Account of the accident itself (Google translate and som editing):
LN-SFT took off from runway 17 at. 1009. The flight began, commented
candidate 2 that it was windy. When the plane lifted off the runway (rotated) the stall warning came on, and the commander commented that the candidate 2 was a bit abrupt with a stick. After the departure step LN-SFT straight to 4 000 ft before it turned right and continued
rise in the west. LN-SFT was given clearance to operate in 6,000 ft, 10 - 20 NM west of the airport. The entire flight was recorded by radar. An altitude of 5900 ft was reached at.
10:13:40. The plane was about to cross the coastline on their way west.
1/1/13 Approx. 12 NM west of Flesland flew LN-SFT only a 360 ° turn (steep turn) 4 on the left. In the turn commented commander hill upon which candidate 2 replied: "Correcting. Wow. Correcting. It was violent. Correcting. "To this the commander commented:" It is not easy to fly it here, the plane is so short, "and added that it was difficult in the pitch plane.
Similar variations in height were commented on in the subsequent turn 360 ° to the right. The examiner, however, was satisfied with the results and requested that the candidate went on to demonstrate slow flight at 125 kt further west. When the rate was stabilized at 125 kt asked the examiner if the rate was reduced to 115 kt and flaps and undercarriage
should be lowered. The commander said he would take care of the flaps and undercarriage.
The plane started so in a gentle curve to the left. During the turn commented commander and candidate minor corrections for altitude and speed. Shortly before the plane was again on an easterly course
said the examiner: "When you get to 090 then - unless you have the height and 115 kt, take him out to stall, first Indication - and so with recovery and facilitate call-outs in connection with it. "
For this, said the commander: "Then I can take the throttle so you do not overtorque the engines, you just tell me max power - also gear up, flap up. " The commander added: "So just to stall warning. You do not have to stall out. Just say max power, gear up, flaps up "
Candidate 2 thought a moment that the exercise should be done on course 190 °, but this mistake was corrected and the aircraft continued to course 90 °.
Approx. at. 10:24:40 commented the commander: "OK, then you stall - you have the correct height - minimum altitude loss. "Three seconds later came the sound of" stall warning "and candidate 2 said: "OK, max power." 5 seconds after the "stall warning" came the sounds, an increase of
engine sound.
10 seconds after the "stall warning" came the shouted examiner "Check
speed! check the speed! check speed - gear up! "and later" What are you doing on "and "Get him out of it!" To this the commander replied: "It's hopeless. It can't be døne. "
"Stall warning" sound continuously for 51 seconds before the recording was broken in the plane hit the water. In the period sounds consistent sound from both engines. 16 seconds after the sound of "stall warning" came on, said the candidate 2 "gear up" followed by the sound of a handle
was served. Soon after came the sound signal "gear warning", and this sounds the rest of
the recording.
Radar data (see Fig. 1, 2 and 3) shows that the LN-SFT before the crash was an easterly course for about. 5800 ft and with a ground speed of 140 kt until noon. 10:24:40. Approx. 8 seconds later began the flight, so to rise. At 10:24:51 did a 25 ° shift to the right until it reached a maximum height of approx. 6,200 ft at. 10:24:56. Then, the plane lost altitude and made a 55 ° shift to the left. From the plane began losing altitude, until it disappeared from radar at approx. 700 ft elevation, it was 33 sec. By comparing the radar data with information from cvr shows that it was about. 14 seconds from the stall warning came on and to the plane began losing altitude.
After the last shift on the left continued LN-SFT in a north-easterly course of approx. 60 °. First, ground speed approx. 110 kt, but pretty quickly it went down to approx. 60 kt and further to 50 kt. The plane had a ground speed of 50 kt when it disappeared from radar.
Despite the commander's response to the examiner that it was hopeless (see Section 1.1.14), recordings from the cvr shows that the crew did not give up attempts to get the plane under control, for example, by raising the gear. There does not appear that they tried to take in the flaps in an attempt to restore control. Whether this had had a effect in the extreme position of the aircraft is not known.