Plane crash kills son of Oklahoma Sen. Inhofe
- Thread starter RPfan1992
- Start date
acptulsa
Member
- Joined
- Jan 2, 2008
- Messages
- 75,632
And a freaking nutcase. He recently landed on a runway that was under repair and full of construction equipment and workers, apparently because he was simply too impatient to wait his turn to land.
Any merely mortal, human pilot would have had his ticket jerked for a stunt like that. Makes one wonder if the younger Inhofe was sober at the time of the crash.
I saw the news of this crash, but this is the first I saw that it was Crazy Man Inhofe's son.
Last edited:
RonPaulFanInGA
Member
- Joined
- Nov 13, 2007
- Messages
- 12,749
Danke
Top Rated Influencer
- Joined
- Nov 6, 2007
- Messages
- 44,263
It is not hate, it from a seasoned fighter pilot who has instructed in both the military and for the largest civilian airline in the world tired of incompetent customers paying their way into receiving a license, becoming "commercial pilots," and many times killing others that had believed in the government vetting process. It makes us all look bad.
tangent4ronpaul
Banned
- Joined
- May 11, 2007
- Messages
- 21,101
RIP
http://en.wikipedia.org/wiki/Mitsubishi_MU-2#Safety_Concerns
Safety Concerns[edit]
Concerns have been raised about safety; there have been 330 fatalities from MU-2 crashes.[10] As of October 2005, the Federal Aviation Administration (FAA) has begun a safety evaluation of the aircraft and decided that the aircraft has met its certification requirements - it is safe when operated by properly trained pilots who operate properly maintained aircraft. The FAA is in the process of mandating training specific to the MU-2 as it has in the past for other aircraft. When such mandated training was required outside of the U.S. the MU-2 accident record was vastly improved.
Because the MU-2 offers very high performance at a relatively low cost, some of its operators lack sufficient training and experience for such an advanced aircraft.
A design feature of the MU-2 is its high cruise speed while having a low landing speed. This is accomplished by using full-span, double-slotted flaps on the trailing edge of the wing. These flaps give the MU-2 a wing area comparable to a Beech King Air in landing configuration while having a wing area comparable to a light jet while in cruise mode. The full-span flaps meant that over-wing spoilers were employed instead of conventional ailerons. These spoilers are highly effective, even when the MU-2 wing is stalled. Some fatal accidents have occurred because normal engine-out procedures for light twin aircraft are not effective when flying the MU-2. The commonly taught procedure of reducing flap following an engine failure on take off leads to a critical reduction in lift in the MU-2 due to the highly effective double-slotted flaps. When pilots were taught to retain take-off flap and to reduce climb rate in the event of an engine failure, MU-2 accident rates reduced to almost nil.
From an FAA press release:
The FAA began an aggressive safety evaluation in July 2005. The evaluation is performing a detailed review of accidents, incidents, airworthiness directives, service difficulty reports, safety recommendations and safety reports. It also is examining pilot training requirements, the history of the aircraft's commercial operators and possible engine problems. The goal is to identify the root causes of MU-2 accidents and incidents and determine what, if any, additional safety actions are needed.
In early 2008, the FAA issued a Special Federal Air Regulation (SFAR) directed at MU-2B operations. Pilots flying this aircraft after that date (current MU-2 pilots would have a year to come into compliance) were required to receive type-specific initial training, as well as recurrent training. It also required that a fully functional autopilot be available for single-pilot operations, and that FAA-approved checklists and operating manuals be on board at all times. Also unusual for this SFAR, pilot experience in other aircraft types cannot be used to comply with MU-2 operational requirements - for instance, the requirement to perform landings within the preceding 90 calendar days before carrying passengers is altered by this SFAR to require those landings be made in the MU-2.[11]
http://en.wikipedia.org/wiki/Mitsubishi_MU-2#Incidents_and_accidents
On 10 November 2013, an MU-2-2B-25 crashed in a field in Owasso, OK, 1 is confirmed dead by the Oklahoma Highway Patrol. It is later announced that the deceased is Dr. Perry Inhofe, son of Senator Jim Inhofe, a Senior Republican Senator from Oklahoma [22]
-t
http://en.wikipedia.org/wiki/Mitsubishi_MU-2#Safety_Concerns
Safety Concerns[edit]
Concerns have been raised about safety; there have been 330 fatalities from MU-2 crashes.[10] As of October 2005, the Federal Aviation Administration (FAA) has begun a safety evaluation of the aircraft and decided that the aircraft has met its certification requirements - it is safe when operated by properly trained pilots who operate properly maintained aircraft. The FAA is in the process of mandating training specific to the MU-2 as it has in the past for other aircraft. When such mandated training was required outside of the U.S. the MU-2 accident record was vastly improved.
Because the MU-2 offers very high performance at a relatively low cost, some of its operators lack sufficient training and experience for such an advanced aircraft.
A design feature of the MU-2 is its high cruise speed while having a low landing speed. This is accomplished by using full-span, double-slotted flaps on the trailing edge of the wing. These flaps give the MU-2 a wing area comparable to a Beech King Air in landing configuration while having a wing area comparable to a light jet while in cruise mode. The full-span flaps meant that over-wing spoilers were employed instead of conventional ailerons. These spoilers are highly effective, even when the MU-2 wing is stalled. Some fatal accidents have occurred because normal engine-out procedures for light twin aircraft are not effective when flying the MU-2. The commonly taught procedure of reducing flap following an engine failure on take off leads to a critical reduction in lift in the MU-2 due to the highly effective double-slotted flaps. When pilots were taught to retain take-off flap and to reduce climb rate in the event of an engine failure, MU-2 accident rates reduced to almost nil.
From an FAA press release:
The FAA began an aggressive safety evaluation in July 2005. The evaluation is performing a detailed review of accidents, incidents, airworthiness directives, service difficulty reports, safety recommendations and safety reports. It also is examining pilot training requirements, the history of the aircraft's commercial operators and possible engine problems. The goal is to identify the root causes of MU-2 accidents and incidents and determine what, if any, additional safety actions are needed.
In early 2008, the FAA issued a Special Federal Air Regulation (SFAR) directed at MU-2B operations. Pilots flying this aircraft after that date (current MU-2 pilots would have a year to come into compliance) were required to receive type-specific initial training, as well as recurrent training. It also required that a fully functional autopilot be available for single-pilot operations, and that FAA-approved checklists and operating manuals be on board at all times. Also unusual for this SFAR, pilot experience in other aircraft types cannot be used to comply with MU-2 operational requirements - for instance, the requirement to perform landings within the preceding 90 calendar days before carrying passengers is altered by this SFAR to require those landings be made in the MU-2.[11]
http://en.wikipedia.org/wiki/Mitsubishi_MU-2#Incidents_and_accidents
On 10 November 2013, an MU-2-2B-25 crashed in a field in Owasso, OK, 1 is confirmed dead by the Oklahoma Highway Patrol. It is later announced that the deceased is Dr. Perry Inhofe, son of Senator Jim Inhofe, a Senior Republican Senator from Oklahoma [22]
-t
Danke
Top Rated Influencer
- Joined
- Nov 6, 2007
- Messages
- 44,263
I'll add. Do you shop around online to get the cheapest doctor to perform your surgery? But you do it for airfare, right?
What really makes me laugh is Paul Wellstone. Mr. champion of labor, right? Well he loved to fly on a non-union airline that pushed pilots. His favorite pilot by request was a former nurse that wanted a career change. Personality over competence. Love those liberals. I had a buddy that briefly worked there. He was Military trained in that type of aircraft (King Air/C-12) and even he would refuse to fly similar aircraft (but had differences) that he was not checked out on. The stories he can tell. But hell, under out current system, fly on any carrier that may not have the highest standards but does have the cheapest fare. The government has your ass, right?
I laugh. Go ahead, shop Priceline, but cancel your insurance policy, why waste the money?
What really makes me laugh is Paul Wellstone. Mr. champion of labor, right? Well he loved to fly on a non-union airline that pushed pilots. His favorite pilot by request was a former nurse that wanted a career change. Personality over competence. Love those liberals. I had a buddy that briefly worked there. He was Military trained in that type of aircraft (King Air/C-12) and even he would refuse to fly similar aircraft (but had differences) that he was not checked out on. The stories he can tell. But hell, under out current system, fly on any carrier that may not have the highest standards but does have the cheapest fare. The government has your ass, right?
I laugh. Go ahead, shop Priceline, but cancel your insurance policy, why waste the money?
Last edited:
This guy was a highly regarded pediatric surgeon who also held a degree in electrical engineering from Duke. Its likely that he was smarter than any of you who are so quick to condemn him as stupid. I'd expect more circumspect analysis than from RPFers than the "rich douche had it coming" crap I've seen so far. What a bunch of stereotypically arrogant and small-minded responses. Grow up.
acptulsa
Member
- Joined
- Jan 2, 2008
- Messages
- 75,632
http://www.thesmokinggun.com/documents/bizarre/inhofe-scared-crap-out-airport-workers-192645
A pattern of Our Overlords seeming to believe that the laws they write they are too good to obey (never mind normal standards of behavior) is worthy of both comment and condemnation. The incident reported in that link is enough by itself, but the fact that the senator seems to have taught his son that he didn't need to listen to the FAA either (or he'd have listened when they said MU-2 pilots needed to have a little specialized training) is further evidence. Well, the Senior Senator from Oklahoma may have taught his son to be too cocky for the law, but he couldn't teach him to be too inhumanly infallible or too bulletproof to obey the law (or even take suggestions here and there).
Unfortunately, most Oklahomans will feel too sorry for Inhofe to see that this is further evidence of his sociopathy. Too bad. The nation would be better off if he retired. I know my state could come up with someone better.
A pattern of Our Overlords seeming to believe that the laws they write they are too good to obey (never mind normal standards of behavior) is worthy of both comment and condemnation. The incident reported in that link is enough by itself, but the fact that the senator seems to have taught his son that he didn't need to listen to the FAA either (or he'd have listened when they said MU-2 pilots needed to have a little specialized training) is further evidence. Well, the Senior Senator from Oklahoma may have taught his son to be too cocky for the law, but he couldn't teach him to be too inhumanly infallible or too bulletproof to obey the law (or even take suggestions here and there).
Unfortunately, most Oklahomans will feel too sorry for Inhofe to see that this is further evidence of his sociopathy. Too bad. The nation would be better off if he retired. I know my state could come up with someone better.
Last edited:
FindLiberty
Member
- Joined
- Aug 7, 2007
- Messages
- 5,439
It's too bad the pilot(s) could not land safely.
Come on RPFers, it's not nice to attack (dead) people. But, it's OK to talk about procedure and angle of attack regarding a crash. That's a way to learn IMO... So here goes.
IDK, was that a twin engine aircraft? I'm just a unlicensed hack, a former Ultralight pilot (sits in modified lawn chair seat hoping the Cuyuna snowmobile engine does not sputter-out) and I don't know the "proper" way to deal with a twin engine aircraft, but I have a strong gut hunch it's safer to just kill the remaining good engine (to match the thrust from the dead one) during a take-off engine failure emergency 'cause there's no way to keep the power on, keep wings level, fly in a straight line while keeping up airspeed/climbing and flying away from the situation. I'll bet it's far better to just ditch it going forward (maintaining whatever air speed is still available by taking whatever glide slope is necessary) and get back on the ground somehow.
Gravity and ground impact are the two killer forces to fear the most (unless the plane is on fire and you are F'd toast anyway).
In a landing or level flight engine failure situation, the good engine side is going to going to try to lift it's wing side and/or twist forward and quickly max out the two control surfaces (rudder and aileron) so engine power must be reduced immediately and an emergency landing (or ground arrival) site quickly selected (while still maintaining airspeed and limited control).
There's probably no way to maintain speed/altitude, fiddle with restarting the bad engine instead of maintaining control, and still make it back to the airport without losing control and crashing, especially while applying full power to the good engine! I think this applies to most twin engine aircraft (unless, like in the case of a business jet, the two engines are built into the tail and very close to the centerline of the aircraft, or maybe those old DC3s with their huge rudder-vertical control surface and relatively close-set engines could possibly take off and climb while running on only one engine). Maintaining control is probably more important that not having enough thrust/power to fly on one engine. It's possible to land any aircraft (including the space shuttle and helicopters) with no engine power at all if the situation allows it.
Come on RPFers, it's not nice to attack (dead) people. But, it's OK to talk about procedure and angle of attack regarding a crash. That's a way to learn IMO... So here goes.
IDK, was that a twin engine aircraft? I'm just a unlicensed hack, a former Ultralight pilot (sits in modified lawn chair seat hoping the Cuyuna snowmobile engine does not sputter-out) and I don't know the "proper" way to deal with a twin engine aircraft, but I have a strong gut hunch it's safer to just kill the remaining good engine (to match the thrust from the dead one) during a take-off engine failure emergency 'cause there's no way to keep the power on, keep wings level, fly in a straight line while keeping up airspeed/climbing and flying away from the situation. I'll bet it's far better to just ditch it going forward (maintaining whatever air speed is still available by taking whatever glide slope is necessary) and get back on the ground somehow.
Gravity and ground impact are the two killer forces to fear the most (unless the plane is on fire and you are F'd toast anyway).
In a landing or level flight engine failure situation, the good engine side is going to going to try to lift it's wing side and/or twist forward and quickly max out the two control surfaces (rudder and aileron) so engine power must be reduced immediately and an emergency landing (or ground arrival) site quickly selected (while still maintaining airspeed and limited control).
There's probably no way to maintain speed/altitude, fiddle with restarting the bad engine instead of maintaining control, and still make it back to the airport without losing control and crashing, especially while applying full power to the good engine! I think this applies to most twin engine aircraft (unless, like in the case of a business jet, the two engines are built into the tail and very close to the centerline of the aircraft, or maybe those old DC3s with their huge rudder-vertical control surface and relatively close-set engines could possibly take off and climb while running on only one engine). Maintaining control is probably more important that not having enough thrust/power to fly on one engine. It's possible to land any aircraft (including the space shuttle and helicopters) with no engine power at all if the situation allows it.
IF the right engine was out, I bet it spun in clockwise.
Last edited:
pcosmar
Member
- Joined
- Jun 9, 2007
- Messages
- 54,940
I second that..
but from your wiki link.
http://en.wikipedia.org/wiki/Mitsubi...afety_Concerns
Does not give me the warm fuzzies.
Well,, that makes it all better.
X=Number of planes built,, X=number of dead in crashes... but procedures were followed and bribes were paid.
Last edited:
Danke
Top Rated Influencer
- Joined
- Nov 6, 2007
- Messages
- 44,263
You do not reduce the power on the remaining engine, and in some cases you might increase it. Engine out procedures (takeoff, landings, etc.) are practiced all the time. With my company, it is every 9 months.
FindLiberty
Member
- Joined
- Aug 7, 2007
- Messages
- 5,439
OK I'll try to remember that tip if I ever need it. ;-> But what happens if you can't keep that one wing (with the power) from rolling up and/or can't compensate for the yaw? Are you trained to reduce the power then?
Ender
Member
- Joined
- Dec 3, 2007
- Messages
- 12,527
Get over yourself; the son is not the father.
The article specifically stated that they did not hear from the pilot- maybe he had a heart attack or something that incapacitated him. We will probably never know- but to ASSume is pretty pointless and certainly heartless.
There but for the grace of God go you...........
Danke
Top Rated Influencer
- Joined
- Nov 6, 2007
- Messages
- 44,263
If that were the case, the plane wouldn't be certified as airworthy. I believe, since I have never heard of such a thing.
qh4dotcom
Member
- Joined
- Jan 7, 2008
- Messages
- 5,931
Since he was a US senators son and probably had influence on him....Was he doing anything to change the heart and mind of his corrupt politician father who voted to extend the Patriot Act?
Do the sins of the father carry over to the son? I'd imagine he spent too much time either with his own family or helping other people's children to have much time to play the political game. And what if he had tried to influence his father? Would it have done any good? How would anybody know anyway? My dad was a supervisor in our state's department of human services and I'm an engineer. We really didn't try to influence each other in our respective professional lives since there wasn't any overlap to speak of. This guilt by involuntary association thing (you don't get to pick your parents) is pretty hypocritical among libertarians. I'd never even heard of the man before this incident so I can't say whether he was a great guy or a total jerk, but because I can't I'm not ready to jump to any conclusions either way.
Similar threads
