A Swedish cautionary tale. P7's very 'tongue in cheek' deserves some expansion - from the UP - I've cribbed a post which, IMO is worth a read - HERE. I've had trouble with the 'formatting' of the copied piece - but stick with it -
Quote - “Depressing reading. Maybe even a $20 length of rope or a net barrier across the baggage shelf might have saved them.”
Golfer Alf X (response edited for format) - What cock! CoG nothing to do with this incident despite the Swedish regulators (poorly informed) opinion. On prior flight the stall warning was sounding during climb near cloud (on youtube, or WAS, not now seemingly.) stall warning is an indicator of low speed, (incorrect attitude).
The jump master ordered jumpers forward off the parcel shelf. stall warning stopped, climb (at correct speed resumes) the change of CoG is NOT what is causal here, it is the trim speed being used. If jumpers move forward at a trim state, the effect is a lower nose attitude and increased speed. The CoG is not what changes the speed it is the trim condition and the attitude that controls speed, yes? The pilot COULD (if he had so chosen) trimmed nose up and gone back to the low speed case had he wished with accompanying stall warning, OR EVEN trimmed nose down even at the low speed AFT GOG case to obtain correct speed /attitude and trim condition, without moving the jumpers forward. it is attitude and trim (and power of course P+A=P) that determines speed NOT CoG
This is the fundamental flaw in the analysis of this report. a very basis misunderstanding of how an aeroplane works. It is attitude that controls speed (which then enables control) NOT CoG, CoG can be varied, but a pilot can maintain speed, by elementary principles, with the controls. Then trim and viola! Zut Alors!
The previously supposed likely cause, and in my very positive opinion most likely, having scrutinized the report in great detail, was:-
the low time pilot,
press on in scungy weather
skating over ever higher cloud tops,
not using full climb power when needed
asking for additional altitude (late) due to wheels in the murk
progressively getting slower (raising nose to maintain height or to climb, tut tut)
improperly using power, see above and power input RPM/MAP traces in the report
still trying to clear cloud by raising nose - and slowing further enters cloud,
pushes levers fully forward (finally) just as she stalls in IMC and rolls over (likely with controls fully back) steep nose down spiral dive still at full power still in IMC (high RPM as reported from audio analysis) very high speed, no visible reference, steep spiral continues
sees ground and
PULLS AS HARD AS HE CAN
BANG/BANG/BANG wings and tail in sequence all break off, engine stops
Game Over
NO REPLAY
Tell me how a piece of rope stops this chain of errors?, unless it was a tie down that was never unfastened before flight.
HD
Tim Tam and two Choc Frogs. Well said that man....
Quote - “Depressing reading. Maybe even a $20 length of rope or a net barrier across the baggage shelf might have saved them.”
Golfer Alf X (response edited for format) - What cock! CoG nothing to do with this incident despite the Swedish regulators (poorly informed) opinion. On prior flight the stall warning was sounding during climb near cloud (on youtube, or WAS, not now seemingly.) stall warning is an indicator of low speed, (incorrect attitude).
The jump master ordered jumpers forward off the parcel shelf. stall warning stopped, climb (at correct speed resumes) the change of CoG is NOT what is causal here, it is the trim speed being used. If jumpers move forward at a trim state, the effect is a lower nose attitude and increased speed. The CoG is not what changes the speed it is the trim condition and the attitude that controls speed, yes? The pilot COULD (if he had so chosen) trimmed nose up and gone back to the low speed case had he wished with accompanying stall warning, OR EVEN trimmed nose down even at the low speed AFT GOG case to obtain correct speed /attitude and trim condition, without moving the jumpers forward. it is attitude and trim (and power of course P+A=P) that determines speed NOT CoG
This is the fundamental flaw in the analysis of this report. a very basis misunderstanding of how an aeroplane works. It is attitude that controls speed (which then enables control) NOT CoG, CoG can be varied, but a pilot can maintain speed, by elementary principles, with the controls. Then trim and viola! Zut Alors!
The previously supposed likely cause, and in my very positive opinion most likely, having scrutinized the report in great detail, was:-
the low time pilot,
press on in scungy weather
skating over ever higher cloud tops,
not using full climb power when needed
asking for additional altitude (late) due to wheels in the murk
progressively getting slower (raising nose to maintain height or to climb, tut tut)
improperly using power, see above and power input RPM/MAP traces in the report
still trying to clear cloud by raising nose - and slowing further enters cloud,
pushes levers fully forward (finally) just as she stalls in IMC and rolls over (likely with controls fully back) steep nose down spiral dive still at full power still in IMC (high RPM as reported from audio analysis) very high speed, no visible reference, steep spiral continues
sees ground and
PULLS AS HARD AS HE CAN
BANG/BANG/BANG wings and tail in sequence all break off, engine stops
Game Over
NO REPLAY
Tell me how a piece of rope stops this chain of errors?, unless it was a tie down that was never unfastened before flight.
HD
Tim Tam and two Choc Frogs. Well said that man....