X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 08 Dec 2014 13:05:29 -0500 Message-ID: X-Original-Return-Path: Received: from COL004-OMC3S1.hotmail.com ([65.55.34.139] verified) by logan.com (CommuniGate Pro SMTP 6.1c1) with ESMTPS id 7324652 for lml@lancaironline.net; Sun, 07 Dec 2014 18:09:56 -0500 Received-SPF: pass receiver=logan.com; client-ip=65.55.34.139; envelope-from=peterpawaviation@hotmail.com Received: from COL129-W19 ([65.55.34.136]) by COL004-OMC3S1.hotmail.com over TLS secured channel with Microsoft SMTPSVC(7.5.7601.22751); Sun, 7 Dec 2014 15:09:20 -0800 X-TMN: [MV/jjS7banRfk5CEzISVX6zQ3GIz/eET] X-Originating-Email: [peterpawaviation@hotmail.com] X-Original-Message-ID: X-Original-Return-Path: peterpawaviation@hotmail.com Content-Type: multipart/alternative; boundary="_7fb3f2bd-e6a1-4a22-91dd-5624aaba9a7c_" From: PETER WILLIAMS X-Original-To: "lml@lancaironline.net" Subject: ACCIDENT -A WARNING IF YOU WILL X-Original-Date: Sun, 7 Dec 2014 18:09:20 -0500 Importance: Normal MIME-Version: 1.0 X-OriginalArrivalTime: 07 Dec 2014 23:09:20.0969 (UTC) FILETIME=[D5682B90:01D01272] --_7fb3f2bd-e6a1-4a22-91dd-5624aaba9a7c_ Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable =0A= =0A= It seems that 19 hours transition into a complex Turboprop is not enough ti= me to launch into serious IFR. In this case it killed the pilot and his who= le family..... In a way it is similar to the TBM that came out of TEB IC= ED UP and was dead within 17 minutes. TOO MUCH AIRPLANE FOR THE PILOT AND HIS SKILL LEVEL The Pilatus PC-12 is a large certified turboprop single. with a Stall speed= of 67 knots Similar to the Lancair 4P Turbine in demands on the pilot. Probably somewha= t less demanding than the Lancair due to the lower stall speed=2C predicabl= e stall=2C stick shaker and FAA certification. I SUPPOSE THAT MY RELATING ACCIDENTS HAS A TWOFOLD PURPOSE. the first is any small addition to caution =2C may save a life. the other is insurance=2C i would like Lancairs to have a better safety record so tha= t we could get affordable insurance. WHERE WERE THE BASIC SKILLS? did he forget=2C or never know "recovery from unusual attitudes" Did he forget "first fly the airplane" WHAT TO DO: 1. level wings 2. check airspeed=2C (adjust power accordingly) 3. level airplane and fly home safely MY PERCEPTION IS=2C =20 THIS COULD HAPPEN TO A low time LANCAIR 4P Turbine pilot. and i don't want that to happen and the Pilatus is more forgiving and easier to fly than the Lancair THE REPORT: An NTSB investigation=0A= determined that a Pilatus PC-12 broke up over Florida not because of =0A= adverse weather=2C but loss of control in instrument meteorological =0A= conditions by a pilot relatively unfamiliar with his recently acquired =0A= aircraft. =0A= The Bramlage family had departed Fort Pierce=2C Florida=2C after a =0A= customs stop=2C and were headed home to Junction City=2C Kansas=2C when the= =0A= trouble began. Ronald Bramlage first flew his 2006 PC-12/47 a month =0A= before the June 7=2C 2012=2C crash that killed him=2C along with his wife a= nd =0A= four children.=20 =0A= Investigators concluded Bramlage=2C who completed transition training =0A= in May 2012 that included ground and simulator instruction and 19 hours =0A= of dual instruction in the aircraft=2C was qualified under the regulations= =0A= to act as pilot in command=2C though =93his lack of experience in the make= =0A= and model airplane was evidenced by the fact that he did not maintain =0A= control of the airplane after the autopilot disengaged.=94=20 =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A= Exactly why the autopilot disengaged (an event recorded by =0A= avionics) in the midst of a right turn to avoid weather ahead remains =0A= unknown. Investigators noted that Bramlage had activated propeller =0A= de-icing and inertial separator during the climb=2C but not the de-icing = =0A= boots. The autopilot disengaged while the aircraft was banked about 25 =0A= degrees right=2C in instrument meteorological conditions=2C and Bramlage = =0A= attempted to troubleshoot the autopilot as the bank angle increased to =0A= 50 degrees and the aircraft began to descend. =0A= The bank angle increased to between 75 and 100 degrees as the =0A= aircraft descended rapidly from 25=2C000 feet in the final seconds of the = =0A= flight. After descending about 10=2C000 feet and reaching 338 knots=97about= =0A= 175 knots above maneuvering speed=97=93the pilot likely applied either =0A= abrupt or full aft elevator control input=2C resulting in overstress =0A= fracture of both wings=2C=94 the NTSB summary states.=20 =0A= Investigators estimate=2C based on logbook and aircraft data=2C that =0A= Bramlage had logged about 755 hours total time=2C the vast majority of it = =0A= in piston singles (NTSB study of the pilot=92s logbook revealed =0A= record-keeping errors) before launching on the flight home from the =0A= Bahamas. By the time he launched his final flight=2C Bramlage had flown =0A= about 38 hours in the Pilatus=2C investigators estimate. He had not logged= =0A= any actual instrument time in the seven years before buying the Pilatus=0A= and obtaining training that included an instrument proficiency check.=20 =0A= Investigators=0A= subpoenaed a student who trained with Bramlage. While this pilot=2C a =0A= retired airline captain=2C had high praise for the training program and =0A= instructors=2C and was reluctant to criticize Bramlage=92s competence=2C = =93when=0A= asked if he thought based on his experience that the accident pilot was=0A= behind the airplane=2C he said he would have to say yes.=94=20 =0A= Bramlage told another pilot=2C who flies a PC-12/45=2C that it took a =0A= long time to perform tasks =93because he does the checklist twice.=94 =0A= Bramlage asked that pilot questions about use of the inertial separator =0A= prior to departure on the accident flight.=20 =0A= Investigators found no evidence that mechanical failure contributed =0A= to the crash. The NTSB ruled Nov. 24 that the probable cause of the =0A= crash was: =93The failure of the pilot to maintain control of the airplane= =0A= while climbing to cruise altitude in instrument meteorological =0A= conditions (IMC) following disconnect of the autopilot. The reason for =0A= the autopilot disconnect could not be determined during post-accident =0A= testing. Contributing to the accident was the pilot's lack of experience=0A= in high-performance=2C turbo-propeller airplanes and in IMC.=94=20 demands on the pilot. probably somewhat less =0A= than the Lancair due to a lower stall speed and precictable stall =0A= characturistics. PETER = --_7fb3f2bd-e6a1-4a22-91dd-5624aaba9a7c_ Content-Type: text/html; charset="Windows-1252" Content-Transfer-Encoding: quoted-printable
=0A= =0A=

It seems that 19 hours transition into a complex Turbop= rop is not enough time to launch into serious IFR. In this case it killed t= he pilot and his whole family.....  =3B =3B In a way it is similar = to the TBM that came out of TEB ICED UP and was dead within 17 minutes.


TOO M= UCH AIRPLANE FOR THE PILOT AND HIS SKILL LEVEL


<= /font>
The Pilatus PC-12 is a = large certified turboprop single. with a Stall speed of 67 knots=


Similar to the Lancair 4P Turbine in demands on the= pilot. Probably somewhat less demanding than the Lancair due to the lower = stall speed=2C predicable stall=2C stick shaker and FAA certification.


I SUPPOSE THAT MY RELATING ACCIDENTS HAS A TWOFOLD PURPOSE.
the first is any small add= ition to caution =2C may save a life.
the other
is insurance=2C i would like Lancairs to have a better safety record so t= hat we could get affordable insurance.


WHERE WERE THE BASIC= SKILLS?
did he forget= =2C or never know "recovery from unusual attitudes"
Did he forget "first fly the airplane"<= /b>


WHAT TO DO:
1.= level wings
2. check a= irspeed=2C (adjust power accordingly)

3. level airpl= ane
and
<= b>fly home safely


MY PERCEPTION IS=2C =3B=

THIS COULD= HAPPEN TO A low time LANCAIR 4P Turbine pilot.
and i don't want that to happen
<= font style=3D"" color=3D"#008A17">and the Pilatus is more forgiving and eas= ier to fly than the Lancair




THE REPORT:




An =3BNT= SB investigation=0A= determined that a Pilatus PC-12 broke up over Florida not because of =0A= adverse weather=2C but loss of control in instrument meteorological =0A= conditions by a pilot relatively unfamiliar with his recently acquired =0A= aircraft.
=0A= The Bramlage family had de= parted Fort Pierce=2C Florida=2C after a =0A= customs stop=2C and were headed home to Junction City=2C Kansas=2C when the= =0A= trouble began. Ronald Bramlage first flew his 2006 PC-12/47 a month =0A= before the June 7=2C 2012=2C crash that killed him=2C along with =3Bhis= wife and =0A= four children.
=0A= Investigators concluded Br= amlage=2C who completed transition training =0A= in May 2012 that included ground and simulator instruction and 19 hours =0A= of dual instruction in the aircraft=2C was qualified under the regulations= =0A= to act as pilot in command=2C though =93his lack of experience in the make= =0A= and model airplane was evidenced by the fact that he did not maintain =0A= control of the airplane after the autopilot disengaged.=94
<= b>=0A=
=0A=
=0A= =0A=
=0A= =0A= =0A= =0A= =0A=
=0A=
=0A= =0A=
=0A= =0A= =0A= =0A= =0A=
=0A= =0A=
=0A= =0A= =0A=
=0A= =0A= =0A= =0A= =0A= =0A= =0A= =0A=
=0A= =0A=
=0A= =0A= Exactly why the aut= opilot disengaged (an event recorded by =0A= avionics) in the midst of a right turn to avoid weather ahead remains =0A= unknown. Investigators noted that Bramlage had activated propeller =0A= de-icing and inertial separator during the climb=2C but not the de-icing = =0A= boots. The autopilot disengaged while the aircraft was banked about 25 =0A= degrees right=2C in instrument meteorological =3Bconditions=2C =3Ba= nd Bramlage =0A= attempted to troubleshoot the autopilot as the bank angle increased to =0A= 50 degrees and the aircraft began to descend.
=0A= The bank angle increased t= o between 75 and 100 degrees as the =0A= aircraft descended rapidly from 25=2C000 feet in the final seconds of the = =0A= flight. After descending about 10=2C000 feet and reaching 338 knots=97about= =0A= 175 knots above maneuvering speed=97=93the pilot likely applied either =0A= abrupt or full aft elevator control input=2C resulting in overstress =0A= fracture of both wings=2C=94 the NTSB =3Bsummary states.
=0A= Investigators estimate=2C = based on logbook and aircraft data=2C that =0A= Bramlage had logged about 755 hours total time=2C the vast majority of it = =0A= in piston singles (NTSB study of the pilot=92s logbook revealed =0A= record-keeping errors) before launching on the flight home from the =0A= Bahamas. By the time he launched his final flight=2C Bramlage had =3Bfl= own =0A= about 38 hours in the Pilatus=2C investigators estimate. He had =3Bnot = logged=0A= any actual instrument time in the seven years before buying the Pilatus=0A= and obtaining training that included an instrument proficiency check.
=0A= 3D"TwoInvestigators=0A= subpoenaed a student who trained with Bramlage. While this pilot=2C a =0A= retired airline captain=2C had high praise for the training program and =0A= instructors=2C and was reluctant to criticize Bramlage=92s competence=2C = =93when=0A= asked if he thought based on his experience that the accident pilot was=0A= behind the airplane=2C he said he would have to say yes.=94 =0A= Bramlage told another pilo= t=2C who flies a PC-12/45=2C that it took a =0A= long time to perform tasks =93because he does the checklist twice.=94 =0A= Bramlage asked that pilot questions about use of the inertial separator =0A= prior to departure on the accident flight.
=0A= Investigators found no evi= dence that mechanical failure contributed =0A= to the crash. The NTSB ruled Nov. 24 that the probable cause of the =0A= crash was: =93The failure of the pilot to maintain control of the airplane= =0A= while climbing to cruise altitude in instrument meteorological =0A= conditions (IMC) following disconnect of the autopilot. The reason for =0A= the autopilot disconnect could not be determined during post-accident =0A= testing. Contributing to the accident was the pilot's lack of experience=0A= in high-performance=2C turbo-propeller airplanes and in IMC.=94 =3B
demands on the pilot. pro= bably somewhat less =0A= than the Lancair due to a lower stall speed and precictable stall =0A= characturistics.
=

PETER

= --_7fb3f2bd-e6a1-4a22-91dd-5624aaba9a7c_--