Can an experienced display pilot explain the following :-
[FONT=Arial][SIZE=3][COLOR=#231f20][FONT=Arial][SIZE=3][COLOR=#231f20]The resultant periods between the pull-up and the apex at the Shoreham 2014 and 2015 Airshows overlap.
However, when the videos of the ‘bent loop’ manoeuvres were viewed side by side, it was observed that the first half of the Shoreham 2014 ‘bent loop’ had a slightly higher pitch rate and was completed in a slightly shorter time than the first half of the Shoreham 2015 ‘bent loop’.
Engine speed during the loop at Duxford in 2014 was approximately the
maximum allowable throughout the climb. The Shoreham 2014 manoeuvre was initiated with a low engine speed which then stepped up in two stages, levelling at slightly under 8,000 rpm for the last part of the climb. The climb for the accident manoeuvre was initiated with an engine rpm approximately half way between the initial engine rpms of the other two manoeuvres. The engine speed then reduced to below 7,000 rpm, recovered to and briefly heldat 7,250 rpm, and then reduced further, passing below 7,000 rpm at the apex.
At the apex of the accident manoeuvre, the engine speed was approximately 1,000 rpm lower than for the other two manoeuvres. A further distinction of the accident manoeuvre is that the engine speed increased during the descent whereas during the other two comparison manoeuvres the general trend was a reduction in engine speed.
Would an experienced pilot changed the way he was controlling the throttle during a manoeuvre so that it was nearly the opposite. As far as I can tell this indicates to me that AH was not flying as 'usual' or there were other factors involved, which haven't been identified as yet.