Light plane crash Norwell Qld

[red750]

A 61 year old pilot was lucky to escape injury when his light plane crashed upside down at Norwell Qld.

 

The plane, which looked similar to the photo below, was moderately damaged and identification was difficult from the TV footage.

 

 

 

[red750]

Traced the rego. It was a Progressive Aerodyne Searey.

 

 

 

[Thruster88]

From the pictures it could be said the aircraft crashed heavily in a left wing low attitude and then rolled/pitched over. The vertical stabilizer and RH undercarriage has minimal damage. Perhaps a departure stall. Airspeed is life.

Edited December 21, 2025 by Thruster88

[facthunter]

There's nothing else holding them up. Wing AoA , controlled by the elevators, Nev

[BrendAn]

I can't get over how many stall accidents there are.

It's not hard to fly the correct speeds or even add a bit of not sure

[turboplanner]

1 hour ago, BrendAn said:

I can't get over how many stall accidents there are.

It's not hard to fly the correct speeds or even add a bit of not sure

High engine pod RA aircraft have a history of pitching nose high if the thrust from the engine stops. People don't seem to be quick enough to react.

[BrendAn]

26 minutes ago, turboplanner said:

High engine pod RA aircraft have a history of pitching nose high if the thrust from the engine stops. People don't seem to be quick enough to react.

Fair enough for that type but every type of aircraft is involved in stall accidents .

 

Edited December 21, 2025 by BrendAn

[facthunter]

It's AoA. Not speed.  Nev.

[BrendAn]

2 minutes ago, facthunter said:

It's AoA. Not speed.  Nev.

So tell me how do I maintain The correct aoa if I am too slow.

[facthunter]

Study Principals of flight, I should not have to reach you BASICS  here.  It goes right back to S&L when you should have flown level across a range of speeds and configurations. Level turns. What do you do with Power entering and leaving a level turn?   IF you're climbing with max power and the speed drops, it's the same as gliding you Lower the Nose,. Nev

[Thruster88]

50 minutes ago, facthunter said:

It's AoA. Not speed.  Nev.

As an ATPL pilot you would know RPT aircraft fly correct airspeed for the configuration at all times. Also most light aircraft do not have angle of attack indicators. Yes we can all agree a stall happens when the critical angle of attack is exceeded. 

[BrendAn]

50 minutes ago, facthunter said:

Study Principals of flight, I should not have to reach you BASICS  here.  It goes right back to S&L when you should have flown level across a range of speeds and configurations. Level turns. What do you do with Power entering and leaving a level turn?   IF you're climbing with max power and the speed drops, it's the same as gliding you Lower the Nose,. Nev

 

I fly as I was taught to. I know about angle of attack but because I fly the aircraft as I was taught and according to the poh I  will be safe.

Throttle for altitude , stick for speed will keep the aoa  within limits. 

 When you say we are  wrong  it makes learners like me question what they were taught and that is not good.

 

I do have a question I would like an answer for though.

I do a lot of flying in 10 to 15 knot winds. When I turn crosswind and down wind I try to keep the ball in the middle and it feels like the controls are crossed up. I think being an ultralight with a large wing exacerbates it

 

Am I better off looking at the horizon and completing a smooth turn without looking at the ball. Trying to explain it the best I can .

 

Edited December 21, 2025 by BrendAn

[BrendAn]

Hi jacked another thread.

Sorry,😐

[turboplanner]

1 hour ago, facthunter said:

Study Principals of flight, I should not have to reach you BASICS  here.  It goes right back to S&L when you should have flown level across a range of speeds and configurations. Level turns. What do you do with Power entering and leaving a level turn?   IF you're climbing with max power and the speed drops, it's the same as gliding you Lower the Nose,. Nev

To achieve those angles GA Instructors ease people in by getting them to fly based on speeds for the aircraft, so using the term "speeds" is valid

[Thruster88]

53 minutes ago, BrendAn said:

 

 

 

I do have a question I would like an answer for though.

I do a lot of flying in 10 to 15 knot winds. When I turn crosswind and down wind I try to keep the ball in the middle and it feels like the controls are crossed up. I think being an ultralight with a large wing exacerbates it

 

Am I better off looking at the horizon and completing a smooth turn without looking at the ball. Trying to explain it the best I can .

 

When turning in a strong wind, 10-15 knots with a slow aircraft 50-60 knots cruise speed there will be visual illusions of skidding or slipping in turns. Wind on the higher wing will feel like the aircraft is slipping into the turn which could make one use inappropriate rudder inputs. The rudder is for correcting adverse yaw. Adverse yaw only occurs while the ailerons are deflected to roll the aircraft, once in a steady bank with the stick back to centre the rudder should be fairly neutral.  The ball is always right. I am not an instructor so this could all be incorrect. 

[BrendAn]

5 minutes ago, Thruster88 said:

When turning in a strong wind, 10-15 knots with a slow aircraft 50-60 knots cruise speed there will be visual illusions of skidding or slipping in turns. Wind on the higher wing will feel like the aircraft is slipping into the turn which could make one use inappropriate rudder inputs. The rudder is for correcting adverse yaw. Adverse yaw only occurs while the ailerons are deflected to roll the aircraft, once in a steady bank with the stick back to centre the rudder should be fairly neutral.  The ball is always right. I am not an instructor so this could all be incorrect. 

great reply. thats exactly how it feels .

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

[Blueadventures]

8 hours ago, Thruster88 said:

From the pictures it could be said the aircraft crashed heavily in a left wing low attitude and then rolled/pitched over. The vertical stabilizer and RH undercarriage has minimal damage. Perhaps a departure stall. Airspeed is life.

Agree, (Following comment not meant to be instruction as I'm not an instructor ; just a comment) this type doesn't like losing airspeed in initial climb (low to ground and too higher climb initiated resulting in slowing the airspeed; will be near impossible to correct with nose over due to hight and rpm will already be at max, so nothing available - (yep higher AOA than desirable).

Edited December 21, 2025 by Blueadventures

[facthunter]

Fly balanced otherwise if you get slow you will drop a wing. At low level looking at the ground will give ILLUSIONS of slipping and speed you do not have as airspeed. This stuff is basic and should have been thoroughly taught and understood early in your training. Nev

[BrendAn]

20 minutes ago, facthunter said:

Fly balanced otherwise if you get slow you will drop a wing. At low level looking at the ground will give ILLUSIONS of slipping and speed you do not have as airspeed. This stuff is basic and should have been thoroughly taught and understood early in your training. Nev

Who said I was looking at the ground or getting too slow.. Should be able to ask a question .

If you read what I asked you wouldn't give such  condescending replies. 

 

 

Edited December 21, 2025 by BrendAn

[Roundsounds]

3 hours ago, BrendAn said:

 

I fly as I was taught to. I know about angle of attack but because I fly the aircraft as I was taught and according to the poh I  will be safe.

Throttle for altitude , stick for speed will keep the aoa  within limits. 

 When you say we are  wrong  it makes learners like me question what they were taught and that is not good.

 

I do have a question I would like an answer for though.

I do a lot of flying in 10 to 15 knot winds. When I turn crosswind and down wind I try to keep the ball in the middle and it feels like the controls are crossed up. I think being an ultralight with a large wing exacerbates it

 

Am I better off looking at the horizon and completing a smooth turn without looking at the ball. Trying to explain it the best I can .

 

Nev is on the money with reference to blindly flying an indicated airspeed and thinking you’re achieving a safe AoA.
- What would you do in the event of a pitot or static system fault / blockage in flight?
- What happens to AoA when flying at a given IAS and a load factor of greater than 1?

 

There is no correlation between wing area or wing loading on the effect of turning from a head wind to tailwind. The effect you experience is entirely due to a visual illusion, keep the ball centred.

 

[BrendAn]

3 minutes ago, Roundsounds said:

 

 

There is no correlation between wing area or wing loading on the effect of turning from a head wind to tailwind. The effect you experience is entirely due to a visual illusion, keep the ball centred.

 

This paragraph is what I was asking about. That's a good answer.

 

Your first paragraph is not related to my question.

But if the air speed indicator stopped in the xair I could just drive at 6000 rpm all the way to the ground. Its such high drag I can land at 60 knts with a short ground roll.

Still have vsi as well for maintaining level flight. Probably wrong but would work.

[Blueadventures]

4 hours ago, BrendAn said:

 

I fly as I was taught to. I know about angle of attack but because I fly the aircraft as I was taught and according to the poh I  will be safe.

Throttle for altitude , stick for speed will keep the aoa  within limits. 

 When you say we are  wrong  it makes learners like me question what they were taught and that is not good.

 

I do have a question I would like an answer for though.

I do a lot of flying in 10 to 15 knot winds. When I turn crosswind and down wind I try to keep the ball in the middle and it feels like the controls are crossed up. I think being an ultralight with a large wing exacerbates it

 

Am I better off looking at the horizon and completing a smooth turn without looking at the ball. Trying to explain it the best I can .

 

Agree, we're taught AOA as an in theory understanding as our less than 600 kg aircraft don't usually have any AOA display and we add this to the theory and practical about stall and stall prevention and action and the relationship to speed it S&L and turns.  (Hope that sounds right)

[facthunter]

  I just LOST a Lengthy response  and I can't bring myself to do it all again right now .. Briefly. cut the Personal attacks .. It's not the way to discuss things

   Airspeed indicators are not that accurate on most U/Ls and you should be able to fly a safe circuit without an ASI. No marks  lost IF you fly it a bit fast. It would pay to err on the high side.. You don't fly chasing airspeed also. The attitude of the Aircraft is what you direct your Effort on  Consider energy management also in your flying. Experience gained helps but self debriefing in a very honest way will drive improvement of technique and knowledge base. . Career Pilots get the Full workover on check rides and New endorsements where any bad habits might have  crept in. When you stop learning you will become risky. That's an exciting thing about flying. There's always More to Learn..  Nev

Edited December 21, 2025 by facthunter

[pmccarthy]

If you lose your ASI fly crosswind and final at the usual speed in the usual configuration. If the attitude is right you should see a rate of descent of about 500 fpm. If not, adjust.