Originally Posted by
ginder34
I had the opportunity to spend 3 hours at the site with the NTSB as well as the accident invesigator aasigned by the IC.
I will leave the speculation about micro-burst and meso-scale events to the weather experts and relate what I observed. I have no time in this model and will pose specific questions that I hope you can help with.
1) according to an eye witness, the plane touched down in the 1st 3rd of the 5500 ft runway. He cancelled IFR, but we do not know if he was flying the needles, the PAPI or trying to hit the 1st brick.
2) the runway was soaked to the point where the witness observed "major splash" from the tires.
3) at some unknown point, the PIC initiated a go -around attempt
4) the plane crossed the end threshold and began to traverse a 1000 foot wide grass over run that would have been suitable for a Maul. Main and nose wheel tracks were observed to the localizer array. The nose wheel seemed to lift and settle at least once.
5) the right wing impacted the localizer array at about 8ft agl.
6) The ground then drops away and the right wing enters the corn 150 to 200 yards on the other side of a culvert and tumbles
My questions are these:
The fans were 19 years old...how long to spool up from idle to T/O power ?
Flaps are at 85+ degrees for landing. If The PIC calls for flaps at 15...how long does it take before the wing is getting lift and not drag ?
Based on 1/2 full tanks and 8 people and assuming a hydroplane event with full ABS engagement, how far does this bird roll with little or no braking and engines at idle? In other words would a rollout into a 1000 foot soft mud field been survivable or would the inertia have taken them into the culvert ?
Let me try to answer those questions for you....
The engines will spool relatively quickly, maybe 4-5 seconds from idle to full power, maybe less. These engines had the N1
DEEC's and resonded quickly to full power requests.
Lift dump on landing causes the flas to go to 75 degrees(from what I remember), and a go around on a short runway after lift dump engagement can be tricky. Lift dump traps the flap handle at 45 until the lift dump is disengaged so the fo cannot move the flap handle on a go around attempt until the captain moves the airbrake handle out of lift dump. The flaps travel very quickly from full dump to 15 if everything is done correctly however, and this is purely my opinion as someone with a couple thousand hours in the airplane, the hawker cannot get back up to rotation speed after lift dump is selected on a 5500 ft runway.
Unfortunatly, and this is the part that haunts me everyday, with lift dump selected the aircraft decelerates nicely, similar to thrust reverse at idle, and had the crew simply let the aircraft roll without any braking and shut down the engines, it probably would have settled into the mud at the end of the runway. We dont know right now if there were any other factors in play that caused the rejected landing attempt, so it may not have been this obvious.