Looking at the report and those direction traces you posted there is something not matching in terms of the time traces compared to the accident report. Also I think fight radar data if they don't get a new reading it just repeats the same one. You're better off plotting the co ordinates and then working out the heading rather than using the heading data I think.
Yes I guess you are right, if you can't do it for me ;-) I can allways try flashing my eyelashes and say pleace, sometimes it works
you seems to have already done it.
I am just trying to get a correct speed from MIL radar data.
The pilot is maintaining a pretty steady speed and altitude at an air speed of around 80 knots based on a 30 knot head wind which he was more or less heading into. Then he speeds up a bit to about 87 kts but stays level, Then the speed dies, but the altitude hardly changes.
Yes and it is that part before, that I would like recalculate the speeds for ??
One thing to consider is whether as the speed increased a bit did this make the door more difficult to open and so the pilot got a call to slow down a bit "so that I can open the door"
I am quit shore that no call to the pilot with requests was made. That is not there rutin. And I have seen many jump films and never seen that happen.
They look at the GPS to se where they are and then wait until the propeller speeds is 2000 rpm and it was never under 2350 rpm in motordata or in the soundfile.
And the ruels was also changed one and a half mounth earlier that the door was not to be force opened.
Because the lever inside the door that holds it looked closed and open hade broken because of bad welding and my partner hade to keep the door cloesed while they where going down for landing.
It was a colleague of mine that welded it togheter again, he is the only one we have who is a licensed welder.
That is not and with the extra weight at the back with everyone starting to shuffle around to get ready to exit he powered back too much and couldn't hold the aircraft level??
This lift was not going to be a formation jump as I have understod it, they where planing on jumping out two and two. But I can ask.
And i have a film from a formation jump where ju can see quit good how it is done. Unfortanatly it is not on the net so I can't show you. I am not shore what your definision of shuffle is?
There is this film but I think that they only are six or seven in the plane so it isn't really the same.
Looking at the report and those direction traces you posted there is something not matching in terms of the time traces compared to the accident report.
True they are from flieght24 I got them myself. I have never asked for the ones that SHK claims to be more correct the ones from the airport transponder system see (thread 2 Dec 20 20:04)
Also I think fight radar data if they don't get a new reading it just repeats the same one.
True
You're better off plotting the co ordinates and then working out the heading rather than using the heading data I think.
Just trying to calculate the correct speed.
One think struck me when looking at the radar trace on figure 18 of the report.
The pilot is maintaining a pretty steady speed and altitude at an air speed of around 80 knots based on a 30 knot head wind which he was more or less heading into.
Then he speeds up a bit to about 87 kts but stays level,
Then the speed dies, but the altitude hardly changes.
Until he gets below stall speed and then banks and turns left and falls down 200m in 4 seconds and a further 200m in the next 4 seconds.
That is wy I want to know the correct speed.
Now why is the crucial question here that we don't have any major clues to.
One thing to consider is whether as the speed increased a bit did this make the door more difficult to open and so the pilot got a call to slow down a bit "so that I can open the door" and with the extra weight at the back with everyone starting to shuffle around to get ready to exit he powered back too much and couldn't hold the aircraft level??
That is the SHK:s picture, se mine abow.
With 30 seconds to go the jumpers will have wanted the door open so they could start to peer out and see if they can see the ground .
The door is not opened more then 10 seconds before jump.
It's interesting that the official protocol is no jump if you can't see the ground, but was that enforced when you have good GPS??
You could se the ground at the airport where the jump should be made even with surronding clouds, it is apparently a common phenomena at the airport..
When the wind is blowing from that direction 351-352 it is a some hight diffrence in the the terrain on the east side of the river not on west side so clouds bild up there but wind coming from the sea can come in on top of the river and makes it clearer on the airport side where it is almost just flat fields around.
(And now I am really guessing!)
Skydivers want to jump out of planes. Even in the middle of a cloud. They really really don't like going down in a plane and having to get out lower or worse still land. The centre has to refund the jump money or doubles the money spent the next time. Most centres operate on thin if any margins so the pilot was probably feeling a bit of time pressure as he had had to hang around waiting for final clearance. All the time you're burning fuel you haven't been paid for.
This is a member association of people who have jumped together some for more than 30 years, they would not consciously take risks to make money. It might have been the pilot trying to impress or do what he thougt was requred.
Best regards Anna
“Logic will get you from A to Z; imagination will get you everywhere.“
Albert Einstein
