Originally Posted by
DaveReidUK
WatchTheSkies
I don't see how the data supports much, if any, of that scenario.
For a start, the aircraft descended in a RH spiral, not a LH one.
Not sure which data you are referring to but i was using this one below
Originally Posted by
F-MANU
FR24 ADS-B data
Timestamp Alt GS HDG
07:39:56Z 10800;287;42
07:40:02Z 10900;287;30
07:40:05Z 10900;287;23
07:40:08Z 10725;287;6
07:40:14Z 8950;224;339
07:40:16Z 8125;192;338
07:40:20Z 5400;115;11
07:40:27Z 250;358;93
Analysis
042 to 030 in 6s = -2°/s
030 to 023 in 3s = -3.5°/s
023 to 006 in 3s = approx -6°/s ( approx -60ft/s)
006 to 339 in 6s = approx -5°/s ( approx -296ft/s)
339 to 338 in 2s = -0.5 °/s ( approx -413ft/s)
338 to 011 in 4s = approx +8°/s ( approx -681ft/s)
011 to 093 in 7s = approx +12°/s ( approx -736ft/s)
( when upright, heading reducing means left turn. Increasing means a right turn. Opposite direction when inverted, of course)
Initially there was a left yaw for 9 sec that became a nose dive. From the data you can see, when the aircraft pitched down, there was a huge forward acceleration vector which temporarily reduced the yaw vectors effect on the heading change. But as drag increases exponentially with velocity, the yaw vector caught up and increased the heading change again. The increase in lateral speed and direction of heading change is IMO best explained by the aircraft going inverted and the nose moving upwards relative to the horizon due to the exponentially increasing drag from the left engine