Universal Elements
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A Thurman Munson kinda dealio.
Not really like Munson. Munson was flying a single pilot model of the Cessna Citation, I think with an instructor on board. It says on Jr.’s flight there were two pilots on board in addition to Jr and his family. It was either an NBC jet or chartered jet, and they would require two pilots qualified in the plane to be flying it.
I don’t know.....does anyone know if if Jr is a pilot?
It was N8JR operated by JR Motorsports.
Is JR Motorsports the company owned by Dale Jr and his sister?
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Wi Tu LoHo Lee fuk
Sum Ting WongWi Tu Lo
A Thurman Munson kinda dealio.
I/we were plenty shook up, and he just wanted to push us around, away from the plane...I almost didn't give him the wallet and purses...I can still see the girls...
Ray
The instructor was actually the guy that trained Munson for his multi-engine license. Thurman's flying progression was quick, likely too much so.Poor Thurman actually lived through the crash of his Citation and was consious when the fire broke out. He pleaded with his friends to get him out but the seat had broken free of its mounts and he was pinned in the cockpit. This came to light during the civil trial. While the guy sitting next to him was an instructor, he wasn't an instructor for the Citation, he was the instructor Thurman used for his primary flight training.
My business partner and his dad watched the plane in front of their's crash on takeoff in Mexico and burn. Bad fuel. His dad always avoided fueling the Duke or Baron in Mexico if they could avoid it.Fire after a car or airplane crash is tough for the witnesses. It's another level of horror.
My business partner and his dad watched the plane in front of their's crash on takeoff in Mexico and burn. Bad fuel. His dad always avoided fueling the Duke or Baron in Mexico if they could avoid it.
If you lose an engine on takeoff in a Duke, you'd better bring your "A" game and pack a lunch. The loss of 380 HP horsepower on one side is going to make the plane behave like you can't believe.
The engine out procedure in this big twin must be followed exactly, or the yaw will cause the wing on the dead engine wing to stall, the plane will roll inverted, and the taxiway and grass upside down in the windshield is the last thing you'll see.
There are two critical speeds in a twin that are on the takeoff roll. One is rotation speed, lifting the nose to fly, and it can be done early in the roll if the pilot is ignoring the more important speed, called blue line speed.
The airspeed indicator has a blue arc in the outer ring of the dial. It represents the Vmca speed, or minimum control speed with one engine out. If you rotate and climb steeply without hitting blue line, the options are lower the nose to gain it, and if the plane is too low and slow, close the throttle on the good engine to straighten out the flight path and land straight ahead.
Losing the donk above blue line is no cakewalk. You have seconds to boot in rudder to counteract the yaw, identify the dead engine and close the throttle and mixture controls, feather the propellor to reduce drag, raise the landing gear and flaps, and bank the airplane 5° toward the good engine.
The next task is to accelerate the plane through the blue line arc and increase airspeed. Depending on the fuel load, the plane will be climbing just about 400 vertical feet for every mile of forward progression.
This Duke crashed on takeoff at Fullerton's airport last month. He rotated immediately upon reaching takeoff speed, but was below blue line speed and totally unprepared for the coming struggle for his life when the left engine quit. In those circumstances, the pilot has just seconds to live if he acts improperly.
In this case, he had rotated so early and entered such a steep climb that I think his only option was to close both throttles to kill the yaw. There was no time to identify the failed engine and perform the procedure I outlined above. Next, drop the nose aggressively to gain airspeed and level the wings, and put it down on the remaining runway.
This is a pilot that wasn't wound up like a coiled snake and ready to strike. Mental preparation for an engine failure must be made before every takeoff. From all indications, the pilot hadn't done that. He had worked all week in his CA dental office, and was flying home to his family and their suburban SLC home.
Main reason why I will never ride in a sxs.Fire after a car or airplane crash is tough for the witnesses. It's another level of horror.
Main reason why I will never ride in a sxs.
Because of fire risk or crashing?
A possible fire after the crash. With the harnesses, window nets, and doors I'd be afraid I would get trapped in the thing. If it catches on fire and I'm trapped in it or knocked out passangers... something I never want to experience.
Wow you are dropping serious knowledge. What’s your background?
Yeah, it was amazing how fast the Duke rolled at KFUL. I know a guy that just upgraded from a piston twin to a King Air as the insurance costs for the piston was crazy.