Aft CG.

Wardogg

Wardogg

Meat Popsicle
Someone needs a new set of pants.

Like a falling leaf stall. Only more unintentional and more scary.

I also like the indifference of the sky divers. Hope that guy didnt die. We formed up yet?

 
fholbert said:
At 1:40 it appears someone else exits the aircraft
Click to expand...


Copied from reddit.

PILOT's PERSPECTIVE:

  1. The aircraft was inspected and is undamaged.
  2. The jump run procedure entails setting flaps 60-80 and bringing back the left engine to flight idle. We also bring the left prop back to full coarse to minimize disking of the prop. This is to enable the jumpers to egress onto the outside step, which would otherwise be difficult due to the prop & thrust blast from the left engine. There is also the added danger of the blast pushing jumpers into the left elevator. Power is kept on the right engine to maintain altitude during the jump run, which typically takes 60 seconds. A fair amount of right rudder is required to fly a straight line in this configuration. Pilot to maintain 95-90 kts IAS.
  3. The stall and subsequent spin happened when we allowed too many jumpers on the outside step, causing an aft center of gravity and excessive blocking of the airflow to the left horizontal stabilizer. The nose then pitched up beyond the controllability of the elevator.
  4. I anticipated the stall when I hit the elevator stop. As the wing came over, I moved the right engine power and prop levers back to the flight idle position, thereby neutralizing the engine effect from both engines, centralized the ailerons and applied full right rudder (rudder was already in quite deep in at this point). The aircraft behaved very well, and the recovery was surprisingly easy. I pulled out as gently as possible as I did not want to stress the airframe. There was some additional instability when I pulled out of the dive and pushed the throttles forward to power up, as the one engine spooled up much quicker than the other and caused another asymmetrical moment. The flaps may have inadvertently helped to keep the airspeed low. AIS showed 140kts when I pulled out.
  5. The incident was reported to CAA within 24 hours. They investigated (including a visit to our hangar) and they seem to be happy that the aircraft was operated and flown within its STC.
  6. 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 ever happen. This will also be placarded inside the aircraft and included in our King Air briefing for new jumpers.
I am sharing the above information because skydive ops is very different from normal operations and leave people wondering why we fly certain configurations during the climb, jump run and descent.

The aircraft landed safely with the skydivers that did not exit.

The incident was promptly reported to the South African CAA and PASA national safety and training officer. The next day the jump team made adjustments to their exit procedure following discussion with the pilot and no further incidents or near-incidents were experienced
 
USMCmech said:
Copied from reddit.

PILOT's PERSPECTIVE:

  1. The aircraft was inspected and is undamaged.
  2. The jump run procedure entails setting flaps 60-80 and bringing back the left engine to flight idle. We also bring the left prop back to full coarse to minimize disking of the prop. This is to enable the jumpers to egress onto the outside step, which would otherwise be difficult due to the prop & thrust blast from the left engine. There is also the added danger of the blast pushing jumpers into the left elevator. Power is kept on the right engine to maintain altitude during the jump run, which typically takes 60 seconds. A fair amount of right rudder is required to fly a straight line in this configuration. Pilot to maintain 95-90 kts IAS.
  3. The stall and subsequent spin happened when we allowed too many jumpers on the outside step, causing an aft center of gravity and excessive blocking of the airflow to the left horizontal stabilizer. The nose then pitched up beyond the controllability of the elevator.
  4. I anticipated the stall when I hit the elevator stop. As the wing came over, I moved the right engine power and prop levers back to the flight idle position, thereby neutralizing the engine effect from both engines, centralized the ailerons and applied full right rudder (rudder was already in quite deep in at this point). The aircraft behaved very well, and the recovery was surprisingly easy. I pulled out as gently as possible as I did not want to stress the airframe. There was some additional instability when I pulled out of the dive and pushed the throttles forward to power up, as the one engine spooled up much quicker than the other and caused another asymmetrical moment. The flaps may have inadvertently helped to keep the airspeed low. AIS showed 140kts when I pulled out.
  5. The incident was reported to CAA within 24 hours. They investigated (including a visit to our hangar) and they seem to be happy that the aircraft was operated and flown within its STC.
  6. 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 ever happen. This will also be placarded inside the aircraft and included in our King Air briefing for new jumpers.
I am sharing the above information because skydive ops is very different from normal operations and leave people wondering why we fly certain configurations during the climb, jump run and descent.

The aircraft landed safely with the skydivers that did not exit.

The incident was promptly reported to the South African CAA and PASA national safety and training officer. The next day the jump team made adjustments to their exit procedure following discussion with the pilot and no further incidents or near-incidents were experienced
Click to expand...

Damn that’s a perfectly thorough explanation
 
Funny that as clamped down on GA as other countries seem to be, wacky stuff still happens there.
 
As @moxiepilot stated above:

- Pilot's letting the jumpers out into a wall of clouds?

From my own questioning:

- Does a flightcrew brief jumpers of stall/spin procedures prior to going up?
- Should they...?
- Fuel: Always a topic I love discussing with jump ops, since you basically get given enough to glide down on idle... Could an imbalance be safely executed on a twin like a C90 or am I thinking too hard about CG.

That was a helluva recovery. I'll copy @Wardogg with that first sentence. I'd need a new set of pants.
 
The only flying job where you fly the airplane at the edges of its performance envelope all day long.
 
USMCmech said:
Copied from reddit.

PILOT's PERSPECTIVE:

  1. The next day the jump team made adjustments to their exit procedure following discussion with the pilot and no further incidents or near-incidents were experienced
Click to expand...


I do find this odd. Not the pilot....the jump team made adjustments.

As the pilot...I think I would have broken out the spaghetti charts and weighed each jumper from there on out and known exactly how many you could have at the door. Having seen this before maybe I would have had that conversation prior to this jump.

IIRC there was a DC3 that did this exact same thing.

Found it. So this is twice Ive seen it now.

 
USMCmech said:
Copied from reddit.

PILOT's PERSPECTIVE:

  1. The aircraft was inspected and is undamaged.
  2. The jump run procedure entails setting flaps 60-80 and bringing back the left engine to flight idle. We also bring the left prop back to full coarse to minimize disking of the prop. This is to enable the jumpers to egress onto the outside step, which would otherwise be difficult due to the prop & thrust blast from the left engine. There is also the added danger of the blast pushing jumpers into the left elevator. Power is kept on the right engine to maintain altitude during the jump run, which typically takes 60 seconds. A fair amount of right rudder is required to fly a straight line in this configuration. Pilot to maintain 95-90 kts IAS.
  3. The stall and subsequent spin happened when we allowed too many jumpers on the outside step, causing an aft center of gravity and excessive blocking of the airflow to the left horizontal stabilizer. The nose then pitched up beyond the controllability of the elevator.
  4. I anticipated the stall when I hit the elevator stop. As the wing came over, I moved the right engine power and prop levers back to the flight idle position, thereby neutralizing the engine effect from both engines, centralized the ailerons and applied full right rudder (rudder was already in quite deep in at this point). The aircraft behaved very well, and the recovery was surprisingly easy. I pulled out as gently as possible as I did not want to stress the airframe. There was some additional instability when I pulled out of the dive and pushed the throttles forward to power up, as the one engine spooled up much quicker than the other and caused another asymmetrical moment. The flaps may have inadvertently helped to keep the airspeed low. AIS showed 140kts when I pulled out.
  5. The incident was reported to CAA within 24 hours. They investigated (including a visit to our hangar) and they seem to be happy that the aircraft was operated and flown within its STC.
  6. 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 ever happen. This will also be placarded inside the aircraft and included in our King Air briefing for new jumpers.
I am sharing the above information because skydive ops is very different from normal operations and leave people wondering why we fly certain configurations during the climb, jump run and descent.

The aircraft landed safely with the skydivers that did not exit.

The incident was promptly reported to the South African CAA and PASA national safety and training officer. The next day the jump team made adjustments to their exit procedure following discussion with the pilot and no further incidents or near-incidents were experienced
Click to expand...
"Skydivers that did not exit" must have had a crazy ride. Probably explains the 1:40 person.
 
nypost.com

Video shows terrifying moment skydivers jump as stalled plane plummets

Horrifying video captured the moment a group of skydivers in South Africa prepared to jump from a plane seconds before it stalled, went out of control and headed toward the ground.
nypost.com nypost.com


1636058461017.png


Horrifying video captured the moment a group of skydivers in South Africa prepared to jump from a plane seconds before it stalled, went out of control and headed toward the ground.

The heart-stopping incident happened Oct. 14 in Mosselbay, according to video published by Viral Hog.

The Beechcraft King Air was flying at 16,000 feet when the jumpers opened the door and prepared for their formation skydive, according to the account by videographer Bernard Janse van Rensburg.

“We opened the door and began the climb out. As is normal, the skydive team was fully focused on achieving correct positioning and exit timing. This intense focus on task resulted in many of the skydivers missing the tell-tale signs of an imminent stall,” he said.

The footage shows the plane start to bank the moment most of the jumpers let go of the aircraft.

When planes stall, the smooth airflow over their wings is disrupted, resulting in a loss of list. Stalls occur for a variety of reasons, including slow flight, but pilots can generally recover by lowering the nose and adding power.


“This all happened inside of just a few seconds. Those on the outside of the door and immediately inside of the door followed. With nine of us initially in the sky, there were still five skydivers inside of the aircraft,” van Rensburg wrote.

“The moment was surreal and I could not believe what I was seeing. Everything happened in slow motion and I remember thinking, ‘Am I really seeing the plane spinning nose down next to us?’” he said.

“After the spin, the aircraft started to veer underneath us but luckily did not make contact. As the aircraft started to recover from the stall (still unstable) one further skydiver exited, leaving four skydivers and the pilot in the aircraft,” he added.
 
jetcareers.com

Aft CG.

Someone needs a new set of pants. Like a falling leaf stall. Only more unintentional and more scary. I also like the indifference of the sky divers. Hope that guy didnt die. We formed up yet?
jetcareers.com jetcareers.com
 
Wardogg said:
And the really ironic part of it is that these death defying, edge of performance envelope jobs are the first ones the FAA/insurance companies say you should get when you have your wet commercial ticket.
Click to expand...

Well, sure. Liability, no hull insurance. Insurance companies probably do well in those sectors.
 
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