Those Crazy Sweedish Dash Drivers! (gear collapse)

[BoilerUP]

We are talking about basic airmenship here, not procedural errors.

To me, basic airmanship is not adding a second, unnecessary emergency to a first.

But WTF do I know, I just fly a shiny jet...:blush:

 

[The_Russian]

All the other stuff that Russian is saying about rigging Hyd systems and disabling spoilers is just crazy talk.

Can you explain the systems to me then? Why can't they run a standby hyd on batt or APU? Do they even need hyd to complete the landing? Why can't the spoilers be disabled from deploying?

 

[Booker]

If you shut down both motors, you will have no rudder. You will also only have enough brake accumulation for 3 pumps on the brakes. If I remember right, there are no electric hydraulic pumps, so if you lose both engines you are SOL, so to speak.

There are two electric standby hydraulic pumps on the 1/2/3. I can't remember if they're available in essential power, though. And for The Russian, on the 1/2/3, the APU is WOW-switched for ground ops only. You couldn't light it in flight if you wanted to. But anyway, I don't think any of this matters until a 400 driver comes on here to clarify the extent to which that series is similar to the earlier models.

 

[The_Russian]

BTW, I could not find the information to support this statement. Somehow I got confused in my debate and threw this one out there. It is by no means the truth. However, I still stand by my other posts.
This was not in either QRH.

Another correction,

The information is in the 1900 QRH to support engine shutdown prior to touchdown. I could not find my QRH for the E120 but I assumed it would say the same thing. So as of right now:

1900=shutdown
E120=not so sure yet

Sorry for the confusion, I have been pretty busy on another new aircraft.

 

[The_Russian]

There are two electric standby hydraulic pumps on the 1/2/3. I can't remember if they're available in essential power, though. And for The Russian, on the 1/2/3, the APU is WOW-switched for ground ops only. You couldn't light it in flight if you wanted to. But anyway, I don't think any of this matters until a 400 driver comes on here to clarify the extent to which that series is similar to the earlier models.

Can you run the hyd off of standby power? If so, these guys could have had brakes and still shut down the engines.

 

[The_Russian]

To me, basic airmanship is not adding a second, unnecessary emergency to a first.

But WTF do I know, I just fly a shiny jet...:blush:

How about a second emergency due to fire, loss of control, and passenger injury from flying pieces of prop? I would rather skid it in on no engines.

 

[328dude]

Ok, so I get a bug up my butt and call and old instructor guy I know in Montreal that taught me in the CRJ and asked him about this crash. Here's the thing. The gear collapsed rearward. The gear is designed to collapse forward if it is going to collapse. By design, if the gear collapsed like it was designed, there is enough distance between the radius of the spinning prop and the ground when the aircraft falls on it's wing. The Dornier 328 was also like this. Even if it collapsed, the wing would hit first thus clearing the prop. This of course is strickly based on landing on a runway. Any other surface, clearance can not be anticipated.

Now since the gear collapsed the wrong way, all bet's were off. If the gear would have collpased the correct way, he feels that they would have stayed on the runway sliding on the wing and the prop never would have hit the ground. Once the prop hit, this is what sent them into the grass.

They don't know why, but they sent investigators to SAS to inspect the plane and find out what caused it to fail the wrong way. He did say, the crew followed everything to a "T" and there was no way to know that the airplane would not have failed as designed.

This is not the first of gear problems with the 400. Other failures hav occured, but non which resulted in prop strikes since they failed like designed. Also, since the props are composite, they are designed to shatter at impact. The prop shield on the fuselage is made of a 6-layer carbon fiber material that will stop the blade from entering the cabin. It will not stop it from piercing the cabin itself however.

Just FYI

 

[GuppyWN]

Shut the engines down? And give away all that reverse thrust (prop) on the good engine? I don't think so.

Gup

 

[Captzaahlie]

Ok, so I get a bug up my butt and call and old instructor guy I know in Montreal that taught me in the CRJ and asked him about this crash. Here's the thing. The gear collapsed rearward. The gear is designed to collapse forward if it is going to collapse. By design, if the gear collapsed like it was designed, there is enough distance between the radius of the spinning prop and the ground when the aircraft falls on it's wing. The Dornier 328 was also like this. Even if it collapsed, the wing would hit first thus clearing the prop. This of course is strickly based on landing on a runway. Any other surface, clearance can not be anticipated.

Now since the gear collapsed the wrong way, all bet's were off. If the gear would have collpased the correct way, he feels that they would have stayed on the runway sliding on the wing and the prop never would have hit the ground. Once the prop hit, this is what sent them into the grass.

They don't know why, but they sent investigators to SAS to inspect the plane and find out what caused it to fail the wrong way. He did say, the crew followed everything to a "T" and there was no way to know that the airplane would not have failed as designed.

This is not the first of gear problems with the 400. Other failures hav occured, but non which resulted in prop strikes since they failed like designed. Also, since the props are composite, they are designed to shatter at impact. The prop shield on the fuselage is made of a 6-layer carbon fiber material that will stop the blade from entering the cabin. It will not stop it from piercing the cabin itself however.

Just FYI

Not to knock heads with you slim, I wanna be YOUR gear b!tch one day at SWA but........

If the gear is not straight up and down the prop will hit the ground.... there is no way (zilch) you can have prop clearance with a dash dragging a wingtip. The dash 8 already has a special debris exemption because the prop is so close to the ground. The over center locking mechanism on the main might let it collapse forward but physics in this situation would not let it fall fwd, you got some weight moving forward right ? (the mass of the A/C touching down and rolling fwd, it will push the gear back ward regardless of how it's hinged. Food for thought it does retract rearward during normal ops.) Even if the gear did collapse fwd. the gear itself would stick into the prop arc. It goes against the checklist but the no. 2 prop could have been feathered on very short final with the engine still running to maintain the #2 hyd services off that side but you are declaring yourself a test pilot and could be hanging yourself (is this good judgement?) if everything was normal during the landing........
It's a tough call, glad it's a well built (strength wise) machine it kept the people relatively safe and sound.

 

[328dude]

Like I said, I'm no engineer, just passing what the Canadians said.

"Talk amongst yourselves".

With an attitude like that and your total disregard for authoritie, no need to apply here".