"Dudley Henriques" wrote in message
...
Bertie the Bunyip wrote:
http://www.youtube.com/watch?v=F4_iJ...eature=related

http://www.youtube.com/watch?v=ZN1lC...eature=related

http://www.youtube.com/watch?v=9txDhi5wC2A

Have my own notions, but would be interested from a pros viewpoint. I'm
assuming that mechanical was not a factor in any of these, BTW.Might have
been, but it appears that in each case the pilot went in with no commital
gates and no escape route. Bertie

Can't say much about the Extra (at least it looked like an Extra) but the
Hurricane and the King Cobra are accidents I've been involved in with
safety discussions within the war bird demonstration community.

To me, the KC accident looked like the result of a way too low energy
state going through the top gate. He should have had at least 150
indicated inverted on top but it looked like he lost his energy to drag
going up the up line by pulling too much g. He was practically dead in the
water on top but apparently at fairly high power. This looked like it
torqued him in roll pretty good and he lost it coming through the gate. He
recovered as the angle of attack narrowed back into the work range but by
then he was committed way too nose low and had no radial g available to
affect the recovery.

What was his "out" once he was inverted and slow?

I assume the proper recovery is to pull back the power to a manageable
level, unload the airplane, and get the nose below the horizon in order to
build some airspeed. Once the airplane is flying again, feed in the power
while rolling level, then pull...



The Hurricane looks like it will come down to a simple brain fart. The guy
was very qualified and had experience. So far it looks like he simply
committed to a Split S below his minimum AGL parameter for the Hurricane.
This one is very similar to the Thunderbird F16 accident at Mountain Home
AFB where the team lost a Viper. Brain fart!


--
Dudley Henriques