I am thinking that if he wasn't working out in a gym and working his legs I can only imagine that as soon as the left engine failed then slammed the rudder all the way to the left, he just didn't have the strength to move that peddle or overcome those forces. I don't think many dentist do a lot of leg work to keep the muscles toned up. An engine failure at that point allows under three seconds for a pilot to respond. Once a wing is rising, rudder is of little help. The only solution is to yank back on the throttles -that is why multi-engine pilots are encouraged to keep a hand on the throttles during take-off. If you get lucky, they'll be time to ease power back in once the plane is under control, but usually speed has bled too low for successful flight.
With HP on each side at full power suddenly losing an engine coupled with a relatively "short" distance from the engines to the rudder, while low and slow, combined with dusk lighting conditions, and the odds were stacked against a successful outcome.
So sorry for him and his family. I was wondering about the helicopter as well. I have seen video of a Cirrus landing just after a large military chopper departed. Just as the Cirrus was about to flare, he was flipped over and landing inverted due to the wake turbulence from the large rotor on the chopper. Not sure if a smaller chopper like the one seen here could do that especially since he is still on the ground not producing lift.
Interesting theory though. Worst possible time to lose an engine along with a short runway sealed his fate. It was just his time. Take off a twin below VMC. Flip it upside down faster than you can say "ah". This is the second time that N65MY has had an incident in the past 12 months or so.
About 8 months ago one of the cylinders on the left engine blew out and Robert had to make an emergency landing on runway Trim Aire Aviation out of Texas had recently conducted engine overhauls on both right and left engines.
Boyd 'Buddy' Miller is the owner of Trim Aire, and came down to conduct the left engine replacement. We speculate that during takeoff the left engine failed or lost power, causing the left wing to pull back which led to the aircraft rolling over and slamming into the ground.
My personal experience with 65MY and Boyd Miller: I got the feeling that he was shady because he provided direction to conduct testing on the engine that would have resulted in further damage and liability to my company. As such we refused to work on the aircraft when the left engine failed the first time approximately 8 months prior to the incident that resulted in Robert's death.
Saw 65MY in the run up area. About 10 minutes later I was notified of the crash and already knew who it was was before the aircraft's identity was made public.
I revisited Trim Aire Aviation via google and identified that Buddy Miller was sued for selling a guy 6 engines that were not up to par. Not sure if the customer won that case or not but kinda goes to show that Buddy Miller has had opportunity with morals and ethics in the past. So, left engine fails twice in 8 months, pilot survives the first incident, but not the second.
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Same guy is responsible for the overhauled engine that failed, and the replacement engine that failed NTSB final will include whatever is learned about who, what, when on the engine story from logbooks and maintenance records. Presume you made your shop records from that initial evaluation of the first incident available to NTSB. Posting anonymously about that lawsuit and saying "not sure if the customer won that case" is unethical, seeing as the case reference you Googled up made it clear in the rendered judgement that Mr.
Miller was not found to be at fault in the original trial or in the claimant's appeal. The Googled up lawsuit reference describes that activity as involving brokering partially disassembled used turbine engines "as is" to a person who intended to part them out, not engines that were overhauled or otherwise represented as serviceable. Thorough reading of the rendered opinion does not suggest moral or ethics deficiencies by Trim Aire.
Why use it to smear them if the courts dismissed the claims? Missed resetting the trim? Eager dirt sniffer? Not sure a good stunt pilot could get a Duke off the ground in ' Safely that is. Possibly split flaps, happened on the same type of aircraft a few years ago.
Single pilot. I suspect he rotated early, immediately moved his hand from throttles to gear switch and retracted gear, and upon moving his hand back to throttles accidently pulled left throttle back with the heel of his hand. The surveillance photos show high angle of attack as soon as he lifted off at into the TO roll. The specs recite a TO roll of just over 2, at gross. He rotated at 1, but probably under gross.
The NTSB initial recites ground speed of Power off stall dirty is If true, then his stall speed is much higher than Aircraft is just airborne when you can see that left wing begin to drop because it is stalled.
Appears to be less than one second. Then he does the wing over spin. You can step through the video below. The pilot's seat and control positions should be recoverable so the theory of slippage, throttle positions, etc can be investigated as well as the engine out theories.
I'm thinking it's more classic departure stall. The airplane was laund into a high AOA,and then fell. It was never really flying. I could not tell if he had rudder in or was trying to bank into the good engine if he had engine out. He had no time to react really.
There is a video of a Queen Air that lost left engine and is trying to maneuver low and slow to return to the field following tower instructions to make a left turn mistake.
It stalls and spins in. Happens in an instant with that high wing loading.
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Unless you have several thousand feet of air to play with, it will be the end game. Condolences to the friends and family. Hopefully, he died on impact so no suffering in the fire. The photos seem to show that the aircraft traveled approximately 7 plane lengths from rotation to crash- about feet.
Thinking here that it has stalled on TO and he's pulling the yoke back instead of pushing it forward. These aircraft do not have any recent history of seat problems I could find. Possibly another pilot was flying the same aircraft and it was not latd properly? Should be a pre-flight item. Anyway, at that point it stops flying, altitude does not increase past that AOA change point because it has entered a deep stall and spins over.
Total forward travel after wing drop is about 3 lengths. His forward momentum has become circular momentum that is added to gravity and plane departs the flight path to the left. TO roll begin to crash is about 2, feet. Initial NTSB above indicates both engines creating power at impact as evidenced by two sets of prop witness marks about 15 feet from each other. The NTSB should be able to figure out the cause.
Looks like it stalled as soon as he left ground effect. He's pretty much at high AOA at lift-off in ground effect. Aircraft jumps off runway and he's thinking good to go and nudges the AOA even higher.
AS soon as he loses the ground effect, it is totally stalled. Martin, I was rearly shocke when I saw that Crash video.
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I operated the Dukes since with more than 3. In my opinion it looks like that the pilot seat was not correctly adjusted. I had this three times with the Duke P and P and in P I am 1,80 m high, so that the seat in the full back position allows me to handle the Throttles.
The death will likely be hardest on Robert's wife, his mother said, because he "never stopped dating her." They loved going to concerts, Disneyland and the beach, where they roller-skated and rode bikes. The family had only moved to Heber City, Utah, in January after living in Southern California their whole lives. M Corvette Coupe, hp, 4 speed, numbers matching original engine, also has factory original body/trim tag, 57, actual miles. Sunfire Yellow paint with Black stinger and Black interior. Very nice cosmetics considering this car has never had a body-off restoration.
If the pilot is smaller and has both hands on the Control wheel instead of his right hand on the Throttle, he could be so shocked and keeps his hand convulsive on the Control wheel so pulled the plain into the stole. If you pull the Duke extra and conscious from the runway with only 69 knots, you could not believe how strong you have to pull the elevator.
I cannot believe that this was done by the Pilot. It seems to be much more logical, that the pilot seat went into the full back position while the pilot had both hands on the control wheel.
I am very sorry about that crash. The Duke flies always so well and safe. Looking at the one of the close-up security video, you could see that prior to the stall, the airplane yaws to the left and left wing slightly lowers; that is happening for some 3 long seconds.
So it does not look as a stall, which happens very abruptly, when the airflow is ripped away from the top surface of the wing and does not give a reason for developing yaw effect. On the other hand, it is consistent with loss of left engine power and following vmc roll as discussed. The marks in the ground from a left engine mean the engine wasn't shut, but it doesn't mean it was producing sufficient power.
I aggree with you. On the other hand I have this question: Why does he take of with only less than 70 knots? This ist total unnormal for a Beech Duke Takeoff? Martin, I'm not sure where the information about 70 kt IAS? The stall speed of the plane is 73 KIAS, so it wouldn't lift off the ground. But just to be clear with terms, a stall itself is part of vmc roll, where unefectivness of control surfaces cause increasing correcting action, which causes higher drag, that turns into less effective control surfaces and it continues until stall of the wing with ineffective engine occurs.
To recover developing vmc roll, one needs an energy to trade off for speed and that can be only achieved by lowering nose mind how quickly it happens, pilots must train it, regardless single or multi engine.
It can't be just corrected by rudder and airleons, it's part of the problem. But as people wrote here, that is why vmc is defined and why multi engine aircraft should not take off before achieving it.
Dear unknown person, in the Information are 1. This is the Information I was looking at, and I came to a not correct adjusted pilots chair. If you are airborn with 70 knots in a Duke, you need full ruder to the right to hold the aircraft strait.
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