Wardogg
Meat Popsicle
Doesn't appear to be that much. There are 18 seconds between the two climbing data points.
Cirrus Jet Caps Deployment 9/9/2022 N77VJ
- Thread starter fholbert
- Start date
🦈💜
All dragon~
Was that a copy and paste from the METAR? I can't imagine how a heavy Terminal Radar Service Area would affect A/C performance.
Now you’re just being a pain in the ARSA.
T/O w/FSII
Well-Known Member
Nope. Watch the simulator. It pitches up to 20 degrees at 2g’s for quite awhile. Up to 30 seconds if the speed is above 135
Wardogg
Meat Popsicle
I see your point. The ADSB exchange data is more detailed than the flight aware. He starts falling out of the sky before a 4000 fpm climb sets in. Downdrafts? Microburst? Something made him pull it. I don't think it was engine failure.
Murdoughnut
Well sized member
Maybe this is a dumb question, but would chute deploy if you were up against that strong of downdrafts? Wouldn't it blow the shoot down too?
Wardogg
Meat Popsicle
Also a good point. i dont know if the link will work but if you click on this track you cant watch the data. Straight and level to 2500 fpm down in seconds. Then 7500 fpm up while chute is deploying. He almost ended up in the water on driftdown.
ADS-B Exchange - track aircraft live
ADS-B Exchange - track aircraft live - aircraft flight history
globe.adsbexchange.com
Wardogg
Meat Popsicle
NTSB issues the preliminary report into an accident involving a Cirrus SF50 Vision Jet, N77VJ, that occurred on September 9th, 2022, near Kissimmee Gateway Airport (ISM/KISM), Saint Cloud, Florida:
On September 9, 2022, about 1502 eastern daylight time, a Cirrus Design Corp SF50, N77VJ, was substantially damaged when it was involved in an accident near Saint Cloud, Florida. The private pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot stated that as part of his flight preparation he obtained weather information, then before departure provided a passenger safety briefing. The flight departed Miami-Opa Locka Executive Airport (OPF), Miami, Florida, destined for Kissimmee Gateway Airport (ISM), Orlando, Florida, maintaining contact along the route of flight with several Federal Aviation Administration air traffic control facilities as appropriate. While en route the pilot obtained the automated terminal information service information at ISM, which indicated light rain and ceilings at 4,600 and 3,800 ft. He was informed by the controller to expect heavy rain and the RNAV (GPS) runway 33 approach, circle to land runway 24. He was then instructed to proceeded direct AXMEB (intermediate fix for the RNAV (GPS) Runway 33 approach) and to cross AXMEB at 2,000 ft msl. He selected NAV and VNAV modes of the autopilot to cross AXMEB at 2,000 ft msl. While descending, he reduced engine power to between 25% and 30% and reviewed the approach.
The airplane was equipped with a recoverable data module (RDM) which recorded flight and engine parameters. The data reflected that when the airplane was just north of AXMEB, it turned right and flew toward LOJUF, which was the final approach fix (FAF) for the RNAV (GPS) Runway 33 approach. The airplane continued flying in that general direction at 2,000 ft pressure altitude from 1455 until about 1459, with a reduced power setting (20%) for nearly half that time. The pilot stated that he heard an airspeed aural warning and according to the recorded data the indicated airspeed reduced to about 102 knots. The pilot noted that the reduced airspeed was not common for that portion of the approach or the airplane’s configuration. He added an additional 10% to 15% of engine power which usually recovered airspeed, but when it did not, he added additional engine power. The pilot scanned the attitude indicator which was “OK,” and reported that the airplane then made an uncommanded right turn. He disconnected the autopilot, attempted to roll the wings level; about that time the data reflected that the airplane deviated to the left and climbed with the indicated airspeed decreasing. The pilot pushed the nose down to maintain airspeed, which resulted in his laptop and iPhone “floating.” The airplane was in instrument meteorological conditions, and the pilot informed the passengers that he would be deploying the Cirrus Airframe Parachute System (CAPS). The airplane was flying at 119 knots in a slight nose-up pitch attitude, about 45° left roll, and at 3,150 ft pressure altitude when the CAPS activation occurred.
The airplane touched down hard in a marsh area behind a house in a residential area and sustained substantial damage. All occupants exited the airplane and were taken to a hospital for evaluation. The airplane was retained for examination.
The nearest observation facility (KISM), located about about 6 miles away, reported the following:
Observation Time: 14:56 Local
Conditions at Accident Site: IMC
Lowest Ceiling: Broken / 3600 ft AGL
Temperature/Dew Point: 27°C /23°C
Wind Speed/Gusts, Direction: 17 knots / 20 knots, 230°
Visibility: 6 miles
Type of Flight Plan Filed: IFR
On September 9, 2022, about 1502 eastern daylight time, a Cirrus Design Corp SF50, N77VJ, was substantially damaged when it was involved in an accident near Saint Cloud, Florida. The private pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot stated that as part of his flight preparation he obtained weather information, then before departure provided a passenger safety briefing. The flight departed Miami-Opa Locka Executive Airport (OPF), Miami, Florida, destined for Kissimmee Gateway Airport (ISM), Orlando, Florida, maintaining contact along the route of flight with several Federal Aviation Administration air traffic control facilities as appropriate. While en route the pilot obtained the automated terminal information service information at ISM, which indicated light rain and ceilings at 4,600 and 3,800 ft. He was informed by the controller to expect heavy rain and the RNAV (GPS) runway 33 approach, circle to land runway 24. He was then instructed to proceeded direct AXMEB (intermediate fix for the RNAV (GPS) Runway 33 approach) and to cross AXMEB at 2,000 ft msl. He selected NAV and VNAV modes of the autopilot to cross AXMEB at 2,000 ft msl. While descending, he reduced engine power to between 25% and 30% and reviewed the approach.
The airplane was equipped with a recoverable data module (RDM) which recorded flight and engine parameters. The data reflected that when the airplane was just north of AXMEB, it turned right and flew toward LOJUF, which was the final approach fix (FAF) for the RNAV (GPS) Runway 33 approach. The airplane continued flying in that general direction at 2,000 ft pressure altitude from 1455 until about 1459, with a reduced power setting (20%) for nearly half that time. The pilot stated that he heard an airspeed aural warning and according to the recorded data the indicated airspeed reduced to about 102 knots. The pilot noted that the reduced airspeed was not common for that portion of the approach or the airplane’s configuration. He added an additional 10% to 15% of engine power which usually recovered airspeed, but when it did not, he added additional engine power. The pilot scanned the attitude indicator which was “OK,” and reported that the airplane then made an uncommanded right turn. He disconnected the autopilot, attempted to roll the wings level; about that time the data reflected that the airplane deviated to the left and climbed with the indicated airspeed decreasing. The pilot pushed the nose down to maintain airspeed, which resulted in his laptop and iPhone “floating.” The airplane was in instrument meteorological conditions, and the pilot informed the passengers that he would be deploying the Cirrus Airframe Parachute System (CAPS). The airplane was flying at 119 knots in a slight nose-up pitch attitude, about 45° left roll, and at 3,150 ft pressure altitude when the CAPS activation occurred.
The airplane touched down hard in a marsh area behind a house in a residential area and sustained substantial damage. All occupants exited the airplane and were taken to a hospital for evaluation. The airplane was retained for examination.
The nearest observation facility (KISM), located about about 6 miles away, reported the following:
Observation Time: 14:56 Local
Conditions at Accident Site: IMC
Lowest Ceiling: Broken / 3600 ft AGL
Temperature/Dew Point: 27°C /23°C
Wind Speed/Gusts, Direction: 17 knots / 20 knots, 230°
Visibility: 6 miles
Type of Flight Plan Filed: IFR
ppragman
FLIPY FLAPS!
wild spatial disorientation or weird attitude information on a digital display?
this reads strangely
BEEF SUPREME
Well-Known Member
Have you flown into Telluride?
Roger Roger
Bottom of the list
I’m gonna go with….dude in way over his head flying a jet got into a downdraft, panicked when his usual pitch/power setting wasn’t working, and pulled the chute.
Cherokee_Cruiser
Bronteroc
No. But that’s not the point.
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