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Ok, so even more understated than it seemed at first. You’re a pro, haha. Congrats, very cool to hear the rest of the story. Glad it worked out for you!

Ok, I’m laughing at how this understated post was entirely overlooked. That is hilarious. You’re the OP! How did it work out for you, 18 years down the road?

It’s not about hiring the qualified candidate. It’s more about enlarging the candidate pool and giving opportunity to people who don’t necessarily have the access to reach the traditional pipeline, which is most often determined by a modicum of family wealth. This is seen a lot in youth sports...

Sometimes it’s just a matter of collecting some facts. Maybe it’s weather, maybe it’s a video, etc. It sure cuts through the chaff when there is at least a little evidence. Non-pilots tend to not know where to look (except videos, obviously) and definitely don’t have the ability to exclude so...

Just for the sake of your statement: that doesn’t strike me as armchair quarterbacking, as in “what I would have done” or “what I think they were doing.” In general, I don’t think it’s a bad thing for subject matter experts to lend insight into possible failure modes. God knows there are enough...

The video I saw shows a complete, immediate loss of control following a catastrophic engine failure. It went in at about a 90°bank angle.

Before I made that statement, I had literally pulled up the skew-t, all the AIRMETs, and icing forecasts/freezing levels valid for that time. There was a pretty big inversion along the stationary front and Muncie was still in the warm sector at the time. Gotta look into these things with data...

I read that it had just come out of annual?

Looking at the ADS-B track, the groundspeed during climbout was very slow (low 70s dipping to the low 60s) with strong (mostly) crosswinds predicted aloft. There was an AIRMET for icing and turbulence. The bulk of the storm had passed, but the aircraft flew right into a radar-indicated, fairly...

Whoa. Thats a pretty big miss in the report.

Freezing level was about 10-11k yesterday, so I wouldn’t be worried about that. The weird, low and slow 360 (if that turns out to be true) at the end of an approach that was already way off makes a lot more sense.

Yeah, without the tower tape, we don’t know if he cancelled IFR and went visual. Though if that was the case, approach should have gotten a release for the subsequent inbounds and with the field being solid IFR (see below), tower probably wouldn’t have allowed it, anyway. Either way, a 360 is...

Definitely right of course for several miles. There’s an ATC recording from Indy Approach that is talking to several other aircraft on the approach. He’s having to hold them because the Cherokee is still on the approach, then near the end approach says the Cherokee “wanted to do a 360 with the...

According to the POH, TOGA with autopilot gives 10° pitch up and max torque until 500’ AGL, when envelope protection kicks in. Same as takeoff. I don’t know what speeds and climb rates that yields, as you said, someone with experience in type will need to chime in. But the AP should also limit...

Ah, right. It makes it even less likely that it was the case. I’m just trying to make the mental leap that a stall led to the departure and not the other way around. I missed a step.

It initially climbed several hundred feet while at a pretty slow groundspeed. It turned really tightly initially (faster then the autopilot should allow), then more gently, then for 10-15 seconds it was almost straight and level while accelerating to 150kts before it suddenly turned left and...

Agree with all, but if the data are correct it looks like the entry to the loss of control was a little more like a spiral than a pure stall/spin. Of course, that could have been exacerbated by ice and/or wing loading into an accelerated stall. But the groundspeed of 140-150 knots around that...

It vacillated between 6900 and 7100 while accelerating throughout the ~40 seconds after initiating the missed. I wouldn’t call it much of a climb at all.

The thing that jumps out at me is the turn. Very little climb, should have been on the way to 12,000 in the turn. Instead, it was fairly level with a quick turn rate in the first 90° and an accelerating groundspeed. The turn relaxed quite a bit, still fairly level, then reversed (while still...

KTRK 310047Z 00000KT 1/2SM SN OVC009 M01/M01 A2964 KTRK 310155Z AUTO 00000KT 1/2SM SN OVC009 M01/M01 A2966 RMK AO2 P0003 TAF KTRK 301755Z 3018/3118 VRB05KT 3SM BR VCSH BKN010 FM302000 03007KT 2SM -SHSN BKN020 FM310600 31005KT 1/2SM SN BKN010 FM311600 VRB05KT P6SM VCSH BKN020