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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

I’m glad we get to gather in a place where we can observe, opine, share experiences regarding a technically extreme activity that will harm everybody involved if things go wrong, much moreso the complacent. The lack of an NTSB factual finding doesn’t change the fact that the things we *can*...

Anything we didn’t already beat to death here within a few weeks of it happening?

Someone ought to make a graphic that shows the nominal flight path of the ILS next to the actual path flown.

Heh, yeah, that’ll do it.

I’m gonna venture a guess that this approach was hand-flown.