02-04-2017, 09:47 AM
I will try to keep this as short as possible but to those who have experienced this I would appreciate your comments:
General information
A/C Flight1 King Air B200
FPL Rotterdam (EHRD) à EIDW planned FL 320 using VATRY STAR for Rwy 28 or as per ATC vectors
Weather using PFPX Map and Active Sky showed active CB in and around Dublin with PIREPS (isolated) of Mild to Severe turbulence within 50 miles of EIDW
Using FSX Steam, Active Sky 2016 for FSX, FS Passengers, Flight1’s Super KingAir B200 and Simplates X Ultra
Flight went according to plan with no unusual events.
Moderate turbulence and heavy rain expected in the approach to EIDW.
1st Dilemma:
FSX Map shows ILSRwy 28 details for EIDW as Freq 108.90 / Hdg 281
BUT AIP Ireland charts shows ILSRwy 28 details for EIDW as Freq 111.35 / Hdg 279
I used the AIP Chart information and not FSX Map – little wonder that I could not engage the Auto Pilot’s Approach facility. Lesson learnt check and use FSX Maps
To continue
Approach set up using the DAP VOR 111.2 and VOR 1 Course hdg of 279 to line up with the Rwy heading of 279 but clearly not stabilised from approximately 12 miles out at 2’500. Rwy not in sight
Landing Config at this point
· IAS 120 kts reducing to 105/110 kts
· Auto Pilot engaged for Heading and Alt
· Gear Down
· Flaps to Approach
· Approach and Landing checklist complete
· Heavy Rain and Moderate (?) Turbulence
Shortly after passing the FAF, the A/C, according to the FSPassengers report, encountered severe/catastrophic G-forces and disintegrated - either through human error or weather!!! This event occurred quicker than the time to taken to disarm the AP.
Question is whether this can occur so rapidly in reality? If the answer is YES then clearly CB and TS are to be avoided at all costs on approach, if not during all phases of flight.
Is there the possibility that A/C pressurisation played a role in the disintegration / explosion or whatever, in that Cabin Alt was set for FL320 and not adjusted during the descent. (There were NO annunciator warnings during the descent) I was under the impression that as the A/C descends the Cabin Alt would adjust automatically but perhaps I am wrong.
In so far as the simulation programs are concerned, the following suggestions are made for the developers. It might be that one can already apply these in which case please let me know how?
1. Is there a way in which you as the pilot can enter a hold until the weather passes without having to cancel the FSX IFR flight plan.
a. At the moments the work around seems to involve cancellation of the IFR flight plan, proceed under VFR – with flight following, enter a holding pattern at the appropriate intersection (in the instance above that would have been at SORIN, and once weather has passed, file an IFR plan to the ultimate destination i.e EIDW. Would be nice if FSX ATC could be advised that the PIC wishes to hold for weather.
2. Is there a way
a. in which the PIC can, under FSPassengers, make an announcement that the arrival is delayed due to weather and NOT incur penalties for a late arrival. The fact that some passengers might be annoyed with the late arrival is “tough” but at least they arrive safely at the right airport OR
b. use the alternative airport again without incurring penalties for arriving at the wrong airport.
As a matter of interest I used Skybrary for the following information as I can only think that the A/c encountered a severe Microburst
As a Cumulonimbus cloud becomes mature, strong downdrafts occur, usually associated with precipitation in the form of Rain, Hail, or Virga. These downdrafts can be very powerful, with vertical winds of 6,000 ft per minute. When a strong downdraft, referred to as a downburst or microburst, hits the surface, the wind diverts horizontally outwards. Downdrafts ahead of a cumulonimbus cloud push warm surface air upwards, a little like a cold frontal system, often creating a wall of cloud commonly referred to as a Gust Front.
Look forward to any comments relative to the above.
Thanks