Originally Posted by
1southernman
Did a little research on the type...This info may not be completely accurate...The "1" was replaced by the "1A" in 2006 to correct many issues including braking and to make other refinements...N28JV was a "1" I believe but my source says all should've been upgraded to "A" specs...Hull losses on both versions occurred mostly in app/ldg and mostly from pilot error ( a Nascar owner at Oshkosh)...
That was Jack Roush, in 2010. The NTSB put that down to distraction during a G/A at low level, he believed he was conflicting with a Piper Cub, overshot the c/line and added thrust more or less by muscle memory, not by the gauges, got stall, stick pusher but RW stalled at low level. This case, is not low speed for this aircraft.
Originally Posted by
1southernman
...Btw in the video it looks to me like they were belly up or close to it at impact...FDR just now see your input and several mentions of "lift dump" and WOW issues on ldg are in the hull losses reports ...Supposedly corrected in upgrades...
WOW failure airborne would lead to fairly high AOA, and could give a tip stall if the path was being maintained, the AOA will rise rapidly, to maintain the reqd total lift for the path, and any roll tendency the ailerons will have reduced effectiveness due to the AOA, [Boeings... aileron effectiveness increases with speed brake rise... slightly different dynamics. Airbus/Boeing FBW, the gain scheduling is altered and the PI control loop stops most of that effect in normal laws. Airbus infamous OEB 117 comes to mind...]. It is possible that inadvertent ground spoiler may end up with a roll off, and a stick push going on, would be recoverable if aware of it, roll authority by rudder and asymmetric power still exists, but it could be challenging, and quite a surprise.