{"id":38581,"date":"2021-11-25T13:02:27","date_gmt":"2021-11-25T13:02:27","guid":{"rendered":"https:\/\/www.skydivemag.com\/new\/?p=38581"},"modified":"2021-11-25T14:12:12","modified_gmt":"2021-11-25T14:12:12","slug":"stall-safety","status":"publish","type":"post","link":"https:\/\/www.skydivemag.com\/new\/stall-safety\/","title":{"rendered":"Stall Safety"},"content":{"rendered":"\n<p class=\"wp-block-paragraph\"><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Paul \u2018Simba\u2019 Marcellin analyses the recent King Air Stall with some lessons we can learn\u2026<\/h2>\n\n\n\n<div style=\"height:30px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<figure class=\"wp-block-embed-youtube wp-block-embed is-type-video is-provider-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio\"><div class=\"wp-block-embed__wrapper\">\n<iframe loading=\"lazy\" title=\"Aircraft Stalls as Skydivers Prepare to Jump || ViralHog\" width=\"500\" height=\"281\" src=\"https:\/\/www.youtube.com\/embed\/2XMESBk0dJw?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen><\/iframe>\n<\/div><figcaption>October King Air Stall on Video<\/figcaption><\/figure>\n\n\n\n<div style=\"height:30px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<div style=\"height:30px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h3 class=\"wp-block-heading\">We made the news recently. We didn\u2019t mean to.<\/h3>\n\n\n\n<h3 class=\"wp-block-heading\">But, you know. The Internet.<\/h3>\n\n\n\n<div style=\"height:30px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h4 class=\"wp-block-heading\">Our 14-way FS group assisted our pilot to stall our aircraft during the climb-out sequence on a 16,000 foot jump run in October 2021. I was the Load Organizer and must assume some responsibility.<\/h4>\n\n\n\n<div style=\"height:30px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"wp-block-paragraph\"><br><em>(From here on I may refer to this specific incident as the OKAS \u2013 the October King Air Stall<\/em>)<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>In the interest of community education, we decided to publish to the internet a formal version of the OKAS video incorporating a first-person account by both the pilot and the videographer (after the SA-CAA had completed their inquiry).<\/strong><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Then social media took a grip, and we were off to the races; making news and enemies across the globe \ud83d\ude00<\/p>\n\n\n\n<h2 class=\"wp-block-heading\">My qualifications for an opinion\u2026<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Are only as good as anyone else\u2019s really. I am not a pilot nor an aero-engineer, nor a particularly technically-minded skydiver.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">However, I was involved in all aspects of the OKAS, I\u2019ve been party to three separate stall incidents that I can recall (caught both inside and outside of the ac) and I\u2019ve enjoyed a few thousand jumps from various planes across countries. For assistance here I have also consulted a highly experienced jumper-pilot friend for some tech info and fact checks.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">All that said, nowhere is there a SOP for skydiver stall-engagement so my experience and thoughts are as good as any I reckon. Learning is the objective and I\u2019m happy to offer my opinions.<\/p>\n\n\n\n<figure class=\"wp-block-image size-large\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"559\" src=\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/UnsualView-1024x559.jpg\" alt=\"\" class=\"wp-image-38597\" srcset=\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/UnsualView-1024x559.jpg 1024w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/UnsualView-300x164.jpg 300w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/UnsualView-768x419.jpg 768w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/UnsualView-1536x839.jpg 1536w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/UnsualView.jpg 1835w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><figcaption>A view you don\u2019t expect in freefall<br>Image from OKAS by Bernard Jv Rensburg<\/figcaption><\/figure>\n\n\n\n<div style=\"height:30px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n\n\n\n<h2 class=\"wp-block-heading\">Questions<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">So, what\u2019s to be learned from our little adventure? The obvious questions to swirl around:<\/p>\n\n\n\n<ol class=\"wp-block-list\" type=\"1\"><li><strong>How to prevent \/ avoid a stall?<\/strong><\/li><li><strong>How to know if your aircraft is at imminent stall?<\/strong><\/li><li><strong>How to respond if you\u2019re caught in the action?<\/strong><\/li><\/ol>\n\n\n\n<div style=\"height:30px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n\n<h2 class=\"wp-block-heading\">1. Prevent \/ Avoid<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">Let\u2019s begin by acknowledging that these things happen. And likely way more often than we realise. We participate in a sport that stresses the edges of the envelope in places, with the climb out \/ exit sequence a particular case in point.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">This King Air incident become an item of high interest for pilots, skydivers and the public in general only because it was superbly filmed (with a beautiful and dramatic sky behind).<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Planning, communication and practice are the tools to reach for in prevention.<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>Plan your exit with care and climb-out mindfully.<\/strong><br>Arrange matters in accordance with the realities of your aircraft and your jump team\u2019s size and experience. Most particularly, if you are doing anything at all out of normal (even just a little), speak with the pilot in advance and in an environment conducive to discussion.<\/li><li><strong>The pilot must understand your plan.<\/strong><br>Every jumper on your team must understand their role and the specific action-set they are taking to move into setup and go. No assumptions.<\/li><li><strong>Be aware of what the people on the inside of the aircraft will be doing<\/strong> at your exit time, whether you are a load of split exits or all one. Generally, everyone not part of your exit should be toward the pilot. Those going with you are of course really keen to be as close to the door as is possible. Find the balance between efficiency and safety. Think of your jumpship as a see-saw and plan to keep it level.<br>Many aircraft have \u2018no go\u2019 or \u2018max number\u2019 zones. These must be well understood, respected and built into your exit rehearsals.<\/li><li><strong>Practice your exit sequence<\/strong> with full gear repeatedly until all the creases are worked out.<\/li><li>Finally, <strong>does everyone in your group understand<\/strong> what a stall can feel like, and what action to take in such event?<\/li><\/ul>\n\n\n\n<h3 class=\"wp-block-heading\">Our OKAS situation:<\/h3>\n\n\n\n<ul class=\"wp-block-list\"><li>This incident occurred on day 1, jump 2 of a planned multi-day 20-jump event<\/li><li>On jump 1 I\u2019d noticed a surprisingly large amount of space available outside even with 5 people on the step, a testament to the skill of the group<\/li><li>In consultation with the pilot and the floater team we agreed that we could go for 6 outside. I\u2019d actually anticipated only moving to such a configuration (if at all) probably around jump 7 or so.<\/li><li>We did practice the climb-out sequence and, importantly, the positioning of the diver-group inside the ac. This was rehearsed for about 10 minutes for the primary purpose of exit optimisation, along with weight-balance considerations, for which we had our pilot look at the line-up inside the ac and secured his satisfaction.<\/li><li>We took this 2<sup>nd<\/sup> load of our weekend to 16,000ft, which may have made aircraft control trickier for the pilot (usually dropping at 12 or 14k with less demanding exits)<\/li><li>And, crucially I did not deliver a briefing to the team on stall \/ near-stall, bringing everyone onto the same page with an action plan. [Actually I\u2019d thought about it, and then decided that some of the team were already overloaded with information and novelty, and that I\u2019d get to the stall briefing the next day.]<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">It is easy for me to see in retrospect that we pushed a little too hard too soon, not allowing everyone to familiarise in these seldom-practiced roles. In short we were not yet dialled-in.<\/p>\n\n\n\n<figure class=\"wp-block-image size-large\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"576\" src=\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/NoseGoingUp-quick-1024x576.jpg\" alt=\"\" class=\"wp-image-38595\" srcset=\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/NoseGoingUp-quick-1024x576.jpg 1024w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/NoseGoingUp-quick-300x169.jpg 300w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/NoseGoingUp-quick-768x432.jpg 768w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/NoseGoingUp-quick-1536x864.jpg 1536w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/NoseGoingUp-quick-400x225.jpg 400w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/NoseGoingUp-quick-860x484.jpg 860w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/NoseGoingUp-quick.jpg 1920w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><figcaption>Stall beginning: Nose of ac lifting significantly as pilot loses elevator authority<br>Image from OKAS by Bernard Jv Rensburg<\/figcaption><\/figure>\n\n\n\n<h2 class=\"wp-block-heading\">2. Identify<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">An aerodynamic stall results when the flow of air over an aircraft\u2019s wing separates and thus the wing stops generating lift. Assuming that a pilot is managing airspeed correctly, the stall results from the wing exceeding its critical Angle of Attack (AoA). Importantly, a stall can occur at any speed.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The AoA is exceeded either by a pilot\u2019s intentional input via the elevator or is inadvertent when the mass within the aircraft moves too far aft, and this shift exceeds the pilot\u2019s ability to counter with the elevator control \u2013 that authority requiring clean airflow over the elevator.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">On a jump plane add to this recipe the fact that the mass has also biased to either the left or right of the ac (depending on the door) and that, as the floaters position, there is substantially increased drag to manage. Our jump pilots are busy up there!<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Should a stall occur in this circumstance then there is an obvious susceptibility for the aircraft to enter into a spin because of the significant left or right bias.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">As the moment of stall approaches (quickly), depending on the design of the wing the feedback into the aircraft may differ. I\u2019ve experienced a \u2018shuddering\u2019 at just before stall moment on the PAC750. Faster aircraft such as the King Air may be more susceptible to a \u2018clean stall\u2019 with no buffet or shudder. Personally, in the OKAS I felt no shudder but rather a sensation of \u2018mushiness\u2019 \/ \u2018wafting\u2019 underfoot. And the airplane\u2019s nose simultaneously came up steeply, which in my inside-door position meant that my right side of body moved higher than my left side. Despite the difference of the feeling in the King Air as compared to the PAC, it was completely obvious to me that this was a stall in progress.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">All the tell-tale indications are short-lived. Just a second or three because the pilot is already losing control of the aircraft and is way past the audible stall-warning when these symptoms manifest.<\/p>\n\n\n\n<figure class=\"wp-block-image size-large\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"576\" src=\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Breakfast-Time-1024x576.jpg\" alt=\"\" class=\"wp-image-38596\" srcset=\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Breakfast-Time-1024x576.jpg 1024w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Breakfast-Time-300x169.jpg 300w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Breakfast-Time-768x432.jpg 768w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Breakfast-Time-1536x864.jpg 1536w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Breakfast-Time-400x225.jpg 400w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Breakfast-Time-860x484.jpg 860w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Breakfast-Time.jpg 1920w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><figcaption>Breakfast Time! (Just GO immediately)<br>Image from OKAS by Bernard Jv Rensburg<\/figcaption><\/figure>\n\n\n\n<h2 class=\"wp-block-heading\">3. Response<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">So, you did all the sensible things we agreed at the prevent \/ avoid section, but Mr Murphy has nevertheless decided to pay a visit\u2026 now what?<\/p>\n\n\n\n<h4 class=\"wp-block-heading\">Go immediately!<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">Be completely clear on this: Your pilot is NOT going to be recovering the aircraft with you and your team in exit \/ door slots. Help the pilot and help yourself. Go now!<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">The sooner you respond the more chance of getting everyone into the atmosphere. Yes, of course the exit timing will now be a breakfast. This is a way better problem to solve than having some of your team trapped inside the freefalling \u2018plane.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Once out, find the base as you would normally, or if you are the base, orientate as quickly as possible so that you present the visual target that your team needs. Get on with the dive as best you possibly can. This is the safest thing you can do within your control. Follow the lead \/ signals of the LO or anyone else that is taking authority in the dive as any \u2018plan B\u2019 may be put together.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">If it occurs that the stall has rendered you unable to exit and you are trapped within the aircraft, then brace yourself into a position so as not to be \u2018a marble in a can\u2019, to the best of your ability. Do not touch or interfere with the pilot at all. And, do all that you can to physically position yourself at the wing-line of the \u2018plane. This positioning will assist the pilot with the recovery procedures by neutralising your mass around the aircraft\u2019s centre of gravity (CoG). (Generally the CoG is about one third back from the wing\u2019s leading edge).<\/p>\n\n\n\n<figure class=\"wp-block-image size-large\"><img loading=\"lazy\" decoding=\"async\" width=\"1024\" height=\"576\" src=\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Point1-PlanB-1024x576.jpg\" alt=\"\" class=\"wp-image-38598\" srcset=\"https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Point1-PlanB-1024x576.jpg 1024w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Point1-PlanB-300x169.jpg 300w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Point1-PlanB-768x432.jpg 768w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Point1-PlanB-1536x864.jpg 1536w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Point1-PlanB-400x225.jpg 400w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Point1-PlanB-860x484.jpg 860w, https:\/\/www.skydivemag.com\/new\/wp-content\/uploads\/2021\/11\/Point1-PlanB.jpg 1920w\" sizes=\"auto, (max-width: 1024px) 100vw, 1024px\" \/><figcaption>Build the point \u2013 or the best that you can do \u2013  be alert for a \u2018Plan B\u2019 <br>Image from OKAS by Bernard Jv Rensburg<\/figcaption><\/figure>\n\n\n\n<h2 class=\"wp-block-heading\">Conclusions<\/h2>\n\n\n\n<p class=\"wp-block-paragraph\">We got real lucky with the OKAS.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Those trapped inside had by far the shortest of the straws. It is confusing and distressing to be caught up in multi-seconds of a powerlessness to control your world.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Those of us that made it out immediately were mesmerised and appalled to find ourselves in proximate flight with an aircraft, and with very little control to avoid a potential contact.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">These are circumstances worth avoiding. Getting lucky is a weak strategy. Planning for avoidance is a better one.<\/p>\n\n\n\n<figure class=\"wp-block-pullquote\"><blockquote><p>Getting lucky is a weak strategy.<\/p><p>Planning for avoidance is a better one.<\/p><\/blockquote><\/figure>\n\n\n\n<p class=\"wp-block-paragraph\">I believe that our formal video-release strategy has worked. I\u2019ve been really pleased to see a number of respected aircraft-incident analysts making high praise of the video quality; enabling them to make detailed commentary on the aerodynamic realities, as well as thoughtful viewers (usually pilots) appreciating the lessons and chipping in to expand knowledge further.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Of course, a few haters too.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">But, you know. The internet.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Blue skies!<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong><em>Simba<\/em><\/strong><\/p>\n\n\n\n<hr class=\"wp-block-separator\"\/>\n\n\n\n<h3 class=\"wp-block-heading\">Annexes<\/h3>\n\n\n\n<h4 class=\"wp-block-heading\">A. Incident description online<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">The <a aria-label=\"undefined (opens in a new tab)\" href=\"https:\/\/mobile.facebook.com\/story.php?story_fbid=815758609269982&amp;id=800288897&amp;_rdc=1&amp;_rdr\" target=\"_blank\" rel=\"noreferrer noopener\">original publication<\/a> has a verbatim transcript of the pilot\u2019s actions \/ response: <a href=\"https:\/\/mobile.facebook.com\/story.php?story_fbid=815758609269982&amp;id=800288897&amp;_rdc=1&amp;_rdr\" target=\"_blank\" aria-label=\"undefined (opens in a new tab)\" rel=\"noreferrer noopener\">here<\/a><\/p>\n\n\n\n<h4 class=\"wp-block-heading\">B. Analyses<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Authoritative aviators have submitted analyses that I\u2019ve found useful to understand the dynamics of aircraft in upset recoveries. Some interesting extracts and video analyses are included below&#8230;<\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><em>B1. <a href=\"https:\/\/www.youtube.com\/channel\/UCLjbnpphv5EQ6IEY5pWKBzw\" target=\"_blank\" aria-label=\"undefined (opens in a new tab)\" rel=\"noreferrer noopener\">Flywire (Scott Perdue)<\/a><\/em><\/h4>\n\n\n\n<p class=\"wp-block-paragraph\"><strong><em>Comment <\/em><\/strong><\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\"><p>\u201cI spent a few years flying jumpers in various turbine aircraft. I\u2019ve been in a stall situation with 8 bodies hanging off the back of a Caravan and all I could [do] was force the yoke against the firewall and fly the rudder to keep the airplane from rolling&#8230; basically just trying to keep the airplane coordinated with a stalled wing\u2026 even with that\u2026 all of that meat hanging off the back of the airplane made it rather interesting\u2026\u201d<\/p><cite>Dibbles<\/cite><\/blockquote>\n\n\n\n<p class=\"wp-block-paragraph\">[NOTE: <em>The Caravan is a high-wing (generally more stable) aircraft, and yet this pilot was maxed out on occasion<\/em>]<\/p>\n\n\n\n<figure class=\"wp-block-embed-youtube wp-block-embed is-type-video is-provider-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio\"><div class=\"wp-block-embed__wrapper\">\n<iframe loading=\"lazy\" title=\"Spinning Jump Planes  A Thing\" width=\"500\" height=\"281\" src=\"https:\/\/www.youtube.com\/embed\/3NAsObWrIIQ?start=1&#038;feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen><\/iframe>\n<\/div><\/figure>\n\n\n\n<p class=\"wp-block-paragraph\">Comment <\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\"><p>\u201c(4,000 paradrops in a previous life) \u2026 I had a very close call in a D18-S during a jump run, to the point that my yoke was all the way forward to its stop, both engines powered up to the max and we were still heading more and more upward! Upward until they all let go, feeling a mushing floor under their feet&#8230; I was initially carrying the same airspeed and configuration as usual, it&#8217;s just that too many literally lunged in the back of the plane\/hanging outside at the same time.<\/p><\/blockquote>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\"><p>It went from everything under control to nothing under control in a blink of an eye&#8230;. \u201c&nbsp;&nbsp;<\/p><cite>Thierry Gaillot<\/cite><\/blockquote>\n\n\n\n<p class=\"wp-block-paragraph\"><\/p>\n\n\n\n<h4 class=\"wp-block-heading\"><em>B2. <a href=\"https:\/\/www.youtube.com\/channel\/UCphqjYZxxzjNbONVmY-0J7Q\" target=\"_blank\" aria-label=\"undefined (opens in a new tab)\" rel=\"noreferrer noopener\">Blancolirio<\/a><\/em><\/h4>\n\n\n\n<figure class=\"wp-block-embed-youtube wp-block-embed is-type-video is-provider-youtube wp-embed-aspect-16-9 wp-has-aspect-ratio\"><div class=\"wp-block-embed__wrapper\">\n<iframe loading=\"lazy\" title=\"Stall+Yaw=SPIN!  King Air Skydive Incident\" width=\"500\" height=\"281\" src=\"https:\/\/www.youtube.com\/embed\/8D6-fJdGTac?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen><\/iframe>\n<\/div><\/figure>\n\n\n\n<p class=\"wp-block-paragraph\"><strong><em>Comment <\/em><\/strong><\/p>\n\n\n\n<blockquote class=\"wp-block-quote is-layout-flow wp-block-quote-is-layout-flow\"><p>\u201cLots of jumper ops in my logbook, including the BE90\u2026 As a jumper and a pilot, the King Air is \u2026 very pitch sensitive compared to other platforms like the Otter and Pac750 \u2026 This was a great learning experience for them, other pilots and other jumpers without any blood being shed.\u201d<\/p><cite>seoceancrosser<\/cite><\/blockquote>\n\n\n\n<div style=\"height:30px\" aria-hidden=\"true\" class=\"wp-block-spacer\"><\/div>\n\n\n<div class=\"sfsi_plus_widget sfsi_plus_shortcode_container\"><div id=\"sfsi_plus_wDiv\"><\/div><div class=\"sfsiplus_norm_row sfsi_plus_wDiv\"  style=\"width:260px;text-align:left;position:absolute;\"><div style='width:60px;height:auto;margin-left:2.5px;margin-right:2.5px;margin-bottom:25px;transform: none !important;' class='sfsi_premium_wicons shuffeldiv sfsi_premium_tooltip_align_automatic ' ><div style='line-height:0;' class='sfsiplus_inerCnt' data-othericoneffect=''><a class=' sficn  sciconfront ' data-effect=''   href='https:\/\/www.facebook.com\/sharer\/sharer.php?u=https:\/\/www.skydivemag.com\/new\/stall-safety\/'  style='opacity:1;height: 60px;width: 60px;' ><img nopin=nopin alt='' title='' src='https:\/\/www.skydivemag.com\/new\/wp-content\/plugins\/Ultimate-Premium-Plugin\/images\/icons_theme\/chrome_grey\/chrome_grey_fb.png' height='60' width='60' style='' class='sfcm sfsi_premium_wicon' data-effect='' \/><\/a><\/div><\/div><div 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