poadeleted3
Pattern Altitude
- Joined
- Mar 2, 2005
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I came across an accident report in the Air Safety Foundation's database that I thought might make for interesting discussion. A pilot had engine trouble en route and is vectored to an airport. At the airport he flies the approach too fast, and on rollout realizes he is going to overrun the runway. He chooses to try to go around, even with a sick engine. He doesn't make it, and crashes.
Now me, once I've got the plane on the ground, there is no way I'm taking off again, especially with a sick engine. If I realize I'm going to overrun, I'll slow down as much as I can before I hit anything, and the insurance company just bought themselves a plane. Would ya'll try to take off again with a sick engine, or keep it on the ground?
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20040622X00845&key=1
NTSB Identification: MIA04LA097.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Monday, June 14, 2004 in Crystal River, FL
Probable Cause Approval Date: 3/30/2005
Aircraft: Gulfstream American AA5B, registration: N4516V
Injuries: 4 Uninjured.
The pilot stated that he was en route to Athens, Georgia, and the airplane was in level cruise flight at 8,000 feet, when all of a sudden the engine started running roughly. He stated that he was unable to maintain altitude, so he declared an emergency with FAA Jacksonville Air Route Traffic Control Center, and was given vectors for Crystal River Airport, Crystal River, Florida. He stated that he flew the subsequent approach to a forced landing with too much speed, and was unable to stop the airplane on the runway. As he was nearing the end of the runway, he stated that he thought he had enough power to execute a go-around, but as he was attempting to do so, he was able to avoid the fence, but collided with some trees. Post crash examination of the airplane's engine showed no compression was noted in the No. 3 cylinder. Further examination revealed that the No. 3 cylinder exhaust valve head was missing and that the cylinder head and top of the piston had incurred mechanical damage. The center electrode of No. 3's upper spark plug showed evidence of physical contact, and was found pushed against the side electrodes. Two pieces of metal appearing to be pieces of the valve head were found in the exhaust system. According to information obtained from the pilot, the engine had accumulated a total of 1,547 total flight hours since overhaul, and 56 flight hours since its last annual inspection, which had been conducted in October 2003. The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The failure of the number three cylinder exhaust valve which resulted in the partial loss of engine power. The pilot's misjudgment of speed and distance resulted in an overrun of the runway.
Now me, once I've got the plane on the ground, there is no way I'm taking off again, especially with a sick engine. If I realize I'm going to overrun, I'll slow down as much as I can before I hit anything, and the insurance company just bought themselves a plane. Would ya'll try to take off again with a sick engine, or keep it on the ground?
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20040622X00845&key=1
NTSB Identification: MIA04LA097.
The docket is stored in the Docket Management System (DMS). Please contact Public Inquiries
14 CFR Part 91: General Aviation
Accident occurred Monday, June 14, 2004 in Crystal River, FL
Probable Cause Approval Date: 3/30/2005
Aircraft: Gulfstream American AA5B, registration: N4516V
Injuries: 4 Uninjured.
The pilot stated that he was en route to Athens, Georgia, and the airplane was in level cruise flight at 8,000 feet, when all of a sudden the engine started running roughly. He stated that he was unable to maintain altitude, so he declared an emergency with FAA Jacksonville Air Route Traffic Control Center, and was given vectors for Crystal River Airport, Crystal River, Florida. He stated that he flew the subsequent approach to a forced landing with too much speed, and was unable to stop the airplane on the runway. As he was nearing the end of the runway, he stated that he thought he had enough power to execute a go-around, but as he was attempting to do so, he was able to avoid the fence, but collided with some trees. Post crash examination of the airplane's engine showed no compression was noted in the No. 3 cylinder. Further examination revealed that the No. 3 cylinder exhaust valve head was missing and that the cylinder head and top of the piston had incurred mechanical damage. The center electrode of No. 3's upper spark plug showed evidence of physical contact, and was found pushed against the side electrodes. Two pieces of metal appearing to be pieces of the valve head were found in the exhaust system. According to information obtained from the pilot, the engine had accumulated a total of 1,547 total flight hours since overhaul, and 56 flight hours since its last annual inspection, which had been conducted in October 2003. The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The failure of the number three cylinder exhaust valve which resulted in the partial loss of engine power. The pilot's misjudgment of speed and distance resulted in an overrun of the runway.