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CRJ Fatal Crashes?  
User currently offlineB777 From Canada, joined Sep 1999, 371 posts, RR: 0
Posted (16 years 3 months 1 week 4 days 23 hours ago) and read 4132 times:

Has there ever been a fatal acident involving the CRJ? Thanks!


3 replies: All unread, jump to last
User currently offlineStarship From South Africa, joined Nov 1999, 1098 posts, RR: 13
Reply 1, posted (16 years 3 months 1 week 4 days 18 hours ago) and read 4057 times:

Yes, there has been one. On July 26 1993 CRJ registration C-FCRJ was lost at Byers KS, USA details below:

Date: 26.07.1993
Time: 13.52 CDT
Type: Canadair RJ100 Regional Jet
Operator: Bombardier
Registration: C-FCRJ
C/n: 7001
Year built: 1991
Total airframe hrs: 771 hours
Cycles: 800 cycles
Crew: 3 fatalities / 3 on board
Passengers: 0 fatalities / 0 on board
Total: 3 fatalities / 3 on board
Location: Byers, KS (USA)
Phase: Cruise
Nature: Test
Flight: Wichita-Mid Continent APT, KS - Wichita-Mid Continent APT, KS (Flightnumber )
The Canadair plane was on a test flight out of Wichita, KS to evaluate flying qualities in a new 8deg. takeoff flap setting and to demonstrate compliance with US 14 CFR 25.177 rules. The aircraft lost control during a low speed steady-heading sideslip test maneuver at FL120. The crew were to end a Steady Heading Sideslip (SHSS) maneuver at a 15deg sideslip, but continued to 21deg. at full rudder. The plane rolled rapidly through 360deg and entered a deep stall. As it descended through 8000ft the captain requested the copilot to deploy the anti-spin parachute, which he complied with. The copilot however, didn't close the jaws (which connect/disconnect the parachute from the airplane) before chute deployment. The chute thus fell free of the plane. Control was not regained and the aircraft crashed and skidded for about 200 yards through several cornfields. PROBABLE CAUSE: "The captain's failure to adhere to the agreed upon flight test plan for ending the test maneuver at the onset of prestall stick shaker, and the flightcrew's failure to assure that all required switches were properly positioned for anti-spin chute deployment. A factor which contributed to the accident was the inadequate design of the anti-spin chute system which allowed deployment of the chute with the hydraulic lock switch in the unlocked position. (When in the unlocked position, the hooks clasping the chute shackle to the airframre are open.)"

S170; Air International September 1993, p.127; NTSB Safety Recommendation A-94-101; AW&ST 02.08.1993 (39-40)

Behind every "no" is a "yes"
User currently offlineFlyf15 From , joined Dec 1969, posts, RR:
Reply 2, posted (16 years 3 months 1 week 4 days 18 hours ago) and read 4038 times:

What is this anti-spin parachute they speak of??

User currently offlineStarship From South Africa, joined Nov 1999, 1098 posts, RR: 13
Reply 3, posted (16 years 3 months 1 week 4 days 17 hours ago) and read 4030 times:

T-tail aircraft are prone to enter a condition known as a deep stall at high angles of attack whereby airflow over the wings masks the effectiveness of the tailplane to such an extent that the elevators become useless. The nose of the aircraft cannot be brought horizontal and the aircraft deep stalls. The deployment of a parachute fitted to the rear of the aircraft, pulls the tail up and drops the nose allowing control to be regained, but then the parachute needs to be jettisoned. The prototype Trident and prototype BAC 1-11 were both lost in deep stall accidents. They were not fitted with chutes. The Vickers VC-10 was fitted with a chute during stall tests. The Boeing 727 does not seem to have suffered from deep stall problems, but in the early days rapid rates of descent were inadvertantly entered into by the crew and a number aircraft crashed short of the runway even though still under full control.


Behind every "no" is a "yes"
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