That name Dave McCollum is spookily similar to Dave McGollum (sp?), who was copilot of the flight test Canadair that was lost over Edwards in about 1980. The FTE bailed ok; Dave bailed almost too late, and was in hospital six months recovering from broken legs, etc. The Capt didn't get out. I met Dave in about 1983, when he was FAA pilot DER.
GB
Dave Gollings, who since his retirement from the FAA has been a consultant DER, was the co-pilot on this CL-600 certification flight.
The jet was Challenger serial number 1001. During stall testing the jet pitched-up and could not be returned to controlled flight without deploying the stall chute.
The least desirable stall characteristic any jet can have is to pitch-up when it stalls, the reason being that the wing can blank out the horizontal stabilizer causing a loss of pitch control and the ability to get the nose down to fly out of the stall. A stall chute, when deployed, gets the nose down to reestablish airflow over the tail and subsequent pitch control. It is then cut away.
The crew could not get rid of the stall chute after getting the nose down. Subsequently, there was insufficient thrust available for sustained flight and controllability was suspect. The three crew members bailed out. Pilot
Eric Norman Ronaasen died when his chute did not deploy. Dave who was functioning as the scribe received minor injuries. Flight-test engineer Bill Scott was not injured.
This stall characteristic seems to be emblematic of the breed.
During Global Express development while demonstrating recovery from unaccelerated aerodynamic stalls with a FAA test pilot at the controls, the Global also pitched-up and could not be returned to controlled flight without deploying the stall chute.