"Aircraft Stalls as Skydivers Prepare to Jump"
Discussion
I see this is doing the rounds. Rather scary!
To my untrained eye it looks like he then stalls it several times while trying to recover?
Not an entirely unusual thing to happen it seems, there are a few about if you google. I suppose that's a lot of reward weight transfer for a fairly small aircraft.
To my untrained eye it looks like he then stalls it several times while trying to recover?
Not an entirely unusual thing to happen it seems, there are a few about if you google. I suppose that's a lot of reward weight transfer for a fairly small aircraft.
CrutyRammers said:
To my untrained eye it looks like he then stalls it several times while trying to recover?
He's actually gone in to a spin no doubt triggered by asymmetric power (left engine looks throttled back) together with drag from the jumpers (who seemed to stay a long time on the rail). Looks like a decent spin recovery to me but I only have experience of stall recovery and spin recovery in a single.This quote from the operator was posted to the Flyer Forum:
King Air operator said:
Hi Guys & Girls. I am getting messages about the video of the stall and spin of our King Air 2 weekends ago during the 14 ways FS camp, that has now surfaced on social media.
Predictably, the armchair experts are ripping into it as one would have expected. I thought to share a few facts so you, the skydiving community, can have the correct information.
1. The incident happened on 14-Oct-21
2. The aircraft was inspected and is undamaged. (there are many rumors of it being “a write-off)
3. The stall happened when we allowed too many jumpers on the outside step, causing the nose to pitch up beyond the controllability of the elevator.
4. The aircraft was successfully recovered after two spin rotations.
5. Further asymmetrical movements on the wings after the stall spin recovery were due to one engine spooling up quicker than the other.
6. The incident was reported to CAA within 24 hours. They investigated it and they seem to be happy that the aircraft was operated and flown within its STC.
7. In future, no more than 5 jumpers will be allowed on the outside step. We will also brief the big formations to be wary of a pitch moment of the nose of the aircraft,so they can let go should this happen. This will also be placarded inside the aircraft and included in our King Air briefing for new jumpers.
I am sharing above information so you can have the facts.
Blue Skies.Oh
...and a bit of video of a DC-3 in a similar situation...Predictably, the armchair experts are ripping into it as one would have expected. I thought to share a few facts so you, the skydiving community, can have the correct information.
1. The incident happened on 14-Oct-21
2. The aircraft was inspected and is undamaged. (there are many rumors of it being “a write-off)
3. The stall happened when we allowed too many jumpers on the outside step, causing the nose to pitch up beyond the controllability of the elevator.
4. The aircraft was successfully recovered after two spin rotations.
5. Further asymmetrical movements on the wings after the stall spin recovery were due to one engine spooling up quicker than the other.
6. The incident was reported to CAA within 24 hours. They investigated it and they seem to be happy that the aircraft was operated and flown within its STC.
7. In future, no more than 5 jumpers will be allowed on the outside step. We will also brief the big formations to be wary of a pitch moment of the nose of the aircraft,so they can let go should this happen. This will also be placarded inside the aircraft and included in our King Air briefing for new jumpers.
I am sharing above information so you can have the facts.
Blue Skies.Oh
Edited by eharding on Thursday 4th November 10:30
Full marks to the pilot, when did he last practice spin recovery from a stall? They do not even teach spin recovery now, they reckoned more pilots were lost practising it than actually in a real emergency. I used spin recovery regularly, using it to descend glider quickly.
Eventually passed PPL but decided not to fly glider aeroplane after superbe Pilot was killed in towing accident. He flew frightenings for RAF. Sad day. so I qualified as para pilot, never regretted it great fun.
Full marks to company for being open about it too, very professional.
Eventually passed PPL but decided not to fly glider aeroplane after superbe Pilot was killed in towing accident. He flew frightenings for RAF. Sad day. so I qualified as para pilot, never regretted it great fun.
Full marks to company for being open about it too, very professional.
Mercdriver said:
They do not even teach spin recovery now,
Yep, PPL syllabus just has "spin awareness and avoidance" these days. I was taught full spin recovery however, because my instructor was old school and his view was it was better to actually experience it and learn to recover. Plus it's fun. Although reasonably benign in a C152.I had silver c at glider flying so did a reduced course for PPL.
Notice in film above flaps were down, I sat GFT and instructor asked for spin recovery with flaps. Hmm, never done that before must be same as without, oops that got Adrenalin going, what the h$ll happened there? A bit of a fright I must admit but better to find out then rather than later in my flying.
Paras and pilots have love hate relationship, they need each other for their hobby but tend not to see the others view. One day I was getting humorous dogs abuse from the paras so held the aeroplane down to pick up speed then pulled hard to give a bit of positive g then as the groans were beginning to subside I checked forward to give them a bit of negative G, never had any slagging after that.
The paras paid by drop height, Cessna 206 gets a bit geriatric above about 9000 depending on pressure. 28 minutes to 10000 was normal. One day wave clouds in evidence so used them in climb, commotion in back, what’s going on someone asked. Explained climbing in rapidly ascending cloud so will get better climb rate. The altimeter the paras use Is much more sensitive than aeroplane one, I have only seen the altimeter move this fast in a helicopter. Do you want 12000 I asked it will not cost you extra. You bet was reply. So 18 minutes up and down, everybody pleased except the company beancounter who demanded they pay on minute rate how long did lift take? 18 minutes, cheaper than the 10000 rate I said laughing.
Notice in film above flaps were down, I sat GFT and instructor asked for spin recovery with flaps. Hmm, never done that before must be same as without, oops that got Adrenalin going, what the h$ll happened there? A bit of a fright I must admit but better to find out then rather than later in my flying.
Paras and pilots have love hate relationship, they need each other for their hobby but tend not to see the others view. One day I was getting humorous dogs abuse from the paras so held the aeroplane down to pick up speed then pulled hard to give a bit of positive g then as the groans were beginning to subside I checked forward to give them a bit of negative G, never had any slagging after that.
The paras paid by drop height, Cessna 206 gets a bit geriatric above about 9000 depending on pressure. 28 minutes to 10000 was normal. One day wave clouds in evidence so used them in climb, commotion in back, what’s going on someone asked. Explained climbing in rapidly ascending cloud so will get better climb rate. The altimeter the paras use Is much more sensitive than aeroplane one, I have only seen the altimeter move this fast in a helicopter. Do you want 12000 I asked it will not cost you extra. You bet was reply. So 18 minutes up and down, everybody pleased except the company beancounter who demanded they pay on minute rate how long did lift take? 18 minutes, cheaper than the 10000 rate I said laughing.
Pausing the video at certain places is a little less complimentary of the pilot, although it's easy to criticise from a position of comfort.
The procedure of stooging around highly assymetric at low speed with an aft-moving CoG is something else.
If you pause at the first recovery though, you'll see that close to full-up elevator and full aileron are in use. In fact up elevator is evident through much of the first spin. One engine spooling up faster than the other isn't ideal and may well be true but it only leads to another vicious wing drop because the aircraft is barely flying but the pilot has the control column in his crotch already.
Then he does it again.
The procedure of stooging around highly assymetric at low speed with an aft-moving CoG is something else.
If you pause at the first recovery though, you'll see that close to full-up elevator and full aileron are in use. In fact up elevator is evident through much of the first spin. One engine spooling up faster than the other isn't ideal and may well be true but it only leads to another vicious wing drop because the aircraft is barely flying but the pilot has the control column in his crotch already.
Then he does it again.
Not watched it in slo-mo, things get a bit hectic for the pilot at the exit point, managing the engines, flaps, cowl flaps, operating the radio( how does ATC know you have just put the last, and largest bit of mars bar in your mouth?) listening to the minor corrections in the run in from the jump master and sorting the trim out when the paras all congregate at the door. Turns to correct the run in are done flat no airelons
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