640-554 C4040-251 70-412 70-461 70-534 70-346 HP2-B115 HP0-S41 70-486 70-410 98-375 AWS-SysOps 117-101 CCD-410 70-480 300-101 250-513 CISSP 300-115 CCD-410 C4040-250 300-101 220-802 HP0-S41 HP2-B115 HP0-S41 C4040-252 74-138 640-554 70-417 070-461 PMI-001 CCD-410 648-232 70-347 70-413 70-346 AWS-SysOps 70-346 AWS-SysOps 1Z0-061 70-347 70-411 C4040-252 70-347 70-410 070-410 70-480 CCD-410 C4040-252 74-135 9L0-422 HP2-B115 1Z0-061 MB5-705 C4040-251 70-483 70-461 070-486 70-411 70-488 HP0-S41 MB5-705 70-410 74-134 646-976 070-410 70-412 810-401 C4040-251 74-135 HP0-S41 646-656 1Z0-060 646-967 C4040-252 300-101 640-554 C4040-251 70-534 70-488 070-461 810-401 70-486 70-461 70-417 70-486 9L0-422 AWS-SysOps 70-417 300-115 SY0-401 070-486 1Z0-060 1z0-052 70-462 70-483 300-101 CISSP 70-534 EX200 70-532 70-488 070-410 74-133 1Z0-060 AWS-SysOps MB2-704 200-120 MB5-705 70-467 70-412 9L0-422 C4040-250 MB2-704 70-417 640-554 70-462 220-802 200-120 70-532 70-480 70-488 070-486 1Z0-060 070-486 1z0-047 646-589 642-035 70-417 74-132 C4040-250 C4040-251 642-832 C4040-251 117-101 EX200 1Z0-061 70-410 300-115 70-412 1Z0-061 70-411 70-346 400-101 70-412 1Z0-060 70-347 70-411 70-461 sy0-401 220-801 400-101 117-101 646-671 1Z0-061 200-120 646-653 70-480 C4040-251 300-101 300-115 MB2-704 C4040-250 640-554 1Z0-060 MB5-705 646-590 70-462 CISSP 70-346 70-247 MB2-704 646-985 C4040-252 642-732 70-467 200-120 70-573 000-186 000-188 000-189 000-190 000-191 000-195 000-196 000-197 000-198 000-200 000-201 000-202 000-203 000-204 000-205 000-206 000-207 000-208 000-209 000-210 000-215 000-216 000-217 000-218 000-219 000-220 000-221 000-222 000-223 650-154 650-155 650-156 650-157 650-159 650-173 650-175 650-177 650-178 650-179 650-180 650-195 650-196 650-251 650-256 650-261 650-281 650-286 650-292 650-293 650-294 650-295
Page Not Found - Fear of flying. Flying without Fear.com - Fear of flying. Flying without Fear.com

Here is a part of the blog I posted on this site's blog.

Flyingwithoutfear.com and its associated websites has always maintained the principle of factually correct and unambiguous information to help fearful flyers. We strive to use language and descriptions that are consistent with those values and also explains aspects of aviation in a way that helps fearful flyers to overcome their fears.
The descriptions and eye witness accounts of the crash of the 1960′s fighter jet at a flying display are the opposite of what we try to do. It is inevitable that witnesses to an accident of any type are likely to be in a state of shock and their recall of events is going to be influenced by ignorance, emotion and the the views of other witnesses.


Here is a quote used in the news coverage of this accident, it concerns the R.A.F. Red Arrows formation display team.

A former Red Arrows pilot said the team could not perform at Shoreham because its display could not be varied and would take the aircraft over built-up areas.

This does not mean that there is anything intrinsically unsafe about the airport ... it just means that it doesn't meet the criteria for a formation of nine planes ... which would be different from the requirements of a single aircraft. In any case even it the airport were 'dangerous' it still doesn't make it a cause of this particular accident. Here is a more informed view which I am inclined to agree with at this stage.
[blockquote] Captain Eric “Winkle” Brown, a former Fleet Air Arm test pilot who has flown Hunters and was at the air show, said the most likely cause of the crash was pilot error. He said:Quote At this stage if I had to make a guess I would say it was totally pilot error. I think he started the loop too low, which meant he didn't have time to pull out when he completed the loop. As I was watching it I was thinking he had started to pull up too low. I've seen it happen two or three times at air days, it's a pretty common pilot's error. When he got to the bottom of the loop he had run out of space and he was 'mushing in', in other words the nose of the aircraft was pointing up but it was still falling because he had lost lift. It's a flat stall and you will drop like a stone when that happens. [/blockquote]
Just a brief note on what he means by mushing in and a flat stall.

A plane stalls when the air passing over the wings is at an angle where it doesn't flow smoothly and doesn't follow the contours (the shape) of the wing. The wing gets lift by speeding up the airflow over the wings and causing a suction effect. This suction supports the weight of the plane. When stalled the wing cannot support the weight of the plane.

In a heavy and fast plane like the one that crashed it is possible to change the way the plane is pointing ... whilst still going in the original direction. Imagine a car on a slippery surface ... you could move the steering wheel quickly ... but the car will continue in the original direction. Quite Often you see Formula One racing cars doing this under heavy breaking. The cars goes in a straight line and the wheel are pointing somewhere else!
This is what Eric Brown means when he says 'mushing'. The pilot moved the stick backwards to raise the nose to avoid the ground but the plane didn't have time to respond to the new control movements.

A quick guide to flying a loop

A loop ( not a loop the loop) is one of the simplest aerobatic manoeuvres to fly. At a safe height the plane's speed is set to that recommended for the loop. A high performance plane may be able to do this from level flight, lower powered planes usually need to lower the nose to gain the speed.
When at the correct speed the control column (the stick) is moved backwards to raise the nose, when the plane slows ... as it will when going up steeply the 'stick' has to be moved further back, usually in a continuous movement to keep the nose moving upwards. The plane will pass through the vertically up position and eventually be upside down.
Usually, tho' not always the engine power is reduced so that the plane isn't being 'driven' downhill and losing valuable height unnecessarily. Because the stick is still in the back position the plane will continue around the circle. To the controls and to the plane moving the stick back moves the nose in a line which is normally upwards.
When the plane is upside down the nose will move towards the ground. As the plane gradually increases speed as it comes down the second half of the loop the speed keep increasing until the nose is level again.
As the speed of the plane increases the size of the circle it is making gets bigger and so it takes more height to complete the loop. It's vital therefore to start with enough height ... because there's a limit to how much you can control the height loss on the way down again.

BUT

in a plane like a fighter you can actually move the stick backwards more and more to limit this height loss

HOWEVER

even though the nose of the plane will eventually be above the level position ... the plane could still be descending.

This may be what happened on this occasion

I am always available on +44 (0) 1420 588 628

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