the 2G’s+ that I had originally speculated. Not a steep bank, a moderately steepened one.Originally posted by Gabriel View PostComment
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In terms of evidence before the report comes out in five years, I am hoping to at least see winds, actual track and approach plates.Originally posted by GabrielComment
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Also, FWIW, this is an excerpt from an ATR-72-600 flight evaluation done by Red Arrows pilot Pete Collins in 2011:
Returning to FL150 we set up for un-accelerated, power idle stalling. Our first stall was clean (flaps 0). The PFD showed visual indication of stall approach by a solid red line on the PFD vertical speed tape. Stick shaker started at red line speed tape entry at around 105 KIAS and was supplemented by an audio ‘continuous stall warning tone’. Had the AP been engaged during approach to stall, stick shaker activation would have automatically disengaged it. A positive, spring-assisted, stick pusher activated at 97 KIAS.
A second stall was conducted with the automatic stall protection system (shaker and pusher) manually turned off. Here, distinct aerodynamic buffet occurred at around 98 KIAS with a clear nose drop occurring at around 95 KIAS and without wing drop. However, the effectiveness of the automatic stall protection system was evident and with the system re-engaged for a flap 35/gear down stall, stick shaker occurred at 82 KIAS and stick pusher at 72 KIAS with no wing drop. Applying power as a ‘slam’ up to the TO detent in the stall recovery was again delightfully easy and height loss was minimal.Comment
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This has been answered already…more than onceOriginally posted by Cement Head
Sometimes, they go left, sometimes, they go right, sometimes, it stays kind of level. It's called a gray area.
Did you see my post a short time ago listing wing drop stalls from two other ATRs and a Dash-8?
Small differences in wind, torque, attitude, control position, aircraft trim, type-specific model, and other factors may affect this.
It's also akin to riding a bicycle at a slower speed.
By the way, the test on an ATR-72-600 may not apply to an ATR-72-212A.
Also, some people speculate there was some sort of power problem, those sometimes cause asymetrical things to happen.Les règles de l'aviation de base découragent de longues périodes de dur tirer vers le haut.Comment
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Concur.Originally posted by Gabriel View Post
"I know that at times I can be a little over the top." -ITSComment
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No.Originally posted by Not_Karl View PostLes règles de l'aviation de base découragent de longues périodes de dur tirer vers le haut.Comment
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i'll settle for an interim reportComment
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Les règles de l'aviation de base découragent de longues périodes de dur tirer vers le haut.Comment
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On Feb 6th 2023 Nepal's AIC reported that both flight data and cockpit voice recorders were successfully read out in Singapore. According to first analysis of the flight data recorders both propellers of the aircraft went into the feather position.
No word on why yet.
This is getting interesting. But even both props going into feather at the same time is not a good reason in itself to stall.
Sure, it makes the situation much more complex and difficult to manage, and I hear you Evan, contributing factors, human factors, etc...
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Most obvious reason: dual engine failure. Birds?Originally posted by Gabriel View Post
No word on why yet.
This is getting interesting. But even both props going into feather at the same time is not a good reason in itself to stall.
Sure, it makes the situation much more complex and difficult to manage, and I hear you Evan, contributing factors, human factors, etc...Comment
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Detective hat again: New airport, new approach, new bird hazards. Scenario: They hit birds, lose power in both engines (which autofeather), high workload focused on engine restart, wings back to level increasing the turn radius, very low altitude, nothing to give, flying at stall warning, only one place to put it down: RWY12, but now overshooting the centerline, so a desperate turn to correct...Comment
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Good thing that shutting down the good engine never happened before. Especially not in an ATR. Especially not in an ATR that stalled and dropped a wing before crashing. Otherwise one may feel tempted to bring that hypothesis to the table.
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