N690LS Rockwell Commander 690B Down- Wisconsin
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- เผยแพร่เมื่อ 7 ก.ย. 2024
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It just came out of "maintenance"...O boy. That's so sad. RIP to all.
The 690 weak spot is the tail, There have been a few get bent real bad and easy. One 690 I few had the empennage twist 15 deg. it was flying thru some weather hit some bumps and it bent. The FAA was on board during a check ride when it happened. The factory replaced the compete tail section from the baggage area back. The VA on these planes is slow if I remember right it's down about 145 kts and with this history it was a a speed I would shoot for if there were any bumps. The rudders are so big on these it is also easy to over stress the tail if you step on a rudder to hard at higher speeds. Then the spar problem was a dissimilar metal issue they put stainless steal next to aluminum and the corrosion would start. Corrosion is very hard to see sometimes it will start inside the metal and work it's way out and by that time it could be to late. Same sort of thing with the C130 and older plans. Great planes but the older they get the more the eyes need to be looking at everything...
As much as I love learning from your channel, my heart always sinks a little when a new video pops up. That new piece of knowledge often means somebody paid dearly.
Keep up the good work sir.
At 14 years old my bush pilot Grandpa and I had to sit waiting in the 690 at Talkeetna until the bears finally got away from the plane and let us preflight. The rear seats were out because we were taking a big long black bag of something to Anchorage. My task was to sit down back there on the floor with it making sure it stayed put. As I recalI there were no cargo straps so I ended up sitting/lying on it when the ride got bumpy. At the ramp in Anchorage a hearse pulled up to us, which seemed pretty weird....why would they have funerals at an airport? I then performed the world's fastest emergency exit from a Turbo Commander while peeing my pants at the same time.
Mr.Dunnig....that's the best story I've ever heard......thank you for sharing it with us....
Best regards......Rudy
@@rudyramos5911 Thanks Rudy, this channel deserves it!
Lol, A quintessential Alaska flying experience. When I sold the Old 680W Commander (The First Turboprop Commander) the buyer came to Oregon in a DC-3 he just bought out of Alaska.
I was speaking to the young ATP/Bush pilot flying the DC-3. He said "Do you know anything about these guys buying your Commander?" I asked why, he said they are buying all these odd-ball semi-derelict old airplanes, I just single-piloited this DC-3 that hadn't flown for years, and before that a DC-6 from Alaska, and before that A Paris-Jet to Mexico"
It was a stormy night, and they didn't even bother to test fly the Commander, they just gave me a briefcase full of cash and said they were leaving for Seattle. I reminded them not to pressurize the cabin because of the emergency exit fallen out and had not been properly re-installed. The buyer said: "No problem we always go VFR... Ah what time does the tower close?"
About an hour after the tower closed they left departed down-wind to the south and went VFR into IMC conditions.
A few weeks later I got a visit from two FBI agents wanting to know what my airplane was doing on a beach in Venezuela. I showed them the sales order and copy of the FAA Bill of sale, and they described the buyers perfectly. I said "Yup that was them" and the story of the delivery. One agent showed me pictures of my old bird on a beach in very good condition with the brand new interior and pressurization system removed to make room for "Cargo.
Apparently, the new owners ran short on fuel, did a wheels-up water landing and managed to beach it near a small town. The agent said the Venezuelan government wanted to know if the owner wanted to salvage it or abandon it , and as I was still the registered owner I could claim it after some government fees. I said I had no interest in salvaging it. I heard it was repaired and put back into service.
Ha ha! Great story!
@@jackoneil3933 lol "we always go VFR"... so are there a bunch of guys zipping around here with their transponders off? Also I think you made the right decision to not repossess what the Cartel had just paid for :)
I live on property that borders the Rhinelander airport. As stated by Juan, the weather was clear blue bird skies with very light winds. After departure, the aircraft headed northeast for approximately 40 statute miles. The aircraft crashed 10 miles east of Eagle River, WI into a heavily wooded/swampy area near Butternut Lake. Eyewitnesses on the local news reported seeing the aircraft descending in a spin with no sign of aircraft control. RIP fellow aviators.
Was the plane still in one piece according to the eye-witnesses?
@@idanceforpennies281 They did not state one way or the other if it was in one piece. They just mentioned an erratic straight down decent.
your username checks out! My parents live on Crescent lake and what a small world this is.
@@DavidDavid-jb1cy I have been on Crescent Lake both summer and winter. Beautiful body of water.
There you go.
Thanks Juan, condolences to the families of the crew. I love the old Turbo Commanders, rugged, solid and stable aircraft. The Spar situation seemed pretty well resolved. Prop Governor failure and loss of control might be a possibility with Garrett engines. A prop abruptly going into beta or reverse at cruise in a Turbo Commander would be tough to deal with. Pressurization systems on older Commanders, can be problematic as well. I also experienced an autopilot servo jam on an old 680w once that was a white knuckle for a while, and the emergency window came loose and fell in one time after takeoff. That was a big distraction but a pilot-passenger managed to get it somewhat back in, in flight.
Thanks Jack!
That's insane
A prop reversal in flight has got to be one of the biggest nightmares out there. The effect is so sudden and violent.
Throwing a prop is another possible cause, right?
@@idanceforpennies281 Ermmm ...nightmare ? Fatal one way ticket to Astral Realm = "game over" ✈
One thing all of us small iron (OK, aluminum or composite) pilots can learn, and my ferry instructor required before fetching my Mooney with me, was to get and read the AOPA Air Safety Institute's book specific to the aircraft, prior to flying it. These books are awesome--they are a collection and analysis of crashes of the aircraft type by phase of flight, ADs, and such, so you can absorb the data and apply it to your own flight briefing (or self-brief) and training objectives. For example, most Mooneys meet their demise in landing phase float or pilot-induced landing oscillation then front gear failure, due to the gear design, lack of drag devices (unless equipped with speed brakes) and the wing's performance in ground effect. What this taught me prior to becoming a Mooney owner was airspeed control (energy management) on final is absolutely a must, and even more so when the runway is short or winds are gusty. No knowing if this Commander accident was pilot-induced in any way, but knowledge of where others have failed in the seat you now occupy is extremely valuable.
Juan, thanks for the coverage. RHI is my home field, and the plane went down about 30 miles from my house. Tragic news for sure.
RIP, to the 3 who were in the aircraft.
Thank you for the information, Juan.
seems like I remember that they have had continuing spar problems even after the spar crack AD. (just not as many) So just being in compliance with the AD might be a over-simplification of the spar problem.
Back in my early days as a young A&P and pilot in the late 70s, this was my airplane of choice should I ever became financially able. Not sure when that wing AD came out but over the years, I still was looking up for the airplane, though the engines and props are probably the loudest in the world. The late Bob Hoover flew the piston version, think it was a 500 model, for so many years, though the maintenance probably was top notch on that airplane, given his stunts, this 690B noted here in this video, does sound like a structural failure of some sort, given the preliminary facts you noted. This company liked classic turbo props owning Conquests and this lost Aero Commander. Let's pray for the families left behnd.
I recall an AD on the wing spar strap having corrosion due from dissimilar metals. Those should all have been replaced by now. Sorry to hear of the loss of that crew.
Local news reports locate the scene of the crash as being approximately eight miles east of the Eagle River, Wisconsin airport. That’s a nice, long paved airport that accommodates biz jets used by people who have second homes in that part of northern Wisconsin. And the Land O’ Lakes airport, some 15 miles north, has an even longer runway. The point being, if that pilot could have flown that plane anywhere without power, there were two nearby airports with runways that could have easily accommodated it.
Exactly. I suspect we’ll learn the crew no longer had an airplane that could be flown.
@@FlightData101 JFK Jr's plane dropped around 4,700 fpm when they hit the water. 21,000 fpm is a lawn dart like as if it had no wings attached.
I have a story about two Pilots in a freighter turbo commander like this that tried to kill us. I was sitting on a big box of Carburetors just behind the cockpit at cruising speed when they did something with the prop levers, it was like the thing lost 50 MPH of speed in a second. I kept going forward and impacted the throttle quadrant and my head hit the windshield. They pulled me aft and pulled the controls back to normal flight, and asked me not to make this public. This was a Bard Air plane out of Detroit city Airport back in the 1980's.
Spent a good chunk of my youth in one of those phenomenal airplane ... Condolences to families of the airman .
JUAN, THANKS, one of my faves, but never in a turboprop model,, thanks, because had NOT heard of the case prior RIP CREW, condolences to their families 🇺🇸🇺🇸🇺🇸🇺🇸
"Should have been in compliance. ..."
The events you describe are consistent with Commander outer plane failures - panels break up and backward over aft canoe fairing.
UNLESS the main spar is renewed, this is inevitable. Not why, but WHEN.
As with Piper & Cessna fatigue & corrosion induced fatigue/failure, "visual inspection" @ routine maintenance MAY NOT REVEAL itself.
Thanks again Juan. Our local news outlets here in Wisconsin had very few details. Had to wait for you to help fill in the blanks. Very sorry to hear about this.
Thanks Juan. Us Wisconsin pilots appreciate the coverage.
Hate to hear of another small plane accident. We had a small plane to go down in West Virginia Sunday with the loss of all three aboard.
Lansing WV - I used to live there years back
I’m in West Virginia . Darn. I didn’t hear about that. I’ll look into it.
This is especially sad for me. I did a lot of hours in an Aercommader here in South Africa during the '80s.
I know the Aero Commander 500 Shrike had a problem with dissimilar metal corrosion. The original wing (520-680) spar was an "I' beam made from an aluminum spar with a aluminum T fitting at the top and bottom forming the "I". On the Shrike they wanted a gross weight increase and made the spar cap, T fittings out of stainless steel. This caused the spar to deteriorate from the aluminum and stainless corroding each other.. If I am not mistaken, the 500S is banned in Australia because of an accident regarding this.
I don't know how this would exactly involve the 690, but certifications are usually piggy backed off of previous models. Most of the difference between a 500S and Turbo 690 is in the fuselage not the wing.
I used to do aerial survey work, flew around in some very tired aircraft.
As the pilot who flew high cover for the search for this aircraft, and after seeing the FlightAware data and hearing the eye witness account that the aircraft made erratic maneuvers before flying straight into the ground, I'm leaning more towards the pilot having a medical event in the cockpit. I'd be surprised if the NTSB doesn't find the aircraft debris field is all contained in at the crash site. Thanks for the information. I look forward to your update on this accident.
Like a post vaccination coronary?
Clearly it is way too soon know but this reminds of a seaplane that lost a wing over Government Cut down in Miami. There was nothing the pilots could do. The seaplane dropped like a stone from about 2,000 ft. I was in South Beach at the time and witnessed that tragic event.
May the affected RIP.
I think that was an old refitted Grumman Goose from the late 1940s. A tragic event but unrelated to this one.
Chalks ocean airways
Chalk’s accident was horrifying.
@@Cwra1smith Agreed that the specific issue (salt water corrosion of the wing structure) is not related here, but in a general sense, as Juan indicates, the nature of the accident does suggest a catastrophic structural/mechanical failure, which would be similar to the Chalks accident.
I think that seaplane wing loss was a plane I had seen in a previous movie...was it that James Bond movie with Roger Moore?
Thank you for your coverage . We had a Grand Commander which is my all time favorite comfortable plane plus I worked for NA Rockwell. Flew with Hoover in the Shrike. I picture this pilot falling forward so it went down and no one could get him off controls and able to get out of the dive.
How would you explain the extreme slow down from 215 kts to 125 kts?
Since the Commander slowed to 125 knots from 215 knots in level flight, I wonder if they heard or felt something starting to break or give way. Slowing down would be a natural response to lower the stress on the airframe. And after slowing down, the aircraft went ahead and had a catastrophic failure of some sort? I hope a cause is found quickly. So sad.
The Commanders are good looking airplanes and are very stable platforms. Dan Gryder at Probable Cause flew a Commander for quite a while several years ago, so he’ll probably have some good input to add to JB’s excellent report.
I’m in shock at how many airplanes are going down in perfectly good weather this year
Cause…or effect…?
@@blancolirio good point, whatever was happening might have slowed it down before a potential catastrophic failure. Sure wish there was a CVR.
With electronics getting lighter, more reliable and less expensive, do you foresee a low cost CVR option on the horizon for Part 91 to help in these situations? Maybe one that transmits voice data recordings continuously so that a crash resistant black box isn’t necessary? That would also have been great to have with the Malaysia airline accident where they never found the black box or the airplane. Now that Elon Musk is setting up 1,000’s of satellites in his Starlink network, maybe the thorough worldwide coverage would make a device like that feasible
I would say the only thing that would slow an airplane down that much and that rapidly is dropping the gear. So, possibly one or more landing gear failed to up-lock and fell or somehow an inadvertent gear extension.
@@keithhoss4990 dropping the gear won’t slow a 690 down that quickly. We must remember we are talking about ground speed here, not airspeed. The only explanation of a sudden loss of ground speed and the sudden altitude loss is the forward speed turning into vertical speed, which suggests a catastrophic loss of control.
@@FlightData101 If only one of the gear fell or they cam down asymmetrically it could have torn a wing off or sent them into an immediate spin.
Spar Failure was a consideration on some of these models due to the focal point in the centre of the spar as a result of the forward swept spar alignment
Ii appreciate your non-sensationalist, fact based reporting.
Sad deal for those persons..... Having done maintenance on 690's they are a complex aircraft....
One of my favorite birds!!
Bill! SDHS63’
Thanks for your reports sad as they are, awareness of these situations gives all pilots food for thought when going into the wild blue…👍👍
the video of Bob Hoover ripping a A500 shrike is EPIC!
I’ve spent many hours in a 690B and a 980. The Aero Commander is a workhouse aircraft that has logged many tens of thousands of hours across the fleet. It will be interesting to find out the results of the investigation.
My Dad was a draftsman for Aero Commander in Bethany OK, from 1963 to 1972 .
Thanks Juan, especially for the balanced and measured reports that you give. My condolences to the families involved.
What a beautiful airplane.
As a member of this company, I appreciate someone with a understanding of how this all works explaining things. Hopefully if this was an issue with the aircraft, it will be found and corrective action can be taken to protect others who fly the 690.
I flew in an Aero Commander with 4 friends that had their multi engine to Oshkosh for the Fly-In in 2000. It was one of those peak experiences and I vowed to own one someday. Unfortunately today they are getting really long in the tooth and didn’t have the manufacturing standards of, oh, say, a C-47 / DC3 so at this age I would be very wary of going up in one as much as I love them. A high wing twin is a nice way to tour the country from FL12
Let's face it guys, many of our general aviation aircraft are getting long in the tooth as far as age. As an engineer I can tell you that means were going to start seeing things break from stress load cycles, in places were just not use to seeing. Especially in high performance turboprops and a few of the earlier jets like the jet commander. Where as the Learjet wing was designed with 8 spars and can handle like 13 g's because it originally came from a military design from day one, the early turboprop twins are not that way at all. Almost all of them are derived from previous piston powered designs, thus placing added stress and undue wear when powered and flown by a high performance engine like a turboprop. They were never designed to withstand years and years of sudden stops by placing props in beta and shoving up the power, yet we all do it to conserve the damn brakes. Very few, if any were clean sheet designed specifically for turboprop power, speeds, and stresses from the start. Even the very best maintained airframe is subject to this, simply because there are places that just can't be well inspected as frequent or seen as well as we would like without making it completely cost prohibitive. I understand you can't put a value on life, I get that. But for the average guy, you cant do many 600,000 dollar annuals on a 800,000 dollar airplane either. At some point we have to be either willing to say, the value of this one has been safely extracted over the years, and write it off, or prepare to spend 2 to 5 million plus, all over again to completely remanufacture it from the ground up replacing everything load baring in the structure. Not inspect, but replace, just like in a helicopter. Totally cost prohibitive for a 1970's or 80's era aircraft. Couple all this with the fact our materials today are much better than 40 years ago, and newer, more efficient clean sheet designs like the TBM's and the Pilatus, that are actually designed to be high performance turboprop airframes from the start. Suddenly, they start looking pretty darn good, especially with a single engine to maintain, and lower hourly operating cost. How many perfectly serviceable 727's do you think are cut up and recycled a year? Do you understand why? And they were designed from a clean sheet to be exactly what they were. Now imagine bolting those 727 engines on a B-29 airframe and derating them a bit. Would you expect it to effect airframe life? That's exactly where we find ourselves today with these 60's, 70's and 80's era twin turboprops. Truth be told we have, for the most part, been damn lucky so far and that speaks well of our maintenance. But we can only do so much.
That sounds scary… I had a friend die in a 690B back in 1994. VH-SVQ. He came down from altitude into the sea and they never really determined what happened but they suspected icing.
"The aircraft had recently come out of maintenance...'
Probably the second highest cause of aviation accidents right after pilot error...
The stats don’t back that up though.
Actually they do: 66% of GA accidents are due to pilot error while the second highest cause at 16% is mechanical failure. Of the mechanical reasons, loss of power was the main one (over 60%) with the significant number happening right after major maintenance... If you have access to stats that say otherwise please indicate where we can find them as it is always difficult to locate info with that level of detail and granularity.
@@BA-lt2tx engineer/ATPL with 55 yr in industry - agree 100% The stuff I've seen other engineers do (& NOT do). Let alone "events" happening to me whilst sitting at sharp end. ✈
Q: what is "granularity" ?
@@christopherbatty3837 I had to look it up...granularity | ˌɡranyəˈlerədē | noun 1 the quality or condition of being granular. 2 technical the scale or level of detail present in a set of data or other phenomenon: the granularity of this war is not the sand that covers most of the country, but these details that have proved so elusive.
@@dsawn1000 He was being ironic!
As a student pilot, i watch these religiously. i’d give anything to be a more safe pilot.
Learn to use the rudder.
Do NOT take TOLD data for granted ever. Make it a routine on every flight, I don't care if you're in a Cessna on a 15,000 ft runway.
@@joestalin5438 Don't suffer from "dead" feet. Get a tailwheel endorsement.
Yes we too have a Commander based lead Robert A, showed us what pwr management that Bird did w/o Pwr.plants my nickel in the grass leans toward airframe..sad for the effected families.
Affected
Video from TV station WAOW has interview with “camper who recalls moments before plane crash.”12 hours ago.
One crashed in Thunder Bay a couple of months ago.
Thank you for making this video and please make an update if anything new becomes available. One of my close friends was on this plane. Truly a loss for all.
Wonder if this was the plane I saw at KMPI Mariposa-Yosemite back in the late 90's. We had just tied down the 172 when a Commander landed and taxied over to the transient parking area.
The MMTS(More Money Than Sense) Owner/Pilot taxied down a dead end row that clearly had no open slots to park. Finally realizing he was in a dead end, he redlined the right engine and physically bounce and hopped the plane around a left 180 in order to get out. Had to have been very hard on the airframe and the engine.
We talked with him and his girlfriend while waiting for our respective rental cars and he was (God Help Us) currently getting checked out in a CJ3 he had just purchased.
More "cen$s than sence" has become a reality as the million air class increases.
Was talking/texting to a friend who lives near the accident and this was his response
Co worker of wife at the Marina saw it falling. He was at Franklin Lake boat landing, heard it flying nearby but wasn't watching it...until he heard a loud "pop", then no more engine noise. When he looked up it was corkscrewing down in a nose dive, silent. He watched it all the way down, heard it hit. He said there was no fire or smoke, no big "explosion".
A sad event....thanks Juan and we will all wait for more news..
That's sad. I feel for the crew and their families. I've got some experience with Commanders (with the Garrets) and never really liked them much.
Thanks for covering this. Look forward to updates when you can.
3 dead Monday in Fayette County, West Virginia... Beech C23.
When I used to fly 690As you could drop down at 6000 fpm with power back and props flat maybe a runaway prop
The plane also has basically one fuel tank that all drain into
That's very fast. I don't hit that rate in the bottom of a loop in my Pitts Special. JFK Jr's plane dropped around 4,700 fpm when they hit the water. 21,000 fpm is a lawn dart like as if it had no wings attached.
Dear Lord, please embrace and comfort the families of those lost in this tragic accident.
AMEN,,,,,PTL
I see that the NTSB has still not issued a final report or PC on N690LS.
My first thought if it wasn't clear air turbulence, then if a prop blade came thru the fuselage you would have three immediate actions necessary.
Aircraft Control, descend to lower altitude and reduced airspeed.
A possibility the pilot incapacitated by blown windshield and decompression.
Condolences to the families. I hope that the NTSB will do a good job investigating this tragic loss.
Thank you Juan for your report being a pilot I watch a lot of these to learn. Its Sad when this happen for general Aviation, these Accidents my condolences to the Families involved.
Oh my goodness Juan.😟
Condolences to all involved.😪
Thank you, Juan. Appreciate this update. You're the best !!!!
Always interesting, Juan. Thanks from Amsterdam
Hi Juan, I am not familiar with the specifics of this accident other than what you have mentioned here but the sudden rapid descent sounds familiar of another 690 involved in the SeaView air disaster here in Australia back in 1994. The Seaview aircraft had also been received from maintenance immediately prior to the accident flight. Although it was found gross misconduct from Seaview Air was a factor in the accident and was subsequently shut down, the manner in which the aircraft departed cruise in an almost vertical descent. Apart from the company factors it was thought at the time that a spar could have failed, as the few items found floating in the South Pacific Ocean showed signs of fire.
A graduate of the school I flight instruct for was on board. Thanks for the great breakdown.
Thanks, Juan for your report. I was wondering if you had heard anything about: Piper PA-28R-200 Cherokee Arrow II, N3906X: Fatal accident occurred September 22, 2021 in Page, Coconino County, Arizona. Jim Peterson was a big part of the community at San Martin (E16) airport. I'd appreciate any information you might have. Thanks! ~James
Seriously... this really looks like a wing folding up
in mid flight.
Be about the only thing that could cause that abrupt of a drop, at least I’d think.
15,000 feet in less than a minute.. I think if one wing folded, it may spin like a maple leaf, and come down a little slower than that.. a tail coming off would have the nose drop straight down and 15,000 fpm would make more sense to me. For reference, a skydiver in free fall is 120mph or 10,000fpm..
Gear not up-locked and fell or an inadvertent gear extension - possibly a passenger in the co-Pilot seat playingTommy Toggleswitch
@@keithhoss4990 hour could the gear “not uplocked and fell” cause a plane to come down at 15,000 feet per minute or more?
@@keithhoss4990 No! Gear extending at high speed would only damage the gear components....not cause a wing or tail to come off.
My condolences
Praying for the family. Very sad to hear about the crash.
Thank you Juan - yet again your analysis/evaluation/reporting is spot on.
Hey Juan, have you ever thought about being an aircraft accident investigator for the NTSB. Your knowledge and passion would be an asset in this field!
Not as much fun as flying!!
If there was recent maintenance, what was the last items worked on? I've had equipment failures in a Nuclear power plant just after maintenance staff had completed "preventive maintenance". Found that maintainers did not have a procedure to re-assemble complex equipment.
Good report as always. An upset/loss of control?
This was a 690B was auto feather on the 331-5-251/252? Catastrophic engine or component failure?
Nice looking aircraft. I flew in a Aero Commander (probably piston engined) once in the 70's, I'm a little surprised they're still around.
There a great airplane in the fact that if you lose an engine the other engine at full power detail can still keep that airplane straight and flying one of the few that is designed that way
As usual, excellent report. Hopefully, the cause will be forthcoming quickly. RIP.😥
Always an excellent synopsis without the typical wild speculations. The "4 corners" will indeed be telling.
N844CH is currently north of lake Isabella in a holding pattern doing
Hey Juan, your example aircraft 2:06 used to be one of our program aircraft at Airlift Northwest hence the N number. I think it's safe to say that most if not all of our crews don't miss those airplanes for nothing. I don't know their true history but the bottom line is they are very old.
This sucks to a high extent for all involved. One of the pilots-in-training was a recent SIU grad, and my son is in the same program, a year behind the guy who perished. His instructors and faculty, and some students who knew him are in a state of shock. Time-building is inherently dangerous in that phase when you're working in smaller GA aircraft before you get into airliners with more thorough maintenance programs. It sounds like a sudden and extensive mechanical failure, but I guess we'll find out if all of the aircraft is in one place. I imagine the worst feeling as a pilot is knowing that no matter how skilled you are, you can't outfly the problem and your time is drawing to a close.
Condolences to the families left behind. Why would someone thumbs down this video? I've always loved the Aero Commanders, from the day in 86 I watched Bob Hoover at Reno do his routine to my time in A&P school where we had one to work on. Once again, thoughts go out to the families.
Our volunteer fire department was called to an Aero Commander fatal crash in rural Lee County. Having been an Air Force pilot, I looked at the visual clues with a Southwest Airlines pilot, a friend of a friend. To the point, the plane had been in used for aerial surveying with a large console behind the pilot who had 10,000 hrs in this particular airplane. Two years later the NTSB report concluded the aircraft lost one engine and could not sustain
altitude with the remaining engine. It impacted contour plowed terrain and was severely damaged. We observed that the console broke loose forward into the front seat area. Though not specifically saying so, the report indicates the airplane was over single engine flight capability which resulted in the crash. How could this have occurred? Are there no weight and balance checks of airplanes in this operating category?
Thanks JB. Sad news. R.I.P. those involved.
Is that Cap'n PiP to your right over your right shoulder? Best regards to him and your family.
Take care and fly safe. 🖖🏼🤟🏼
Theyre used here in alberta as bird dogs for the air tankers also.
I have loved the lines of those as long as I can remember. I always wanted one
Tragic, all our prayers.
Hey Juan,
We just lost one of these in Australia VH-HPY flying as BDOG370 in a fire fighting operation in North Queensland.
Scary that it’s in near identical circumstances to this aircraft but was a 695A.
Was cruising at 28,000ft then shows a vertical decent rate of up to 17,000ft a minute on the adsb data, indicating a possible inflight break up.
Sadly 3 lives were also lost.
Would be interesting to hear your thoughts on this.
I'm hearing a of talk about eyewitnesses hearing sputtering engines... on a turboprop. Could this be aerodynamic flutter from overspeed (or "overspeed" on damaged parts like wing panels coming detached), with the subsequent loud booms from unfeathered props at those speeds?
I would agree. That decent rate is consistent with a mid air break up or maybe a loss of elevator or rudder control. Your theory on the directive about the wings will likely come true, it wouldn’t be the first time a plane crashed when an air worthiness directive was never carried out.
We have 2 commanders normally servicing here in #767🇩🇲🇩🇲🇩🇲 usually
Maintenance guys are sweatin' bullets... btw, preliminary report on N560AR is out. Parking brake was set.
It had to be. Nothing else would explain the skid marks and insufficient speed.
Sending Prayers and condolences to those who lost their lives and their surviving families. Is it me or does it appear GA accidents are up?
Ask Jesus
Thank you for your summery.
May our heavenly father bless and comfort the family's and friends of those lost.
My gosh my friend we're losing too many Pilots this ain't good well I hope you're safe and careful and God bless🙏 thanks for the video🛩👍
If anyone knows of any update vids or websites please let me know. My friend was the pilot if this aircraft and I'd like to know more but can't find much
Has anything else came out about this crash?
Actually prayers go out to the families!
thank you Juan
You would think a company with a fleet would have adequately maintained planes, pilot experience might give information. Something like engine failure should not cause an uncontrolled situation unless an inexperienced pilot made a mistake. Tail and wings falling off would explain it, but how likely is that with I assume a maintained plane, and if recently purchased, inspected plane. On a news interview someone said there were engine explosions, I assume a turbo prop engine has jet like turbines that can fail catastrophically with parts doing damage beyond the engine, anything is possible with random catastrophic damage.
There were campers who witnessed the crash. Reports of loud booms and strange engine sounds. Seems like some type of massive air frame failure to bring it down so fast.
Sharing your channel always Jaun when I am able.