The International Cessna 170 Association

In another discussion-thread, it has been cussed/discussed about rear seat removal and cargo and methods of securing cargo.

If the importance of properly securing cargo isn't fully appreciated, it might be helpful to be reminded...

Today, a cargo aircraft crashed, stalling on take-off. A listener on-frequency stated one of the pilots suggested shifting cargo.

http://avherald.com/h?article=46183bb4&opt=0

And if memory serves anywhere near correct I believe that is what happened to a Fine Air DC 8 out of MIA about 15 years ago also.

Are you thinking of the Dizzy Eight that went in for that reason out at Mather Airport (MHR) near Sacramento?

The one at Mather Airport crashed do the elevator being jammed from a bolt in the elevator linkage being installed backward. The crash at Mather is one of the things that lead to the loss of Emery's operating certificate. Flew the DC8-73 for 18 years, and we trained for cargo shifts in the sim every few years.

Tim

Tim,
Thanks for the above info.I never heard anything after the first "guess" on the cause of that crash. I remember it only because I live very nearby and we don't have that kind of excitement often. Thankfully.

Cargo Load Shift = Freight dog Nightmare
Old Longhorn Pilot Doug

This is the one I was thinking about
http://aviation-safety.net/database/rec ... 19970807-0

Load shift is serious business no doubt.

I'm thinking though that the biggest chance of load shift in our single engine Cessna's, has been documented as the shift of the load in the pilots seat backwards and the pilot pulling full up to a stall on departure.

A reminder that the Cessna solution s still FREE till this coming Dec 2013. It is not perfect but I like mine.

I've seen a number of single-Cessna's which are operated without a rear baggage-bulkhead-wall. This allows outsized and oddly-sized cargo to be carried as well as allows easy access to the rear fuselage area.
The chance that loose items could migrate to the rear fuselage area is real, and not only can an out-of-balance situation easily occur, but interference with flight controls is also a possibility. The rear wall of the baggage compartment is a serious piece of the safety-equipment on these airplanes, as it helps contain the cargo and protect the flight-control system.

Ernst Gann's great Book
'Fate in the Hunter'
has a story about this very thing.
iowa

Update on 2952 National Air Cargo 744 Crash - Bagram -- From a reliable source

This is accurate info from NTSB source two days ago:

The CVR/FDR on the accident aircraft stopped working on rotation; engine/fuselage/tail parts were located on the runway.

A total of (7) MRAP armored vehicles were being carried as cargo.

NAC was the only civil DoD contract carrier who will carry these vehicles.

Aircraft loaded at Camp Bastian, not Bagram, was stopping in Bagram for fuel. Aircraft uplifted 48,000 lbs of fuel at Bargram for flight to DXB (Dubai). After impact, 1 MRAP vehicle was deeper in the impact crater than any aircraft/fuselage parts.

What is a CVR/FDR?

Bruce Fenstermacher wrote:What is a CVR/FDR?

Cockpit Voice Recorder/Flight Data Recorder

Since most CVF/FDRs are located in the tail...if that section was separated from the aircraft it would stand to reason they'd stop recording....but what doesn't make sense at this point is...the aircraft was seen climbing with the tail still attached.

the source said in the email,

"on rotation; engine/fuselage/tail parts were located on the runway", which probably indicates a tail strike..and yes the horizontal stab (the tail section) did not separate, and with the tail cone, were the only items left at crash site after the accident. The engine parts could have been from the APU. (Auxiliary Power Unit), as well as the tail parts (parts of the Elevator Stab), that could have cost a loss of pitch control.