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Post by shamus on Jan 10, 2012 15:09:29 GMT 12
Errol, I think there is a mistake in your posting regarding passengers ashes being sent to their home in Asia. There were no passengers aboard this aircraft other than the Free French Officer. Possibly one or two of the American Air Force personel rather than crew. It was the C87 with the Japanese aboard where the ashes were returned to Japan.
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Post by errolmartyn on Jan 10, 2012 16:10:59 GMT 12
Errol, I think there is a mistake in your posting regarding passengers ashes being sent to their home in Asia. There were no passengers aboard this aircraft other than the Free French Officer. Possibly one or two of the American Air Force personel rather than crew. It was the C87 with the Japanese aboard where the ashes were returned to Japan. Don't know quite how that slipped in there (from my entry on the later Liberator Express crash). Have now deleted the offending sentence from my original post - i.e., 'The passengers were cremated and their ashes later returned to Asia.' Errol
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furd
Flight Lieutenant
Posts: 71
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Post by furd on Jan 10, 2012 16:35:01 GMT 12
There is a good description of TECs accident in John Kings Book "NZ Aviation tradgedies and disasters" (I think thats what it is called). The aircraft was doing training circuits early one morning with 5 or 6 crew on board, part of the TEAL training syllabus included an exercise similar to the tactical approaches flown by the RNZAF C130s! (Goodness knows why, but somehow it got in there) The props are set to Beta (neutral pitch) and the nose is pointed hard down - however the airspeed must be at an absolutely exact figure, any slower and there isnt enough momentum to flare for landing. It appears that the aircraft got too slow and the inevitable heavy landing occurred, breaking off the wings and such as a slid down the runway. The crew (which included the company emergency procedures manager) evacuated smartly with only one minor injury (a burnt hand) as a result. The particular landing exercise was removed from the training manual shortly thereafter! If any of you ever take a flight with Mount Cook Skiplanes and you end up in a Pilatus Porter, you can experience one of those beta approaches if you ask the pilot nicely. They sometimes need to use it to actually land in a couple of the tighter spots they land at on various glaciers, although as a general rule they only use those particular landing sites for dropping off or picking up climbers, unless they are specifically asked to land there as part of a sightseeing flight. However, they often carry out a beta approach to Mount Cook Airport if requested and it is actually a HUGE thrill. However, I imagine carrying out a manouvre like that in an airliner such as a Lockheed L.188 would be rather bizzare. kiwithrottlejockey- your ref to a manouvre like that such as a lockheed L188 is obviously a ref to the TEAL Eectra loss at Whenuapai in 1965. That was not a power lever Beta selected approach; the power levers were reduced to flight idle with the props remaining in the alpha (100% rpm variable pitch) range. There was never a procedure to select Beta (a ground selectable/pitch selectable range) in flight. In the flight mode to be able to lift the power levers up and into the beta (ground) range required a break force of 15 lbs per inch per power lever. ( I should add that I had (have) a L188c type rating and operated the type for some years with Air NZ). During my time on the C130 for Tactical flying, particularly in Vietnam the power levers were reduced to near or at flight idle only and not in the beta range. I doubt very much that has changed in todays operation of the aircraft however I stand to be corrected by the newer generation who have operated the aircraft in more recent times.
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Post by ErrolC on Jan 10, 2012 16:50:29 GMT 12
Errol, you can edit your original post (to minimize the chance of someone doing a copy-and-paste to elsewhere at a later stage, and missing the correction). You can use strikethrough tags rather than deleting if you prefer.
the other Errol :-)
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Post by errolmartyn on Jan 10, 2012 20:08:39 GMT 12
Errol, you can edit your original post (to minimize the chance of someone doing a copy-and-paste to elsewhere at a later stage, and missing the correction). You can use strikethrough tags rather than deleting if you prefer. the other Errol :-) Thanks ErrolC. I'd overlooked that possibility but have now modified the post accordingly. Errol
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Post by chinapilot on Jan 10, 2012 20:47:51 GMT 12
With reference to Col Hobb...judging by the number of hours he had he must have done some interesting flying especially with the cut backs in the depression ridden 30s.
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Post by Dave Homewood on Jan 12, 2012 10:21:28 GMT 12
Welcome to the forum Kelly. It is interesting to have a descendent of the captain of the B-17 that was involved in that famous and tragic crash here on the forum. I hope you manage to learn some new pieces to the puzzle. Also if you have other information on him and his crew and his flying career, we'd definately be interested in hearing it too. You may possibly pick up some snippets from the long thread on B-17's in NZ too, here: rnzaf.proboards.com/index.cgi?action=display&board=general&thread=6580&page=1
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