King Air emergency (video)

RatherBeFlyingInCanada · Tue Feb 06, 2007 3:11 am

looproll wrote:Keep in mind that was their vertical velocity and not necessarily their IAS. It becomes more complex when you look at their change in position as indicated by the lat/long in the log and take into account their groundspeed. After being at 400+ for cruise, it got down to 44KT. Stall/spin?

Good point.

Mig29 · Post by **Mig29** » Tue Feb 06, 2007 8:46 am

Pretty crazey stuff!!
btw...since the windshield cracked...how come they didn't react sooner...I mean, I would have to look at some charts, but reaction time at 20,000' is is quite long (5 min), so I don't know why they passed out so quick??

Anyways...glad they woke up in time and got down safe!

RFN · Post by **RFN** » Tue Feb 06, 2007 2:23 pm

If they were in a spin, the airspeed would have been at or below stall.
Those wings sure look like somebody pulled too hard.
It's common for King Air windshields to spider like that; it's never happened to me, but I understand it comes with a loud "crack". Maybe if one was scared enough and went for the dump switch without actually thinking it through... that's what checklists are for.

ettw · Post by **ettw** » Tue Feb 06, 2007 3:45 pm

Does any one have a direct link to the tv stuff....i've searched the site but appears they have taken it off or buried it.

Thanks,

ETTW

Dust Devil · Post by **Dust Devil** » Tue Feb 06, 2007 4:26 pm

http://www.kfvs12.com/Global/category.a ... v=menu51_2

bobm · Post by **bobm** » Tue Feb 06, 2007 8:24 pm

King Air Survives Structural Damage
On February 2, Super King Air B200 N777AJ survived an uncontrolled descent and structural damage after the inner ply of the windshield cracked at 27,000 feet and the pilots depressurized the airplane and disconnected the autopilot. According to the NTSB, the crew was unable to use the oxygen system and evidently lost consciousness. They revived below 10,000 feet, managed to recover control of the aircraft and made an emergency landing at Cape Girardeau, Mo. The horizontal stabilizer, elevators and wings were severely damaged. The King Air windshield is in two parts with Mylar in between, said the NTSB, and the crack first appeared in the lower corner of the inner layer of the left-hand windshield. Flown by pilot Sheldon Stone and copilot Adam Moore, the turboprop twin left Rogers Municipal Carter Field, Ark., at 8:39 a.m., en route to Shenandoah Regional Airport, Va., after an earlier flight from Arkadelphia, Ark., home base of the airplane. Built in 1998, the airplane is registered to and operated by Horizon Timber Services. The NTSB found that the oxygen system functioned when tested on February 5.

looproll · Post by **looproll** » Wed Feb 07, 2007 12:17 am

The NTSB found that the oxygen system functioned when tested on February 5

It could be that the O2 wasn't put in the Pull on system ready position and could have frozen up at altitude when it was needed. When tested on the ground thawed-out I'm sure it could work as advertised. It's fun to speculate.

cmdt matata · Post by **cmdt matata** » Wed Feb 07, 2007 9:27 am

The fact that they didn't turn on the O2 system before flight, and consequently were not able to use that system when needed, might be because they were poorly trained and never instructed to do so or of the possibility of having it frozen in the air.

Everyone makes mistakes, this one was expensive!
They still did a good job returning safely to the ground. That counts!

ahramin · Post by **ahramin** » Tue Feb 13, 2007 7:11 pm

NTSB Identification: CHI07LA063
14 CFR Part 91: General Aviation
Accident occurred Friday, February 02, 2007 in Cape Girardeau, MO
Aircraft: Raytheon Aircraft Company B200, registration: N777AJ
Injuries: 2 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On February 2, 2007, about 1030 central standard time, a Raytheon Aircraft Company B200, N777AJ, sustained substantial damage during an uncontrolled descent and recovery from cruise at flight level 270. Visual meteorological conditions prevailed at the time of the accident.

The flightcrew reported that they depressurized the airplane after noticing cracking of the airplane windshield. They then donned their oxygen masks but were unable to obtain oxygen from the oxygen system resulting in their loss of consciousness. They later regained consciousness, recovered from the descent, and landed without further incident at Cape Girardeau Regional Airport, Cape Girardeau, Missouri.

The 14 CFR Part 91 flight was operating on an instrument rules flight plan. The pilot and copilot were uninjured. The flight originated from Rogers Municipal Airport-Carter Field, Rogers, Arkansas, at 0939.

On-scene inspection of the airplane noted that approximately 2/3 of the left horizontal stabilizer and elevator were separated from the aircraft and 2/3 of the right elevator was separated but attached at the inboard hinge. The left and right wings were wrinkled. The left pilot windshield outer and inner ply were intact. The inner ply exhibited a shattered appearance with a crack at the lower right hand corner of the windshield. The cabin pressurization dump switch was in the dump position.

The oxygen system worked when it was functionally tested in accordance with Airplane Flight Manual.

looproll · Post by **looproll** » Tue Feb 13, 2007 9:10 pm

they depressurized the airplane after noticing cracking of the airplane windshield. They then donned their oxygen masks

Hmmm, wrong order if you ask me!

bravo papa · Post by **bravo papa** » Thu Feb 15, 2007 5:45 pm

I can't find any flying videos on this site!?

Flyin' Hi · Post by **Flyin' Hi** » Thu Feb 15, 2007 11:07 pm

If you go to the site below, you have to scroll about half way down the page, the heading is emergency landing.

http://www.kfvs12.com/Global/category.a ... v=menu51_2[/list]

flaps40 · Post by **flaps40** » Fri Feb 16, 2007 9:51 am

It still appears from the comments here that some people view this as an emergency decent situation. It is not. That is clearly defined in the POH. To depressurize is required, to a lower diff, to dump cabin NO. To put on o2 masks maybe prudent but not required. What a bungled mess. Why do people make up their own to do lists in situations like this? Why the heck do we even train you in POH procedures if it all goes out the window when the real thing happens. Drill after drill after drill and all one finds is any empty head.

swede · Post by **swede** » Fri Feb 16, 2007 11:35 am

flaps40 wrote:It still appears from the comments here that some people view this as an emergency decent situation. It is not. That is clearly defined in the POH. To depressurize is required, to a lower diff, to dump cabin NO. To put on o2 masks maybe prudent but not required. What a bungled mess. Why do people make up their own to do lists in situations like this? Why the heck do we even train you in POH procedures if it all goes out the window when the real thing happens. Drill after drill after drill and all one finds is any empty head.

Yes... bungled mess indeed. The procedure is: raise the cabin alt. request a descent as required, continue to destination or maintenance facility. Boy! that's a tough one. Instead - they freak out - not pass out cause i wont buy it - dump the cabin - start an out of control descent and exceed Vmo, then the idiots overstress the airplane in the pull out and destroy it. Then they concoct a horse pukey storey to cover their asses. Way to go boys

flaps40 · Post by **flaps40** » Fri Feb 16, 2007 3:42 pm

Oh but didn't you here the news reporters say they still sounded groggy. I agree with you swede. What a donkey show, groggy my arse, maybe scared out of their mind but not groggy. Was a good story though.

oldtimer · Post by **oldtimer** » Sat Feb 17, 2007 11:18 pm

The outer panel on King air windshields will crack alot like a car windshield. It is the abrasion panel. I had one crack on a King Air 350 and a 100. The inner panel will shatter jnto small pieces like the side and rear window of a car. It is recommended that the pilots don smoke goggles to protect their faces from glass splinters. Maintaining 4.6 PSI diff will equalize pressure in flight. Early 200's and B200.s had an oxygen shutoff cable that ran along the roof and was subject to freezing so the procedure was to arm the system prior to take-off. Later B200's and the 300/350 had a cable run under the floor that eliminated the problem. The crew simply screwed up royally.
You never dump pressurization until you have oxygen flow. Just remember this one golden rule. If you have any problem at altitude, your only chance for survival is to get on oxygen right away. Everything else is secondary. Practice, practice, practice putting on the oxygen masks. If the mask is awkward, just put the facepiece on first and get breathing 100% oxygen. That will give you the time to take your glasses off, take your headset off, install the mask properly, get your passengers on oxygen, establish communication and then decide what to do. But for Christ sake, get on oxygen right away. If the boss wants to save $5.00, @#$! him, snag the oxygen system so he has to fix it. A leaker can be just as deadly. This is one of the most important but mostly overlooked systems in the airplane. Your life will depend on it so make sure it is working and you know how to use it.