NASCAR driver and family in plane crash

Kingairer said:
Airborne for 10 min…text recvd from passenger “emergency landing”. Still don’t know who was in left seat. Gear down. Came in low. Recovered some avionics. 30 days til prelim. Runway sits up on a hill and aircraft was significantly lower. 1200 BK, 5mi Vis.

Summary of NTSB statement.
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I hope there’s enough emergency to explain this.
 
Pilot Fighter said:
I hope there’s enough emergency to explain this.
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I hope the CVR was working, it'd give a lot of context regarding what and why. Sadly many times the CVR is sort of neglected, the ULB will get changed on time but in my experience the functional test often gets pencil whipped. I've said it before but I'll say it again, I've walked into a hangar with an airplane on jacks and in the work order one of the tasks is a CVR functional test. I'd walk in a few days later and that task would be signed off. I know that the CVR test (again, it's not a check, it's a test) is signed off and the airplane is still on jacks. The problem is the the CVR test requires running engines. I have no idea who was taking care of Biffles jet but I hope they were meticulous and honest because they are under a big illuminated microscope currently. If they were a pencil factory they're going to be exposed.
 
knot4u said:
I hope the CVR was working, it'd give a lot of context regarding what and why. Sadly many times the CVR is sort of neglected, the ULB will get changed on time but in my experience the functional test often gets pencil whipped. I've said it before but I'll say it again, I've walked into a hangar with an airplane on jacks and in the work order one of the tasks is a CVR functional test. I'd walk in a few days later and that task would be signed off. I know that the CVR test (again, it's not a check, it's a test) is signed off and the airplane is still on jacks. The problem is the the CVR test requires running engines. I have no idea who was taking care of Biffles jet but I hope they were meticulous and honest because they are under a big illuminated microscope currently. If they were a pencil factory they're going to be exposed.
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In Part 91, can’t you choose to let it die?
 
Another thing of note is that it appears in photos that the right baggage door is missing, and considerably different damage is apparent on the right engine.
 
Pilot Fighter said:
In Part 91, can’t you choose to let it die?
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Not if it's still installed. I don't know much about small pt91 airplanes but in my experience if something is installed it can't just ride around inop for decades. Even small airplanes have to get inspected and eventually a yellow "INOP" sticker isn't good enough. If it's not necessary just remove it rather than maintain it seems common in that world (please understand my direct knowledge about these airplanes or their usage is very limited). But the problem is the CVR was installed under an STC, removing it requires at the very least a form 337, you've altered the approved Type Certificate of the airplane. Just ignoring the issue and not addressing it might seem convenient but it's not a good long term plan. I'm a conservative and I prefer to do everything above board, I don't wander into grey areas much.
 
Inverted said:
Another thing of note is that it appears in photos that the right baggage door is missing, and considerably different damage is apparent on the right engine.
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This is the left motor. Is this indicative of a fire pre impact?

Burn.jpg
 
knot4u said:
IMHO, and I am not an accident investigator, that looks like fire damage after the wreck. What do you see that I’m missing?
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Neither am I. Which is why I asked the opinions of others. Maybe somebody that has seen such a thing before. The other nacelle doesn't have such damage on it. Wind was barely blowing according to the METAR at the time. So the heat should be going straight up and not up and over the top of the nacelle half way down the other side.
 
Wardogg said:
Neither am I. Which is why I asked the opinions of others. Maybe somebody that has seen such a thing before. The other nacelle doesn't have such damage on it. Wind was barely blowing according to the METAR at the time. So the heat should be going straight up and not up and over the top of the nacelle half way down the other side.
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In my opinion it looks like the intact nacelle of the left engine of an airplane that landed somewhat intact but on fire. I watched the video your pic came from. Care to share your insight regarding one of the MLG sitting next to the airport perimeter fence? Where'd the wings go? I don't know.
 
knot4u said:
Not if it's still installed. I don't know much about small pt91 airplanes but in my experience if something is installed it can't just ride around inop for decades. Even small airplanes have to get inspected and eventually a yellow "INOP" sticker isn't good enough. If it's not necessary just remove it rather than maintain it seems common in that world (please understand my direct knowledge about these airplanes or their usage is very limited). But the problem is the CVR was installed under an STC, removing it requires at the very least a form 337, you've altered the approved Type Certificate of the airplane. Just ignoring the issue and not addressing it might seem convenient but it's not a good long term plan. I'm a conservative and I prefer to do everything above board, I don't wander into grey areas much.
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I wish I could agree. But the older Citations have plentiful options to “maintain” them outside the network of Textron (and other reputable) service centers. I’ve seen some discussions on the CJP boards that make me understand why our insurance is just so darn expensive…
 
pwttogfk said:
I wish I could agree. But the older Citations have plentiful options to “maintain” them outside the network of Textron (and other reputable) service centers. I’ve seen some discussions on the CJP boards that make me understand why our insurance is just so darn expensive…
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Sometimes cheap isn't cheap, especially when it's about turbine powered aircraft.
 
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