Auf Wunsch eines netten Foristen habe ich eines Teil des Videos kurz transkribiert:
https://youtu.be/7nm_hoHhbFo
(Ab 3:27)
A second later as the airplane was flying through the runway centerline it rolled sharply left through wings level to a left bank angle that reached 60 degrees. The angle of attack increased from 10 degrees to 17 degrees. At this point the airplane is at 223 ft AGL.
Despite the SR22s stall resistant wing the flight data indicates that the entire left wing was above the stall angle of attack. This may have increased drag on the wing and induced more left yawing moment, essentially an incipient spin. The left aileron would have almost certainly been out of the game at this point.
Surprisingly two seconds later the airplane rolled violently right, pitched down and crashed. When they reviewed the data carefully the investigators found out why. A fraction of a second before the final right roll started the data showed a clear right yaw moment, evidence of right or top rudder application.
If the pilot sensed sensed an incipient spin to the left he might have countered it with full right rudder. But unless the wing is unloaded to break the stall – that’s not counter spin input, it’s a snap roll entry. And that’s apparently what happened in this accident.
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In einer Linkskurve mit hoher g-load hat der Pilot also Gegenseitenruder (top rudder) eingesetzt – und damit eine gerrissene Rolle nach rechts eingeleitet aus der das Flugzeug dann senkrecht abstürzte. Neben dem Spin in Kurvenrichtung ist das das zweite mögliche Szenario, um sich beim Turn to Final umzubringen,
Grundsätzlich gilt: Bei Kurven in Bodennähe nie "g's ziehen", die Flächen immer entlastet haben und die Kugel möglichst in der Mitte. Keine Last auf den Flächen, kein Stall, kein Spin.
