Emergency crash landing Cessna 210 – onboard camera + TV news
August 8, 2010
emergency landing on the grass strip due to total hydraulic loss in gear system. Karlovy Vary int. (LKKV) Czech Republic
Controlled Crash of Cessna
May 14, 2010
Nosewheel would not come down, pilot burnt off fuel and performed the inevitable landing. Steady filming provided by Sam from MKT airfield in Noonamah. Great effort by all involved.
NTSB Animation of Marlin Air Cessna Citation Accident Investigation Near Milwaukee Wisconsin
January 17, 2010
Video courtesy: NTSB
Washington, D.C. – The National Transportation Safety Board today determined that the probable cause of an aircraft that lost control and impacted water was the pilots’ mismanagement of an abnormal flight control situation through improper actions, including lack of crew coordination, and failing to control airspeed and to prioritize control of the airplane.
On June 4, 2007, about 4:00pm CST, a Cessna Citation 550, N550BP, impacted Lake Michigan shortly after departure from General Mitchell International Airport, Milwaukee, Wisconsin (MKE). The two pilots and four passengers were killed, and the airplane was destroyed. The airplane was being operated by Marlin Air under the provisions of Part 135. The aircraft was carrying a human organ for a transplant operation in Michigan. At the time of the accident, marginal visual meteorological conditions prevailed at the surface, and instrument meteorological conditions prevailed aloft; the flight operated on an instrument flight rules flight plan.
Due to the lack of a data recording system, the Board could not determine the exact nature of the initiating event of the accident. However, the evidence indicated that the two most likely scenarios were a runaway trim or the inadvertent engagement of the autopilot, rather than the yaw damper, at takeoff.
The Board further noted that the event was controllable if the captain had not allowed the airspeed and resulting control forces to increase while he tried to troubleshoot the problem. By allowing the airplane’s airspeed to increase while engaging in poorly coordinated troubleshooting efforts, the pilots allowed an abnormal situation to escalate to an emergency.
Therefore, the NTSB concluded that if the pilots had simply maintained a reduced airspeed while they responded to the situation, the aerodynamic forces on the airplane would not have increased significantly. At reduced airspeeds, the pilots should have been able to maintain control of the airplane long enough to either successfully troubleshoot and resolve the problem or return safely to the airport.
Contributing to the accident were Marlin Air’s operational safety deficiencies, including the inadequate checkrides administered by Marlin Air’s chief pilot/check airman, and the Federal Aviation Administration’s (FAA) failure to detect and correct those deficiencies, which placed a pilot who inadequately emphasized safety in the position of company chief pilot and designated check airman and placed an ill-prepared pilot in the first officer’s seat.
Results from the Board’s investigation indicated that the captain did not adhere to procedures or comply with regulations, and that he routinely abbreviated checklists. Subsequently, the NTSB concluded that the pilots’ lack of discipline, lack of in-depth systems knowledge, and failure to adhere to procedures contributed to their inability to cope with anomalies experienced during the accident flight. Thus, the Board also concluded that Marlin Air’s selection of a chief pilot/check airman who failed to comply with procedures and regulations contributed to a culture that allowed an ill-prepared first officer to fly in Part 135 operations.
The report adopted today by the Board, points out that FAA guidance regarding appointment of check airmen requires Principal Operations Inspectors (POI) to verify the check airman candidate’s “certificates and background.” Additionally, all required training must be completed, and the airman’s training records must show satisfactory completion of initial, transition, or upgrade training, as applicable. The guidance does not specifically address POI actions when the background evaluation discloses negative information. This lack of guidance can result in the appointment of check airmen who do not adhere to standards and who possibly jeopardize flight safety.
As a result of this accident investigation, the Safety Board issued recommendations to the FAA, and the American Hospital Association regarding airplane and system deficiencies, FAA oversight, and the safety ramifications of an operator’s financial health.
A summary of the findings of the Board’s report is available on the NTSB’s website at:http://www.ntsb.gov/Publictn/2009/AAR0906.htm
Duration : 0:3:34
RC Cessna Look Out! (see side bar)
November 6, 2009
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Duration : 0:4:5
RC F-18 High Alpha Flight Training! (see sidebar)
October 23, 2009
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Duration : 0:6:39
Cessna lands on highway Interstate 95
October 23, 2009
This is a news report of a recent emergency landing (and take-off, after repairs) of a Cessna on the Interstate 95 stretch not far from me. Great video of the aircraft taking off, right at the DOT camera! That’s not often seen, so it’s here for your viewing enjoyment.
As usual, the local news has enough inaccuracies to make this somewhat amusing. Earlier reports stated that an Essna aircraft had to take off from the highway, then it noted that the small aircraft’s engines were running at full power to make the take off. A “mere 600 yards” available for taking off! The Cessna could make three take-offs with that much length, but clearly the reporter is not a pilot. This report shows the “malfunctioned fuel cylinder” briefly, which I always thought was an engine cylinder. The DOT worker adds a bit of local entertainment, certainly, “By golly, I’ll tell you what!”
Duration : 0:2:11
NTSB Crash Animation: Cessna 550 Over Milwaukee
October 23, 2009
The NTSB met on Wednesday to discuss the results of its investigation into the crash of a Cessna Citation 550 in June 2007 and laid the blame squarely in the lap of the pilots. The jet had just taken off from Milwaukee, carrying a medical team with a human organ for transplant. This is the official NTSB animation of the crash event.
Duration : 0:3:34
Cessna 210 Gear Up Landing
October 23, 2009
This Centurion had a nose gear failure in the Northern territory of Australia. The pilot makes a “textbook” landing on the dirt strip. Note the door is “cracked” as the plane skims past on its main gear only.
Duration : 0:0:46
Cessna 340 Crashes into my Neighborhood
September 3, 2009
In the summer of 2007, a Cessna 340 crashed into my neighborhood…about 2 houses away from me. This is the news footage from that incident.
Duration : 0:3:11
Colgan Flight 3407 NTSB Animation of Buffalo Accident Q400
May 18, 2009
Courtesy: National Transportation Safety Board
The NTSB.GOV website keeps going down, so here’s the animation.
This three-dimensional (3-D) animated reconstruction shows the last 2 minutes of the February 12, 2009, accident involving a Bombardier DHC-8-400, N200WQ, operated by of Colgan Air, Inc., which crashed about 5 nautical miles northeast of Buffalo-Niagara International Airport, Buffalo, New York, while on an instrument landing system approach to runway 23. During the approach, a pitchup motion occurred, followed by a left roll and then a right roll. During these maneuvers, both the stick shaker and stick pusher were activated, and the speed decreased. After further pitch and roll excursions, the airplane entered a steep descent from which it did not recover.
The animation shows excerpts from the flight data recorder (FDR), the pit voice recorder (CVR) transcript, recorded radar data, and aircraft performance data. It does not depict the weather or visibility conditions at the time of the accident. The animation does not include audio.
The upper portion of the animation shows a 3-D model of the airplane and the airplanes motions during the accident sequence. In this area, selected content from the CVR transcript or other annotations are superimposed as text at the time that the event occurred. All times (in eastern standard time) are shown on the right side of the screen.
The lower portion of the animation depicts instruments and indicators, which display selected FDR or calculated parameters. The instruments and indications are shown in three sections, which are (from left to right):
•Airspeed, airspeed tape, low speed cue, attitude indicator showing pitch and roll attitude, altitude, altitude tape, rate of climb, and heading;
•Stick shaker and stick pusher indicated as text, control wheel/column icon depicting the control wheel (rotating right or left) and control column (moving up or down) inputs, and an indicator showing rudder pedal inputs; and
•The power lever and condition lever as indicators, the flap handle selection as an indicator, and auto pilot status and gearhandle position indicated as text.
Excerpts from CVR transcript:
22:15:06.3 HOT-1 flaps five.?22:15:08.1 HOT-2 what??22:15:08.8 HOT-1 flaps five please.?22:15:13.5 APP Colgan thirty four zero seven three miles from KLUMP turn left heading two six zero maintain two thousand three hundred until established localizer. cleared ILS approach runway two three.?22:15:22.2 RDO-2 left two sixty two thousand three hundred til established and cleared ILS two three approach Colgan thirty four zero seven.?22:15:31.7 HOT-1 alright approach is armed.?22:15:32.8 HOT-2 roger.?22:16:04.1 HOT-1 gear downlocs alive.?22:16:06.4 APP Colgan thirty four zero seven contact tower one two zero point five. have a good night.?22:16:11.5 RDO-2 over to tower you do the same thirty four zero seven.?22:16:21.2 HOT-2 gears down.?22:16:23.5 HOT-1 flaps fifteen before landing checklist.?22:16:26.6 HOT-2 uhhh.?22:16:37.1 HOT-2 I put the flaps up.?22:16:42.2 HOT-1 [grunt]?22:16:45.8 HOT-2 should the gear up??22:16:46.8 HOT-1 gear up.?22:16:50.1 CAM [increase in ambient noise]?22:16:51.9 CAM [thump]
Duration : 0:2:39
