How was the air show? Had a chance to process the pictures yet?
-Brian
NightOwl Cat wrote:
Hi Jim, I looked at both last night while I was packing. Don't see anything on either. Going to head out early this morning. Ground's too soggy for on the grass parking this year, so they have rented concrete parking from the former Emery building. A friend of mine sent me pictures from her house that got hit by the tornado. Her ceilings are collapsing in every room while she waits for the insurance company...
Wow...I don't think my Drobo will even recognize that.
Been mostly radio silence from me here for a couple months.
Just about into airshow season for me again. Heading to the U.K. in 2 weeks for a couple days in the Mach Loop followed by Air Tattoo for 6 days, then back to Canada for 4 weeks, then off to Russia for 10 days for MAKS 2019. Trying to maybe squeeze Abbotsford in the middle of all of that. There's an airshow in Saskatchewan about a six hour drive from me next weekend. I just can't bring myself to drive as the lineup is really poor with the exception of the snowbirds and the CF-18 demo...the only exception being the Swiss PC-21's.
Ah well...we'll see...the wife and kids are off to Ontario in a few days to visit the wife's grandfather who went down due to heat stroke two days ago, only to find out that one of his arteries is completely clogged, and he's being taken into toronto in an Ambulance for a bypass...one of the few times that heat stroke could be called a "stroke of luck".
Go4Long wrote:
Wow...I don't think my Drobo will even recognize that.
Been mostly radio silence from me here for a couple months.
Just about into airshow season for me again. Heading to the U.K. in 2 weeks for a couple days in the Mach Loop followed by Air Tattoo for 6 days, then back to Canada for 4 weeks, then off to Russia for 10 days for MAKS 2019. Trying to maybe squeeze Abbotsford in the middle of all of that. There's an airshow in Saskatchewan about a six hour drive from me next weekend. I just can't bring myself to drive as the lineup is really poor with the exception of the snowbirds and the CF-18 demo...the only exception being the Swiss PC-21's.
Ah well...we'll see...the wife and kids are off to Ontario in a few days to visit the wife's grandfather who went down due to heat stroke two days ago, only to find out that one of his arteries is completely clogged, and he's being taken into toronto in an Ambulance for a bypass...one of the few times that heat stroke could be called a "stroke of luck"....Show more →
A busy schedule, have fun! Prayers for your wife's Grandfather, that was a weird bit of "luck". I think Drobo 5D's might recognize that drive. My OWC Thunderbay takes them all which makes it a 96TB array.
When my heater died in November 2012, I figured since they were in there changing out the heating unit, with the a/c unit under thaat, to go ahead and have them replace the a/c as well, as it had been 17 years since it had worked. The contraption outside was labeled Chrysler, if that gives you a clue to the age of the unit.... I went with high efficiency and my electric bill and gas bill have dropped significantly. Gas 50-80 a month during winter. Of course, compared to your house, mine's a shed at 1000 sq ft.
JWilsonphoto wrote:
Man Mike B tipped me off to a great deal on a low time Inspire 2 set up and I was all set to make the owner an offer.............then I came home to a very warm house. Subsequent investigation revealed that we need to replace two of our three HVAC systems so that's a fun way to kiss $20K goodbye.
Brian, air show was good. Gentle drizzle in the morning during photo tour, but not enough to dampen photography. Used manual focus lenses mostly for the static shots. Have only processed static shots so far, and not very many at that. Work has kept me hopping since then.
bkp944 wrote:
Hi Laura,
How was the air show? Had a chance to process the pictures yet?
-Brian
NightOwl Cat wrote:
Hi Jim, I looked at both last night while I was packing. Don't see anything on either. Going to head out early this morning. Ground's too soggy for on the grass parking this year, so they have rented concrete parking from the former Emery building. A friend of mine sent me pictures from her house that got hit by the tornado. Her ceilings are collapsing in every room while she waits for the insurance company...
Normally a river that one can walk across in many areas, The historic "Red River" has an abundance of water flowing through it these days and Texas is unusually green. This image was taken just south of Durant OK from about 500' AGL.
Sad King Air 350 accident at Addison Airport Sunday morning . NTSB says the gear was down when the aircraft rolled. Pretty clear that it was a failure of the left engine and a quick drop below VMC. What a shame:
Does that mean they had the bad luck of experiencing a failure during the worst possible time? Maybe a few seconds later they could have made it on one engine?
I've been AWOL for a while now. I was blessed to inherit my father's negatives from a lifetime of photography. I've been slowly curating the literally thousands of images. There are a bunch from his time in the Arizona ANG that I thought this group might enjoy. I'll post from time to time as I have the opportunity to make a quality scan.
Dad took this photograph in 1950. It shows his squadron's 'Alert' pilots practicing a 'scramble' drill at Luke AFB. When Arizona's ANG was formed, their mission was as a fighter-interceptor squadron. They were initially flying F-51's. The USAF considered Mustang's as "hand-me-downs" from WWII. The USAF primary fighter squadrons were flying jets and had little use for propeller fighter aircraft. Dad took good notes on this image "Ansco 4x5 Super Hy-Ortho Type V Class C Film, USAF KE-12 Camera 4x5, Rodenstock Optar 135mm F/8". I scanned the negative with my Epson V850.
This second image shows what their flight line looked like in 1950. Same technical data for this image.
Does that mean they had the bad luck of experiencing a failure during the worst possible time? Maybe a few seconds later they could have made it on one engine?
Mark
Hi Mark,
The NTSB/FAA are, understandably, being very cautious about releasing details but the chain of events seems pretty obvious. Why the left engine failed completely or at least didn't develop appropriate departure power won't be known for a while, but the the sequence of events and the factors that are known point to a classic VMC event.
The King Air had ten people aboard, their luggage and had just been topped off with fuel for the trip to St. Petersburg. Sunday morning was warm, but not scorching so they had a little density altitude but it wasn't much of a factor. Addison is boxed in by development on all sides, the runway is sufficient in length but not super long and there are medium height office buildings all around the south end so you like to get off the runway, clean up and climb as quickly as possible.
Most likely the NTSB will conclude "pilot error" on this one and I suppose that case could be made, but for any twin there is a tiny window that exists where there aren't many options. The King Air was rolling, reached nose wheel rotation speed, somewhere shortly after that the mains left the ground and the normal sequence is to call "V1" which is approximately 105 knots , "V1" is called "decision speed" because your are at a point where an aborted take off is not an option any longer if you blast through that speed. Next call out is "Vr" where the pilot rotates the nose wheel and waits a split second for "V2" which is flying speed. Right in this tiny window, depending on a lot of factors, a pilot has one option if an engine fails, pull the power on the good engine and land straight ahead. That's a sobering option for a guy behind the yoke of a fully loaded 15,000 pound Beechcraft with 593 gallons of Jet A in the wings but it literally is the only course of action at this unfortunate point.
The cockpit voice recorder indicates trouble with the left engine began 12 seconds before the crash, the pilots said more about the issue 8 seconds and 3 seconds before the audio ended. Witnesses and security camera footage indicate the aircraft rotated and immediately (dropping below "VMC") began a roll into the failed engine. Once the plane stalled and began the roll there were no more options, they were along for the ride unfortunately.
The aircraft hit the hangar inverted or close to inverted with the gear still extended so yes, if the failure had occurred a few seconds later he might have had time to get the gear and flaps cleaned up and had sufficient speed to initiate a go around and a single engine approach and landing. I'm not sure what max landing weight of a 350 is,15,000 pounds I would guess, but they would have been at it.
The NTSB/FAA are, understandably, being very cautious about releasing details but the chain of events seems pretty obvious. Why the left engine failed completely or at least didn't develop appropriate departure power won't be known for a while, but the the sequence of events and the factors that are known point to a classic VMC event.
The King Air had ten people aboard, their luggage and had just been topped off with fuel for the trip to St. Petersburg. Sunday morning was warm, but not scorching so they had a little density altitude but it wasn't much of a factor. Addison is boxed in by development on all sides, the runway is sufficient in length but not super long and there are medium height office buildings all around the south end so you like to get off the runway, clean up and climb as quickly as possible.
Most likely the NTSB will conclude "pilot error" on this one and I suppose that case could be made, but for any twin there is a tiny window that exists where there aren't many options. The King Air was rolling, reached nose wheel rotation speed, somewhere shortly after that the mains left the ground and the normal sequence is to call "V1" which is approximately 105 knots , "V1" is called "decision speed" because your are at a point where an aborted take off is not an option any longer if you blast through that speed. Next call out is "Vr" where the pilot rotates the nose wheel and waits a split second for "V2" which is flying speed. Right in this tiny window, depending on a lot of factors, a pilot has one option if an engine fails, pull the power on the good engine and land straight ahead. That's a sobering option for a guy behind the yoke of a fully loaded 15,000 pound Beechcraft with 593 gallons of Jet A in the wings but it literally is the only course of action at this unfortunate point.
The cockpit voice recorder indicates trouble with the left engine began 12 seconds before the crash, the pilots said more about the issue 8 seconds and 3 seconds before the audio ended. Witnesses and security camera footage indicate the aircraft rotated and immediately (dropping below "VMC") began a roll into the failed engine. Once the plane stalled and began the roll there were no more options, they were along for the ride unfortunately.
The aircraft hit the hangar inverted or close to inverted with the gear still extended so yes, if the failure had occurred a few seconds later he might have had time to get the gear and flaps cleaned up and had sufficient speed to initiate a go around and a single engine approach and landing. I'm not sure what max landing weight of a 350 is,15,000 pounds I would guess, but they would have been at it....Show more →
Thanks for the detailed explanation, Jim. I appreciate it.
Happy Fourth everyone! From a few years ago:
USCGC Eagle. She and the Constitution are the only two commissioned sailing vessels in the US military. My office building is directly behind the first mast, but my window faces to the right. I can see the Old North Church.
USS Constitution salutes the Nation. USS Wasp in the background.
