DA-22 down Oshkosh, pilot ok…

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Anyone? Bueller? Anyone?
 
Serious six-figure repair bill; 2x prop, 2x gearbox, maybe expensive Austro engines (unless they use the gearbox to "fuse" the engine), and some bondo.
 
There will be more damage when they pick it up and move it. That tractor/forklift does not have tender loving care placards any where on it.

The tail end seems to have some crumpling too. Structural repairs back there will be much more difficult, due to the long arm for any doublers or thicker sections to get factory strength without factory access that existed when sequential forming was done.

Right engine/prop may not have any trauma.

Does the factory do any repair/rebuilds?
 
Never a good day when you bust out the wheel loader to get the plane in the hangar.
 
geezer said:
There will be more damage when they pick it up and move it. That tractor/forklift does not have tender loving care placards any where on it.

The tail end seems to have some crumpling too. Structural repairs back there will be much more difficult, due to the long arm for any doublers or thicker sections to get factory strength without factory access that existed when sequential forming was done.

Right engine/prop may not have any trauma.

Does the factory do any repair/rebuilds?
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I don't know how much "sequential forming" you can do when the airframe is composite, laid up in molds.
 
They didn't lift it with a fork lift. They slung it from a boom.
 
Did anyone see the accident? I’m curious about what caused him(?) to thump it in so hard.
 
"Hard to believe no right engine damage when the right wing tip is bent upward…. ;)"

Are you joking? Winglets, both wing ends. Right landing gear seems to be normal extension, unlike left one.
 
Have to try pretty hard to crash a DA42. Great, stable airplane. And to the post above the gear on that aircraft would be quite at home on a carrier based aircraft. See pic.
 

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Not looking too good,glad the pilot is ok.
 
Overshot the centerline on a sharp downwind-base-final turn and tried to snap it back to the centerline but hit wing first.

At least, unlike One-Eyed Jack, he made it mostly on the runway and didn't nearly kill a ground marshaller.
 
Sounds like one of the reasons I wouldn't fly into Oshkosh. Sounds like a modification of pilots usual approach with pressure to get on the ground instead of going around.
 
One of the things you have to watch on the 180 degree turn approaches at Oshkosh is how close you are to the runway when you begin your turn. There IS a minimum. It is very important to be farther out than whatever your minimum is for the existing conditions (wind, aircraft type, weight, experience, etc). The controllers want you to fly the tightest downwind you can. But no tighter, 'cause that makes for problems.
 
FORANE said:
...pressure to get on the ground instead of going around.
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Combine the stress from the intensity, "land on the green dot" for a pilot unused to making short and/or spot landings, and unwillingness to go around and rejoin the conga line... all too common at Oshkosh.
 
Unable is great, however if one requires a 'stabilized approach', there might be a better place than Osh to practice at. :)
 
If “stabilized approach” means a three degree glidepath at Vref from two miles out, then OSH isn’t the place. But it can also be everything locked in on a steeper 300 yard final.
 
ateamer said:
If “stabilized approach” means a three degree glidepath at Vref from two miles out, then OSH isn’t the place. But it can also be everything locked in on a steeper 300 yard final.
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Yeah, first and only time doing a tight 360-to-land in the C414A, turning base at the numbers per ATC (!), all after a very short final go around (for aircraft on runway) with spoilers and flaps hanging out -- boards out to make the *first* ATC-instructed unstabilized approach work in any manner. This on an *IFR* approach plan, got dumped onto the VFR sequence over the lake with the B25 chewing up my tail.

I can definitively say that above a certain size aircraft, Oshkosh VFR approaches are about as unstabilized as one can get...it's amazing there aren't more incidents given the widely varying pilot capability flying in there. DA-42 is above that threshold IMO, you gotta know your aircraft like the back of your hand and know when something just won't work out / what your abort points are.
 
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That didn’t seem that hard to me.
 
elvisAteMySandwich said:
Did he get too slow? The airplane just fell like a rock.
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I'm speculating at a DG level, but it looks to be like he ran out of airspeed trying to keep it tight and hit that spot. It looks to me like it would have been a base to final stall if he'd been any higher. Probably trying to get the nose up and couldn't anymore.
 
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