Matches in DBpedia 2016-04 for { ?s ?p "Airlines PNG Flight 1600 was a scheduled regular commuter passenger flight that made a forced landing in a densely forested and mountainous area near the mouth of the Gogol River, Papua New Guinea on 13 October 2011. 28 of the 32 onboard died. The aircraft involved, a de Havilland Canada DHC-8-100 (known as a Dash 8), was operating Airlines PNG's scheduled domestic service from Lae Nadzab Airport to Madang Airport. The crash site was over 40 km south of the destination airport.It was the deadliest plane crash in Papua New Guinea and the third deadliest accident involving a Dash-8, as the first was the crash of Colgan Air Flight 3407 in New York which killed 50 people and the second was the crash of a Bangkok Airways Dash-8 in Koh Samui in 1990 which killed all 38 people on board. As of November 2015, it remains as the most recent air disaster with over 20 fatalities in Papua New Guinea's soil.The investigation found the propellers oversped because the Captain pulled the power levers through the flight idle gate and into the ground beta range during flight. This was prohibited by the Aircraft Flight Manual. Although a 'beta lockout' mechanism did exist for DHC-8-100,-200, and -300 series aircraft which prevented the propellers from going into reverse even if the power levers were moved into the beta range during flight, this mechanism was only required by regulation to be installed in DHC-8 aircraft operating in the USA. It was not required to be fitted to DHC-8 aircraft in Papua New Guinea, and it was not fitted to MCJ. If a beta lockout mechanism had been installed on the aircraft, the double propeller overspeed would not have occurred when the power levers were moved below the flight idle range and in the ground beta range during flight. Installation of this mechanism is now mandatory on DHC-8 aircraft worldwide by 19 June 2016. If the pilots had followed the standard emergency procedures detailed in company manuals, they would have given themselves more time to manage the emergency, consider their options, and carry out the approach and forced landing."@en }
Showing triples 1 to 2 of
2
with 100 triples per page.
- Airlines_PNG_Flight_1600 abstract "Airlines PNG Flight 1600 was a scheduled regular commuter passenger flight that made a forced landing in a densely forested and mountainous area near the mouth of the Gogol River, Papua New Guinea on 13 October 2011. 28 of the 32 onboard died. The aircraft involved, a de Havilland Canada DHC-8-100 (known as a Dash 8), was operating Airlines PNG's scheduled domestic service from Lae Nadzab Airport to Madang Airport. The crash site was over 40 km south of the destination airport.It was the deadliest plane crash in Papua New Guinea and the third deadliest accident involving a Dash-8, as the first was the crash of Colgan Air Flight 3407 in New York which killed 50 people and the second was the crash of a Bangkok Airways Dash-8 in Koh Samui in 1990 which killed all 38 people on board. As of November 2015, it remains as the most recent air disaster with over 20 fatalities in Papua New Guinea's soil.The investigation found the propellers oversped because the Captain pulled the power levers through the flight idle gate and into the ground beta range during flight. This was prohibited by the Aircraft Flight Manual. Although a 'beta lockout' mechanism did exist for DHC-8-100,-200, and -300 series aircraft which prevented the propellers from going into reverse even if the power levers were moved into the beta range during flight, this mechanism was only required by regulation to be installed in DHC-8 aircraft operating in the USA. It was not required to be fitted to DHC-8 aircraft in Papua New Guinea, and it was not fitted to MCJ. If a beta lockout mechanism had been installed on the aircraft, the double propeller overspeed would not have occurred when the power levers were moved below the flight idle range and in the ground beta range during flight. Installation of this mechanism is now mandatory on DHC-8 aircraft worldwide by 19 June 2016. If the pilots had followed the standard emergency procedures detailed in company manuals, they would have given themselves more time to manage the emergency, consider their options, and carry out the approach and forced landing.".
- Q3501432 abstract "Airlines PNG Flight 1600 was a scheduled regular commuter passenger flight that made a forced landing in a densely forested and mountainous area near the mouth of the Gogol River, Papua New Guinea on 13 October 2011. 28 of the 32 onboard died. The aircraft involved, a de Havilland Canada DHC-8-100 (known as a Dash 8), was operating Airlines PNG's scheduled domestic service from Lae Nadzab Airport to Madang Airport. The crash site was over 40 km south of the destination airport.It was the deadliest plane crash in Papua New Guinea and the third deadliest accident involving a Dash-8, as the first was the crash of Colgan Air Flight 3407 in New York which killed 50 people and the second was the crash of a Bangkok Airways Dash-8 in Koh Samui in 1990 which killed all 38 people on board. As of November 2015, it remains as the most recent air disaster with over 20 fatalities in Papua New Guinea's soil.The investigation found the propellers oversped because the Captain pulled the power levers through the flight idle gate and into the ground beta range during flight. This was prohibited by the Aircraft Flight Manual. Although a 'beta lockout' mechanism did exist for DHC-8-100,-200, and -300 series aircraft which prevented the propellers from going into reverse even if the power levers were moved into the beta range during flight, this mechanism was only required by regulation to be installed in DHC-8 aircraft operating in the USA. It was not required to be fitted to DHC-8 aircraft in Papua New Guinea, and it was not fitted to MCJ. If a beta lockout mechanism had been installed on the aircraft, the double propeller overspeed would not have occurred when the power levers were moved below the flight idle range and in the ground beta range during flight. Installation of this mechanism is now mandatory on DHC-8 aircraft worldwide by 19 June 2016. If the pilots had followed the standard emergency procedures detailed in company manuals, they would have given themselves more time to manage the emergency, consider their options, and carry out the approach and forced landing.".