More precisely, a stall, wing drop, nose over, crash, breakup, burn, injured (but alive).
The pilot of a multi-million-dollar turboprop making the same mistakes in the pattern that 2-seat-110-HP pilots do.
This accident reminded me of the discussions we had with professional pilots about the convenience of reducing the AoA in a stall situation at very low altitude.
In this accident, the pilot stalled the plane and the pilot tried to kill himself by pulling more up but he was saved y the plane who decided to push down instead and against the pilot's will.
The accident did happen in a very stressful and probably very high workload context of severe engine problems.
While I am more fascinated with the stall situation, we can also talk about the pilot decision making of not landing at the closest airport after the engine issue developed first as a partial loss of engine problem, then decided instead to divert to DFW 30 NM away, then the engine condition worsened so he re-diverted to the closest airport, then deciding to do a 360 on base (which had him pointing away from the field for most of the turn) to loose altitude.
We can also talk about the appropriateness of the PHO making the distinction between "landing as soon as possible" and "as soon as practical" and then calling for landing "as soon as practical" in the event of partial power loss on the only engine installed in the plane.
We have raw footage of the last part of the 360, stall, wing drop, and stick-pusher recovery; the VASAviation ATC with radar plot, and blancolirio's analysis:.
In that order:
The pilot of a multi-million-dollar turboprop making the same mistakes in the pattern that 2-seat-110-HP pilots do.
This accident reminded me of the discussions we had with professional pilots about the convenience of reducing the AoA in a stall situation at very low altitude.
In this accident, the pilot stalled the plane and the pilot tried to kill himself by pulling more up but he was saved y the plane who decided to push down instead and against the pilot's will.
The accident did happen in a very stressful and probably very high workload context of severe engine problems.
While I am more fascinated with the stall situation, we can also talk about the pilot decision making of not landing at the closest airport after the engine issue developed first as a partial loss of engine problem, then decided instead to divert to DFW 30 NM away, then the engine condition worsened so he re-diverted to the closest airport, then deciding to do a 360 on base (which had him pointing away from the field for most of the turn) to loose altitude.
We can also talk about the appropriateness of the PHO making the distinction between "landing as soon as possible" and "as soon as practical" and then calling for landing "as soon as practical" in the event of partial power loss on the only engine installed in the plane.
We have raw footage of the last part of the 360, stall, wing drop, and stick-pusher recovery; the VASAviation ATC with radar plot, and blancolirio's analysis:.
In that order:
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