T-28 Accident 7/4

Steve Rister · **Posted:** Sat Jul 04, 2009 10:14 pm

Hi everyone,

Unfortunately a T-28 went down today but the pilot John Sledge is slightly injured but not life threatening. Sledge is a member of the Trojan Phlyers.

Perhaps someone else has more info.

Stephen

airknocker · **Posted:** Sat Jul 04, 2009 11:04 pm

Here it is: http://www.newschannel10.com/global/sto ... s=10644486

Roger Cain · **Posted:** Sun Jul 05, 2009 12:24 am

Bummer, glad the pilot is okay, thanks for the update. I sent this to a couple friends that know and fly with John.

A2C · **Posted:** Sun Jul 05, 2009 1:05 am

Those R-1820's have had some engine master rod problems.

Ztex · **Posted:** Sun Jul 05, 2009 1:21 am

Wow,

Glad that he is ok.

P51Mstg · **Joined:** Tue Jan 25, 2005 11:36 am **Posts:** 1202

A compression fracture is a bit more than slightly injured. Glad no bystanders yanked him out of the airplane to "save him"....

Mark H

Matt Gunsch · **Posted:** Sun Jul 05, 2009 8:13 am

A2C wrote:

Those R-1820's have had some engine master rod problems.

Chris,
So your engine expert now as well ? All it said was engine failure, that could mean anything from he ran out of gas, maybe a fuel pump failed, to he ran out of oil due to a oil line breaking. Until we hear what happened, keep your guesses to yourself.

The bearing failure problem is well known and what causes it,and what the symptoms of impending failure are, and the number of engine failures because of it are way down because it is a known issue. A T-28 went down in Kingman a couple years ago, it was taking off as well, it was a engine failure as well, and it was NOT a bearing issue.

Oh and the bearing issue applies not only to the 1820, but the R2600, and R-3350 as well.

CAPFlyer · **Posted:** Sun Jul 05, 2009 9:10 am

According to 2 news reports I heard they said that his first indication of a problem was that the engine was running hot after takeoff and that he turned back to the airport but the engine seized/failed before he was able to make the runway.

I'm just glad the pilot's going to be okay. Those guys are a great bunch and I hate it for this to have happened to them.

snj5 · **Posted:** Sun Jul 05, 2009 10:02 am

Matt Gunsch wrote:

Oh and the bearing issue applies not only to the 1820, but the R2600, and R-3350 as well.

Matt - have you heard or do you have a source on if the bearing issue applies to the R-1300?
Thanks

Matt Gunsch · **Posted:** Sun Jul 05, 2009 10:39 am

I don't believe it does, but the R-1300 is such a small number of engines, it is hard to say. If the engine has a fresh overhaul, should not be a problem, or if it was a used 500hr or more engine in a can it should not be a problem. The issue was engines that were overhauled and stuck in a can with nothing more than test cell time. The main bearing would delaminate when the engine was put into service, but if it had 500 or more hours on it when it was stuck in can, those seemed to hold up.

The best thing to do is preoil everytime, watch the screens and chip lights, and a good oil sampling program, which should be done with every engine anyhow.
During preoiling, I like to have oil pressure showing on the gauge, then while the pre-oil pump is running, pull the prop thru to check for hydrolock.

vg-photo · **Posted:** Sun Jul 05, 2009 11:15 am

Glad to hear that the pilot got out. Compression fractures can be pretty painful, but modern medicine can help take care of that. Shame about the loss of an aircraft, but the people are irreplaceable.

Tailspin · **Posted:** Mon Jul 06, 2009 11:12 am

I spoke with John (Sledge) this AM, and he's home in a back brace due to a compression fracture. He also has one Hell of a gash on his head.

As I understand the sequence of events: Section T/O, noticed required more pwr than normal to maintain position, as the third man departed for the join-up, engine oil temp high, and engine running rough, could not maintain position, nor speed. Realized the field was too far to recover, and had very few options at an altitude of about 2100'msl (1300'agl), made a turn back toward the direction of the field, and looked for a suitable field to put 'er down, engine quit flat! Made decision to fly/glide under some high tension lines, and line up on the ultimate "crash landing" site. The field was far rougher than appeared, and consequently the A/C was beat-up to the degree of being a "strike."

He's in good spirits, and will live to fly again.
Regards,
Hugh

Matt Gunsch · **Posted:** Mon Jul 06, 2009 11:40 am

Hugh,
Could you ask him the history of the engine ? total hrs, time since O/H, when it was overhauled ?

Holedigger · **Posted:** Mon Jul 06, 2009 1:27 pm

How "hot" will a t-28 come in deadstick? Did he get in with or without flaps? at 2100 not a lot of time to pick a spot and put her down. Could easily have been a lot worse, so some great piloting there.

Matt Gunsch · **Posted:** Mon Jul 06, 2009 2:14 pm

From the T-28A manual
Gear and flaps up, speed brake closed, 105knts, 1050 FPM desent

Gear down, flaps up, speed brake closed 80 knts, 1000 FPM

Gear up, Flaps down, Speed brake closed, 80 Knts, 1400 FPM

Gear down, Flaps down, speed brake closed, 80, 1650 FPM

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T-28 Accident 7/4

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