Lawrence Massachu$etts
- Aircraft Year
- 1975
- Aircraft Type
- 112/A
- Reg Number
- N1226J
- Serial Number
- 226
-
Welcome to the new Commander Owners Group Forums. Please bear with us as the kinks are worked out and things are tweaked. If you have any questions or issues with the new platform, please post them here.
Accident at Cranland Airport
- Thread starter gmores
- Start date
N1049j
New member
Taunton
- Aircraft Year
- 1973
- Aircraft Type
- 112/A
- Reg Number
- N1049J
- Serial Number
- 49
Re: Accident at Cranland Airport
They had a memorial funeral for the guy at my home airport and was talking to the guy that was filling in the reporter! I met the guy that crashed very nice guy. I was told that he was a high time Blackhawk pilot but low time on the fixed wing and suspected carb icing was the cause. Very hot and humid that day.
They had a memorial funeral for the guy at my home airport and was talking to the guy that was filling in the reporter! I met the guy that crashed very nice guy. I was told that he was a high time Blackhawk pilot but low time on the fixed wing and suspected carb icing was the cause. Very hot and humid that day.
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1144J
- Serial Number
- 186
Re: Accident at Cranland Airport
That's odd. Under the circumstances, I would have predicted a dingle arm failure to be much more likely. I hope the guy had a Jog Strap with him!
That's odd. Under the circumstances, I would have predicted a dingle arm failure to be much more likely. I hope the guy had a Jog Strap with him!
Georgetown, DE
- Aircraft Year
- 1975
- Aircraft Type
- 112-390
- Reg Number
- N1410J
- Serial Number
- 410
Re: Accident at Cranland Airport
Love it!
Love it!
Toronto, Ontario
- Aircraft Year
- 1998
- Aircraft Type
- 114B/115
- Reg Number
- C-GODZ
- Serial Number
- 14659
Craig
New member
New Cumberland, PA
- Aircraft Year
- 1976
- Aircraft Type
- 112TC
- Reg Number
- N4591W
- Serial Number
- 13081
Re: Accident at Cranland Airport
Those damn things always seem to fall short of the required 1.21 jigawatts specified in the POH. Maybe this will finally prompt the FAA to issue an AD.
Those damn things always seem to fall short of the required 1.21 jigawatts specified in the POH. Maybe this will finally prompt the FAA to issue an AD.
Sherman
New member
Columbia MD & Goldvein VA
- Aircraft Year
- 1978
- Aircraft Type
- 112TCA
- Reg Number
- N112HT
- Serial Number
- 13254
Re: Accident at Cranland Airport
I wonder what level of failure -of the interactive covalence of the interactive electrons in the Flux capacitor will be determined by the NTSB investigation.
We've talked about this before, I believe in one of Carl early threads. You just can't trust those Flux capacitors in the hot muggy extreme temperatures we've been dealing with. Nor maybe flaps motors at the end of their 'useful service life'. See my latest post on the 'Flaps' Thread
I wonder what level of failure -of the interactive covalence of the interactive electrons in the Flux capacitor will be determined by the NTSB investigation.
We've talked about this before, I believe in one of Carl early threads. You just can't trust those Flux capacitors in the hot muggy extreme temperatures we've been dealing with. Nor maybe flaps motors at the end of their 'useful service life'. See my latest post on the 'Flaps' Thread
Toronto, Ontario
- Aircraft Year
- 1998
- Aircraft Type
- 114B/115
- Reg Number
- C-GODZ
- Serial Number
- 14659
Re: Accident at Cranland Airport
Flux Capacitors have been challenged since their inception with aligning positive, negative and neutral electrons required to generate the 1.21 JW. Not sure if it’s an alignment problem or not.
Flux Capacitors have been challenged since their inception with aligning positive, negative and neutral electrons required to generate the 1.21 JW. Not sure if it’s an alignment problem or not.
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1144J
- Serial Number
- 186
Re: Accident at Cranland Airport
Sad that we're having this discussion. None of this would have ever happened if they would have installed a retro encabulater before attempting to make an approach in excess of 88 mph.
Just shows to go ya that sometimes its better to spend a little extra money, up front, before a tragedy like this occurres.
Sad that we're having this discussion. None of this would have ever happened if they would have installed a retro encabulater before attempting to make an approach in excess of 88 mph.
Just shows to go ya that sometimes its better to spend a little extra money, up front, before a tragedy like this occurres.
Last edited:
Georgetown, DE
- Aircraft Year
- 1975
- Aircraft Type
- 112-390
- Reg Number
- N1410J
- Serial Number
- 410
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1144J
- Serial Number
- 186
Re: Accident at Cranland Airport
I have to admit I struggled with this a little bit myself. You would think it would be the opposite. Wouldn't it fly better if it didn't have to carry the weight of all that fuel?
The media has always struggled with reporting all things aeronautical. Here is one of my all time favorites....
I have to admit I struggled with this a little bit myself. You would think it would be the opposite. Wouldn't it fly better if it didn't have to carry the weight of all that fuel?
- Aircraft Year
- 1974
- Aircraft Type
- 112 Hot Shot
- Reg Number
- N1144J
- Serial Number
- 186
Re: Accident at Cranland Airport
Or, I didn't hear the tower trying to tell me my gear was still up because there was a really loud buzzing sound in the cockpit!
Or, I didn't hear the tower trying to tell me my gear was still up because there was a really loud buzzing sound in the cockpit!