I don't have a medical background but in past discussion with people who do, it turns out you can ferment post-mortem and it's something the coroner has to take into account.I didn't understand the tox report finding ethanol in the body and the short discussion on whether this occurred post-mortem or not. Anyone here with a medical background who could explain that?
This is my assessment exactly. With the rear engine at 27% percent power and front engine of unknown power he had no climb power. But with all that noise his decision to push down was delayed a fraction of a second. Kind of like J. Monnett, sadly.In retrospect, from an arm chair, straight ahead off airport landing was called for at first sign of front engine drive failure. It was known before takeoff that if front engine power failed, the rear engine would not sustain flight because its drive would fail above 5750rpm. So at first sign of front drive failure, shut down, switch off, clench teeth and land straight ahead must have been in the procedure list. I doubt many of us would have had the discipline, skill and willingness to undertake the high levels of risk required to fly under the circumstances and then commit at first sign of trouble to a straight ahead belly landing.
Not a medical person either but putrefaction after death can produce alcohol.I didn't understand the tox report finding ethanol in the body and the short discussion on whether this occurred post-mortem or not. Anyone here with a medical background who could explain that?
That's the real reason the pilot is no longer with us and an all too common cause of accidents. I really dreaded this outcome when I had first heard that the P.100 project had gone from, "It will fly all the time," to, "Just a season of flying before retirement," to, "It will fly once more only then the plan is to ground it forever." That really made me question what the team had learned about the airplane that they weren't willing to share.this sounds like "I want to fly it now despite all the warning signs."
Sounds like TV on the front engine, while the rear engine was kept at low power because it skipped teeth at higher power settings...
Curiously, that's kind of an abbreviated version of the NTSB final report. I've attached a PDF of the final. You can access the other data on the docket (including witness reports and crash-site photos) by entering the accident number at:
Thanks, Ron. I thought that the report was more comprehensive, but I was in a rush, so I posted the first thing that popped up.Curiously, that's kind of an abbreviated version of the NTSB final report. I've attached a PDF of the final. You can access the other data on the docket (including witness reports and crash-site photos) by entering the accident number at:
The NTSB report doesn't list the aircraft total time (not that unusual). Wasn't it on the first flight?