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Another Mu-2 Crash At Denver Centennial  
User currently offlineDLKAPA From , joined Dec 1969, posts, RR:
Posted (8 years 11 months 4 weeks 1 day 20 hours ago) and read 3689 times:

The last one occurred 6 months ago, this time it was on approach to 35R, and with the foggy conditions it took awhile to find the bird, but apparantly it has just been found. Condition of those onboard isn't known.

http://www.9news.com/acm_news.aspx?O...76dce6-ac1f-02d8-0047-c589c01ca7bf

9 replies: All unread, jump to last
 
User currently offlineDLKAPA From , joined Dec 1969, posts, RR:
Reply 1, posted (8 years 11 months 4 weeks 1 day 20 hours ago) and read 3657 times:

Just heard on the news, one person on board, still haven't been able to reach the plane but they know where it is, it's in a very undeveloped area just west of parker known as Reuter-Hess Reservoir (not yet a reservoir still building the dam).

User currently offlineDougloid From , joined Dec 1969, posts, RR:
Reply 2, posted (8 years 11 months 4 weeks 1 day 19 hours ago) and read 3612 times:

Unlike many other small turboprops the MU2 demands a high degree of pilot competence and as the remaining fleet of these excellent airplanes has devolved into the hands of second and third string cargo operations employing less experienced time builders there have been fatalities related to the unforgiving nature of these quirky birds.

Personally I hated going on test flights in the dern things after I'd been inside one of the engines because I'd have to ride in the right seat and the view out the glass was horrifying....the policy at the fbo I worked at was that mechanics had to go on test flights...kept us on our toes as you can imagine.

Engine maintenance and proper engine control rigging and prop blade angle setup was of prime importance on these aircraft...if the decay rate on the two TPE331 engines is not carefully matched, chopping the power causes a rapid wing drop on one side or the other....particularly if the engines were those equipped with Bendix fuel controls-the Woodwards are much better.

I always hated rigging out power lever splits on these things.


User currently offlineDLKAPA From , joined Dec 1969, posts, RR:
Reply 3, posted (8 years 11 months 4 weeks 1 day 18 hours ago) and read 3585 times:

Quoting Dougloid (Reply 2):
Engine maintenance and proper engine control rigging and prop blade angle setup was of prime importance on these aircraft...if the decay rate on the two TPE331 engines is not carefully matched, chopping the power causes a rapid wing drop on one side or the other....particularly if the engines were those equipped with Bendix fuel controls-the Woodwards are much better.

That's pretty much what brought down the one six months ago, might be the same with this one as it was on finals flying in very low visability (I can see the area where it crashed from my house, thick soup).


User currently offlineBrick From United States of America, joined Aug 1999, 1579 posts, RR: 7
Reply 4, posted (8 years 11 months 4 weeks 1 day 18 hours ago) and read 3565 times:

This weather is still bad at and around Cenntenial this morning. Apparently it was a fatal crash.

Five bucks says the local media runs a story tonight "Are Mitsubishi MU-2B-60's Safe"?



A noble spirit embiggens the smallest man...
User currently offlineIkramerica From United States of America, joined May 2005, 21474 posts, RR: 60
Reply 5, posted (8 years 11 months 4 weeks 1 day 18 hours ago) and read 3555 times:

Yes. Pilot died. At least that's how I'm seeing it reported.


Of all the things to worry about... the Wookie has no pants.
User currently offlineDEN-HNL From United States of America, joined Apr 2000, 164 posts, RR: 0
Reply 6, posted (8 years 11 months 4 weeks 1 day 17 hours ago) and read 3503 times:

Sad news indeed. On a related note, anybody else attending the Business Aircraft and Jet Preview at Centennial today? Apparently it'll still be on with the accident and rain.

http://airportjournals.com/Events/EventInfo.cfm?event=0508APA



John Hancock
User currently offlineDLKAPA From , joined Dec 1969, posts, RR:
Reply 7, posted (8 years 11 months 4 weeks 1 day 14 hours ago) and read 3395 times:

I went out to it, not all the aircraft showed up, did get a few decent shots, I'll post them when I get them up.

User currently offlineDougloid From , joined Dec 1969, posts, RR:
Reply 8, posted (8 years 11 months 4 weeks 1 day 6 hours ago) and read 3271 times:

If I recall correctly pulling both engines back into flight idle against the stops is supposed to establish a 700 fpm descent....I believe this is tied in with a standardized descent rate for instrument approaches or the glideslope or something? (not being a pilot I'm not real sure about this).....went on a test hop one time when I was working for Atlantic Aviation in LGB and when the guy eased the power back everything was fine, no splits, but when he chopped the power the difference in rpm decay dropped one wing in a BIG hole....good thing we had some altitude and were just testing stuff.

I worked on another MU2 one time, this had -6 engines on it, the pilot was stooging along all temps and pressures normal thinking life was wonderful, looking down at those BIG oil pressure gauges, and one engine chose that exact moment to lose 40 pounds of oil pressure out of a possible 60 pounds.....it took two trips inside the gearbox to find the trouble...there was a roller bearing high speed pinion mod that was done on the early marks and it involved modifying the gearcase and diaphragm and drilling three small holes in an oil gallery as peters for the gearset.

Teledyne down in Neosho, MO had modified the diaphragm some 800 hours previously...busted a drill bit and scragged the three small holes,,,,pulled out the busted bit, patched the gallery with epoxy and tried again....it lasted 800 hours and failed just when the pilot happened to be scanning the panel....needless to say they forked over another diaphragm set without too much persuadin'.


User currently offlineSllevin From United States of America, joined Jan 2002, 3376 posts, RR: 6
Reply 9, posted (8 years 11 months 4 weeks 1 day 4 hours ago) and read 3249 times:

Quoting Dougloid (Reply 8):
If I recall correctly pulling both engines back into flight idle against the stops is supposed to establish a 700 fpm descent....

That seems awfully light on a descent rate at flight idle -- you'd still have 1800 rpm on those props. Not to mention wicked buffeting on the horizontal stabilizers.

Somewhere in my foggy memory is a recollection that you never, ever let an MU-2 get below 20% torque on approach. And that you use about 35% torque plus drag to fly a stabilized ILS approach.

But I could be wrong after almost 10 years.

Steve


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