Early Analysis: N76075 - Cessna 140 Crash at STOL Competition May 20, 2022 Wayne, NE
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- čas přidán 23. 05. 2022
- ASI Senior Vice President, Richard McSpadden, CFII, MEI, SES, MES, former Commander/Flight Leader for the USAF Thunderbirds, provides early analysis of an accident on May 20, 2022 when a Cessna 140 crashed at the MayDay STOL (Short Takeoff and Landing) event taking place that weekend in Wayne, Nebraska. No one on the ground was injured. Sadly, pilot Tom Dafoe, the only occupant in the aircraft, died in the accident. Winds were too strong on that day to run the STOL Drag competition, a test of speed and precision measured by time and combined takeoff and landing distance. Dafoe and other pilots decided to fly a traditional STOL Demonstration where pilots fly a typical box pattern keeping the takeoff and landing distance as short as possible.
It appeared Dafoe’s Cessna 140 made an S-turn for spacing behind a Zenith 701 to compensate for the Cessna’s faster speed leading to a stall/spin accident.
In Early Analysis: N76075, the AOPA Air Safety Institute makes a preliminary assessment of the accident, addressing notable portions of the tragic flight and highlighting areas the NTSB will likely investigate to determine a probable cause.
FINAL REPORT RELEASED: The National Transportation Safety Board has released its final report (ERA22FA233) regarding the investigation into the STOL crash of the Cessna 140 (N76075) during the MayDay STOL Wayne, NE.
data.ntsb.gov/carol-repgen/ap...
Videos like this should be a regular part of every pilots diet. Thank you for making these ASI. Sobering to watch, it all happens in the blink of an eye.
Aviation is extremely unforgiving. When I was an avionics technician with VMA311 a pilot, Capt WW “Whiskey” Griffith was ready to preflight. I said to him. “Oh you are just going on an easy flight?” He said “There is no easy flight, every flight could kill you.” I remembered those words as I got my pilots license. I never stunt or goof around.
good advice esp close to the ground where your margin for error has possibly gone
I was an Avionics Tech for VMGR-352 at El Toro from 77-81. Semper Fi
@@coreyandnathanielchartier3749 VMA-513 Avi Nite Crew 84-91 Semper Fi
That slow/close to stall speed, a little aileron deflection is all it takes to cause a wing to exceed critical angle of attack. The result is seen here.
And it will stall in the opposite direction the pilot is trying to bank. I feel like the analysis and recommendations in this video have missed the point entirely. If even an experienced slow flyer can lose control and auger into the ground so casually then perhaps all the preparation and separation in the world isn't going to have a large impact on the safety of these events. The whole point is to fly the edge of the envelope and there are inherent risks. You can always find a solution in hindsight but by then it's too late. This is a good demonstration of the physics of slow / high AoA flying though.
@@rickr530 no, because nobody in the bush would ever have told you the 140 was a STOL machine, the airplane is NOT a super cub, if this 140 was flown on the edge of ITS envelope and the accident pilot KNEW his aircraft's capabilities he wouldn't have EVER attempted that roll.. it would have been a different outcome. RIP
@@rickr530 u
Also, that aileron tilts the lift vector into the turn. It can become second-nature to add a bit of back-pressure with the turn to keep vertical speed stable ... which would increase the AoA even further toward stall.
Tom was a good man who did a lot for many people. Rest In Peace my friend. I wish your family peace through this time of loss and grief. I hope many can continue to learn in your loss.
This is such a good addition to to the APOA analysis. Getting things out early with all the caveats about follow up detailed analysis is so crucial for us all to learn and be better. Thanks a brilliant example of overcoming the absolute desire to get analysis right vs the desire to get any practical learning into the community as soon as possible. Thanks!
I appreciate these suggestions. I used to fly a lot of low/slow in a Cub. Loved it. But, when I watch these events I am concerned. Low and slow combined leave little out. Adding traffic just about maxes out your workload... Very sad for this pilot's wife and five children. Wish them the best...
One of the surest ways to get someone to violate their own safety margins is to put them in front on an audience. I witnessed Jim Leroy's accident from a few hundred feet away - another entirely preventable event due to allowing the crowd to dictate poor decision making.
yeah its a darn shame. tsk tsk tsk. Its a sure way to get it on video too. I still shudder at the wingwalker girl and her pilot who went right into the ground that one time. Horrifying. Lots of horrifying airshow crashes out there.
Brian, not the same thing.
Spot on! Ego kills
Not the same thing, in Leroy's accident you had a highly experienced pilot make an error and crash. This pilot was not experienced and probably didn't realize how close to the edge he was.
@@johnmajane3731 Everything I've read of this pilot points to him being very experienced. What makes you think he wasn't?
Calm, insightful and instructive. By miles the best briefing on this unfortunate incident I have seen. Subscribed.
Thank you for a great discussion, including the actual video and recommendations for improvement of future events. Very professional video. This is an example of great media that was never available 20 or 30 years ago.
My first instructor related that you can do almost anything with an airplane if you are coordinated and smooth. I've been flying 65 years now and I agree, almost anything. Wouldn't you know, our ego or personal drive often gets in the way. Dick, that was a well paced explanation with excellent points, thank you.
@NAM CBEO Well you can, for an instant, but not for any length of time.
"you can do almost anything with an airplane if you are coordinated and smooth" AND have enough speed!
65 years of flying. God bless you. I can only imagine the adventures and memories you have.
A balanced and positive analysis. I continue to appreciate your professionalism on this topic and these types of incidents.
I really like these early analysis videos. Hope you continue to do them regularly.
UPDATE: The National Transportation Safety Board has released its preliminary report (ERA22FA233) regarding the investigation into the STOL crash of the Cessna 140 (N76075) during the MayDay STOL Wayne, NE.
data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105110/pdf
Well researched and presented -- not to mention, instructive. Thank you Richard, and thank you AOPA.
I don’t think he was trying an S-turn, I think he just got too slow trying to stay behind that Zenith and just stalled.
Agreed. You could see that his aircraft wasn’t as capable for STOL compared to other aircraft. The first landing, he was almost eating the tail of the plane in front of him. He really needed to delay takeoff on the second go around. His attempt to create space caused the stall.
Absolutely..classic stall lack of air speed...he was lucky to get away with his take off as he was on the point of stall then...totally unsuitable aircraft to carry out this test..
Wing dropped so he wasn't coordinated. I'm sure you are correct in he was trying to keep separation but should have flown the plane first, exited the approach. Announced his intention after he was safety under control. Always do whatever you have to for safety then worry about the ego and paperwork later.
Seems like classic stall spin to me.
@@russejones Yup
Sacrificing basic airmanship for a competition is never acceptable, and often leads to tragic results for the pilot, family and the industry at large.
..should be ‘advanced’ pilots for sure..well, that is IF you ACTUALLY want to save lives…
I'm shocked to see this! STOL comps sounds like asking for trouble.
I put this activity right up there next to parachuting from one plane to another.
I had a risk-averse AirForce Vet CFI I once flew with, and the guy was phenomenal. And he really taught me how to get over the fact that if in any way I feel a gut sense that this "isn't right," to just go around. He taught people for fun. He didn't care. Don't get me wrong, this guy also taught me how to own my aircraft in sketchy crosswinds on the final. But again, if on that final, even with him on the yoke with me, he always gave me complete confidence to just go around.
As you become a better-skilled pilot, your ability to handle multiple inputs becomes greater and greater. When I continued training later on in life and was now a father, I had a younger CFI on the whole airline's track. He was a great guy and super-skilled, but he would make comments like, "you could have landed." I would then find myself climbing out and defending myself.
Prayers for this family and I hope in his memory people keep events like this up. Aviation can be safe, but it will always have risk. We all know what it means to fly.
I had an instructor that would pull a "GO AROUND!!!!" at any time. I always had to be ready. So glad he did.
Rest In Peace to the pilot, very sad to hear of any loss - hopefully there’s some comfort for his loved ones that he entered the afterlife doing something he loved.
I’m a backcountry pilot, and have flown STOL Drag and in a competition or two. It’s not worth it to me to fly the ragged edge of stall anymore. I’ve scared myself once or twice. It’s just about fun landing in the backcountry and still pushing my skill, but not to the point of getting close to that razors edge of stall to stroke my ego or prove myself to strangers or friends.
These are great recommendations. Just flew in my 1st stol comp. last month. Loved it. But even though i have 400hrs in the back country with my Maule. The competition is a different animal all together.
thanks Richard, I love the thoughtful list, all worthy of at least consideration for future events.
Fellow Pilot here. If I turned final and another plane was on final (already seems like a bad ideas at a non towered field) and started to sink faster than the plane in front of me, immediate go around time.
I don't see any evidence of an S turn, I see a sudden increase in sink rate and a stall. Did anyone hear an increase in rpm? A 140 is not a STOL aircraft either
Juan Brown said this was a judging of new stol drag pilots. The Zenith is slower stall. The 140 appeared to me to be very slow and high angle of attack. It looked to me like the 140 started to make a turn to the right and being slow it caused a stall.
You don't believe the initiation of the turn was intentional? We obviously can't see him do the second turn because the first one is where he lost control. I thought the explanation in this video was spot on.
@@donmoore7785 It's hard to say unless someone can verify an increase in rpm. The sink rate really increased before the wing drop. It's also hard to see any aileron deflection. If he increased rpm he shouldn't of had the sink rate but maybe hit the throttle after noticing too late. If it was an S turn it was doomed by turning downwind that slow.
He initiated a turn that much is obvious, whether or not he was already in a stall or not prior to initiating that turn is difficult to tell. If he had just stalled he would have stalled straight ahead and probably could have survived. The sink prior just looks like sink you get on a gusty day, the plane ahead gets some sink too. The cross wind factor appears to be going from pilots left to right, turn right probably removed his headwind component and added tailwind reducing his airspeed at high AoA. I think if he turned Left he might have had a better outcome.
@@grandolph9281 I agree on turning into the wind might have had a better outcome. And the sink rate from a reduced gust. But I don't ever recall stalling straight ahead in a high wing, I've always experienced a wing drop.
Thank you for a good presentation. My dad a WW II Medic in the South West Pacific who got his Airman Certificate with only with only one eye on the GI Bill had to do an emergency spin recovery on a hunting trip flight when the Planes owner and pilot lost all situational awareness in lowering cloud deck conditions outside Minot ND. Recovery was around 500 feet up he had only flown a couple of times since his training to get a feel for the aircraft before the trip. Other folks he trained with were killed in low altitude spins showing off for families.
A guy I worked with decades ago was killed that way: low-time PPL who took a friend up in a 172 and was showing off to people on the ground ... stalled and spun in.
A De-esser is your friend!
Great video, as always. 👍
Good recommendations on improving safety precautions at these events. Highly doubt wake turbulence was a factor from the Zenith. It is puzzling that the 140 turned right at the same time of loss of control. My 140 experiences are the wing stall gives very little warning as compared to the later 150/152's.
I’m not so sure about that. The 601 is a draggy aerodynamically dirty aircraft. My thinking is it creates a good bit of turbulence for that reason.
@@Lt_Tragg wake turbulence directly correlates with the amount of lift a wing is creating. Thus why it’s taught in reference to large jets landing in front of a 172 in primary instruction. The 701 is a light aircraft, but from the camera angle who knows how close they really were
Proper spacing should be done if they don't have the space they go around.
Any airplane with a propellor, big or small, leaves a "corkscrew" wake. Fly formation and, at cruise speed, get directly behind the lead-plane. You will understand why an itty-bitty airplane can kill a slow 140.
@@nolaneads2826 actually wake turbulence is related to the lift coeffiecient of the wing. The amount of lift created is always the same (at least in non-accelerated conditions), and equals the weight of the aircraft. So, a lighter aircraft flying at very low speeds with a lot of hight lift devices, may create a higher amount of turbulence than a heavier, and cleaner aircraft flying at higher speeds.
Thank you for the video.
Excellent perceptions and advice for future safety considerations for STOL events considering this tragic stall /spin accident. Also, appropriate attention regarding wake turbulence and buffeting winds as a contributing factor. Regardless, the airspeed / aircraft separation was much too slow and tight for these conditions, leading to the video as shown, sadly, appears to be an unexpected low speed stall.
Best vid I've seen on this tragic accident.
RIP Spad
That was a Very Nice way to visually demonstrate the wake turbulence created by a plane in the 6:15 area with the CGI you used. For everyone, especially a aviator, to see how the atmosphere actually reacts/behaves to a physical object's path slicing through air and what the wake of a plane in front of another creates.
It is really Important for understanding the turbulence created that could mean So much in regard to Lift a plane need's at such a low altitude because the time for any recovery from a stall or downdraft is So minimal. That was a Really Great idea to create what is unseen to get the message across because that Will make All the difference at low altitude between continued flight or deadly crash.
There are some videos of planes flying through smoke for vortices demonstration out there. His stacking of the slow, low, turning, and then wake turbulence added up to loss of control. When you see those smoke demos, it says it all. You don't want to mess with the roll of the vortices. Remember training flights where the goal was to hit your own bump in a 360 turn? Think about that and being right behind another aircraft in slow flight. That "bump" hangs around for a long time. Slow or fast the plane does not get any lighter and the same amount of lift in weight is required (banked turn does add more weight in G force). I can't imagine that pilot with his experience, stalling like he did, without the pothole in the sky vortices helping him.
Richard, thanks for the precise and factually accurate, and HELPFUL video!
The day before yesterday I executed my very first correct traffic pattern approach on a C150 as a student pilot
My CFI quoted the flight school's headmaster in charge "airspeed is great and conserves your teeth"
I stand by the Air Safety Institute's analisys on this one - STOL is hella fun to watch, should be even more to execute, and it's great to have more people in GA coming together - but with low airspeeds, handling can be influenced way more (proportionally speaking) by external factors, like wind and turbulence. Spot on recommendations by the ASI.
My condolences to the family of the pilot - if nothing but a bittersweet feeling, knowing he passed away doing what he loved, surely.
Daniel - I read a post on another video analyzing this crash. A pilot mentioned that his father, also a pilot said something to affect of: "As for minimum air speed, always add 10 - 15 knots for the wife and kids." Congrats and enjoy your flying! Keep studying every case you can - it's a great technique. I flew in Air Force Aero Clubs. It was mandatory to attend monthly safety training, where videos like this were always a part. If you did not attend you were grounded. So, even if your outfit doesn't require this, require it of yourself.
Good tips. Thank you.
This was tough to watch. This reminds me of Dan Gryder's video on defined minimum maneuvering speed which he calculates to be 1.4 x Vs1 so as to give yourself a margin of error as stall speed increases with bank angle. Don't get slower than that speed in the pattern until you're on short final and committed to land. This pilot looked as if he was going to create some spacing, and found himself in a stall spin. These lessons are learned in blood and lives. We'll learn more from the accident investigation. My condolences to the pilot's family.
Sounds like a fair assessment. Perhaps the most important, direct action in this case when recognizing insufficient interval with the aircraft ahead…and already slowed to below normal approach speed…would be to make No Turns until first lowering the nose slightly, increasing power and airspeed to approach speed+ and then turning to offset the landing area on a go-around, or an S-turn or 360- turn. Don’t do any maneuvers so close to stall speed.
"Thou Shall Watch Thou Airspeed or the Earth Shall Rise Up and Smite Thee." Taught to me by a pilot who flew C-47'S over the Hump in WWII.
Good statements and reminders as to keep your plane flying every second and never cut security margins. Thank you for your good advises
My condolences to the pilot's family. God bless them.
God didn’t bless them. Or kids with cancer.
The slight turn crosswind combined with slow airspeed was just enough to stall. In other words if the turn had been to the left into the quartering headwind instead of right (away from headwind) is enough to stall versus not stall. And very good points on the spacing I hope that is revised.
Very good presentation. Hope applicable folks listen and enact suggestions.
Bless his heart. Just a tip stall and the wind helped push.
Judging from the flags there seemed to be an appreciable crosswind from right to left in the frame. In making the S-turn to the left of the frame, both the relative wind and the turn radius are reducing the airspeed on the starboard wing.
that's what I thought when I saw the video
It's a common misconception that ground wind direction affects an airplane in flight, and you have fallen solidly into that trap. This is evidenced by your misuse of the terms "relative wind" and "crosswind". In fact without seeing the ground (or using ground based positioning) there is essentially no way an airplane or its pilot can tell the wind direction. The pilot turning downwind for the S turn is purely an optical illusion those watching from the ground experience and has absolutely no aerodynamic effect.
@@hockeyguy820 the wind was going that direction and when the pilot banked in that direction the plane stalled because it lost airspeed because it was in a tailwind.
@@drabberfrog: This is 100% incorrect and does not happen. Apparently you believe the same misconception as the OP. Once again, once in flight aircraft do not feel (or even know) the wind direction on the ground. Aerodynamically, there is no such thing as a "downwind" direction to an aircraft in flight. No loss (or gain) of airspeed happens when an aircraft turns as you describe. You are repeating the same optical illusion nonsense.
@@hockeyguy820 With all due respect, I have experienced first hand how wind direction affects an airplane in flight when operating low and slow. An airplane can absolutely lose airspeed when turning downwind as the pilot did in this very unfortunate accident. May he rest in peace knowing others will learn from his experience.
While STOL competitions may be amazing to watch, they appear to me to be an accident waiting to happen -- it was only a matter of time. These competitions involve deliberately flying at the edge of the flight envelope, but doing so only for bragging rights. No thanks, not for me.
I don’t think wake turbulence had anything to do with it. If he was attempting a turn the right wing would have stalled as soon as the aileron deflected. That plane was not a good choice for STOL competition mixed with planes designed specifically for STOL.
Never be afraid to go around friends. RIP and stay safe out there :(
I have spent several years researching aviation from my local airport which opened in 1929. Analysis of take off and landing accidents in the early years reveal two significant factors contributing to many accidents. One was when the aircraft commenced turning below 500ft after becoming airborne and two, several landing accidents occurred when pilots made 'S' turns during the landing approach
1. You're already slow on a STOL Approach
2. You're on Final behind *another* Aircraft on Final
3. You S-Turn at Low Speed and Altitude? No.
This called for a go-around.
Just wondering how much effect engine torque would have at those speeds, if he powered up suddenly, would it be enough to pull the plane into an unstoppable right roll?
Nobody gets in an airplane to crash it. And we, as pilots, must have that i mind and try to learn with events. Excellent analysis of the case, it makes us think abou what could be done go avoid such result.
RIP to the Cessna pilot. To ASA: please don’t try to be ”first” about these incidents, just focus on being right. The inaccuracies in this video are a symptom of the push to be the first people to make a video. I usually come to your videos for the knowledge I can gain from your videos to make me a better pilot. This is probably the first time I have been disappointed with the inaccuracies and assumptions instead of facts and proven conclusions.
Well done!
Thank you, so much for your analysis of this unfortunate accident...very well done! 🛩
Condolences to his family and friends. ❤🩹
I soloed in 1979 at DAB (back then it was Daytona Beach Regional) in a 150. On my third time around, while already on final, the tower asked me to do a 360 for spacing. I remember thinking it seemed like a bad idea, but I also don't remember my instructor ever mentioning that I could just say "unable" or refuse. I went ahead and did the 360 as requested right at, if not below 500 feet, and everything worked out OK, but every time I hear about one of these slow-speed, low altitude accidents, I get a shiver up my back.
Wow! Scary. In the UK it is mandatory for student pilots to preface their radio calls with the word Student, specifically to alert the Controller not to throw in anything unexpected or requiring more brain capacity. (I watched this video as a safety aid because I have only just solo'd and things like this emphasise all my Instructor's excellent advice and warnings.
It’s fascinating how short those take offs and landings can be. That stall spin appeared to happen pretty far away, like a game of chicken, who can putt along the slowest. Not a surprising outcome with that dangerous game.
OMG those last couple seconds had to be terrifying cause he knew exactly what had just happened and he was way to low and slow to recover 🙏 for his family and friends
I both look forward to and dread this series. I want to learn but not at the expense of others.
Unfortunately these tragedies force many of us to focus on flying safely.
Well put. a Zenith is "a tough act to follow" and there was some cluelessness not taking that into consideration...
Harsh judgements and pompous pronouncements are inappropriate in the comments here in my view. The man paid with his life. Thank you for this video. I'm torn over how many times you replayed the final moments of this veteran aviator's life. Nobody wants to see that, of course, but perhaps there is value in seeing it more than once.
Thanks for the comment and thoughtful feedback that helps us improve.
Well, we're watching and analyzing to see what went wrong to avoid this as much as possible going forward. I hate that the pilot died but I've pulled the vid back several times to see as much of the detail as possible. To see if he looked like he executed an s turn, or if the right wing just stalled. We're not here to criticize, we're here to learn. Very sad though. My heart breaks for his family.
@@LenoreS430 Exactly. It was not your comment I was reacting to. And, yes, it's important to see it. It could save lives. Doesn't make it any easier to watch, however, as I'm sure you'd agree.
Excellent video. I think your review was spot on. It sure looked like he was starting a turn to me…probably for spacing as you pointed out. And yes, wake turbulence could have contributed to an already precarious situation. It looked like he was close in and below the lead aircraft which put him in exactly the right spot. Any glider pilot can tell you how nasty wake turbulence can be when transitioning tow positions. He may have skidded in the turn too, and wind shear could have contributed as well.
With over 1,200 hours and around 2,500 landings in my 140, I would add that the 140 is not a good competition STOL aircraft in my opinion.
youtube first suggested the source video of this accident to me. the title and description gave no information about which plane was going to crash, only that one would. i knew within the first 45 seconds of watching the video, which plane it was going to be. sad and unfortunate.
Not having briefed the competition on an approach breakout procedure feels like a especially tragic oversight.
"a highly experienced pilot". How experienced was this pilot? How many hours flown?
Maybe in 2 to 4 years the NTSB will say "loss of control due to unknown cause".
I think of guys competing in various types and capabilities of aircrafts, in front of onlookers, much the same as RC model flyers doing similar
things at "Fun-Fly" events but with much less serious outcomes. My first plane ride was in a Cessna 140 at age 12, my drawing of a Corsair won a contest for 1 hour instruction. My ex-WWII instructor was killed in a mid-air a week later. Flying, like motorcycle riding is serious business.
Preferably the in trail aircraft should stay above the preceding aircraft which allows for an easier break away should spacing become too tight (and avoids the wake). Keep the same aim point, even tough that means a steeper approach, this allows the preceding aircraft to move out of the way. Brief this and have assigned pairs, with the next pair of aircraft given even more separation say 40 seconds.
I have always been told to let faster aircraft land first or simply go around it might leave you in a pattern but you are still alive for instance in Australia Tyabb is a non controlled airport but we have radio and at 60 knots you shouldn't try to make a 180 turn so sad because this seems to have been totally avoidable.
Condolences to the pilot's family. Sadly sometimes regulations are written in blood, these are excellent recommendations and are worth implementation so this did not happen in vain.
Best thing I ever did was take a basic aerobatic program and compete a little in 8KCABs. Notwithstanding turbulence, a plane doesn't spin unless you input controls to induce them. Unstalling was always a push on the stick to unload then power. I never felt unsafe with steep coordinated s turns on approach because I anticipated the loading and kept a safety margin in stable air. Flying slow and maneuvering on a gusty day at low altitude was never an option due to the potential of accelerated stall. Always had to add gust factor for dependable control and limit and inputs to minimize loading and maximize available AOA. Was not fun and avoided flying in those conditions. Love flying in steady wind but with a totally different mindset and with more available AOA.
I think the wind and gust parameters for any competition flying on the back side of the power curve at low level should be very carefully examined and established as well as strictly enforced at events.
Same, knowing what the plane will do at the margins is important.
I think the recommendations you make are just a must to be implemented. Same thoughts on that. One more point would be a pilots intercomm where the following pilot can adress that he is in serious trouble. The Zenith could have speeded up and abort landing so nothing had happened. Sure, this would have effect on the show but that is fairly acceptable. What we all should think about is how to cover vor gusts and the loss of headwind while one is fkying already behind the power curve. That is the nut to crack in my opinion and I have no idea. STOL remains being extremely dangerous but shall be possible for those who like to do without having to in an emergency situation. There are numbers of sports where you put your life and health on the plate and where sadly people die. I just hope this trgdy has some positive effect on the organisation and first is the takeoff order regarding lowest speed a pilot can maintain safely (not the theoreical stall speed) and having safe procedures and paths to leave the approaching group. Nice job here so far.
Remember, even a falling leaf creates wake turbulence. We commonly fear wingtip vortices, but the general wake behind the aircraft can create a 'wind shear' directly behind an aircraft, and just a few knots here was too much.
This was an exposition flight where the pilot quit flying the airplane. We can all speculate on what happen, but it was not involved in a STOL competition at the time of the crash.
In hindsight, maybe modifying the competition at the last minute like this was a contributing factor?
Great ideas to go forward.
The same thing can happen in the daisy chain at OSH. There’s always someone going too slow in the fast lane! Know your aircraft… best to pull out and around. Know your plane! All the best to the family 😔🙏🏻🖖🏻
Yep, I flew Fisk approach with my dad a few years ago and it was honestly the scariest experience on a plane I have had without anything major going wrong. It was just not a normal day for me we are used to flying out in the middle of nowhere I’ve never had to deal with that much traffic before and I’m glad I did my homework for a couple months before going.
I find it hard to believe they sequenced the Cessna last in the pattern.
Wind gusting from the left (pilot orientation) meant that when the pilot banked right the wind could have caught the raised wing and flipped the plane.
I was following a buddy of mine in my AVID flyer. I was flying just below him and about 1/2 mile behind. I hit his wake turbulence and the left wing dropped out of the sky. Lucky my speed was such that it was a quick recovery. If they are gonna have these STOL competitions, following planes should always stay level with or above the leading plane. Heavier airplanes like a underpowered 140 don't stand a chance in a stall spin at that altitude. Also do not recover with ailerons. Keep stick at neutral and use rudder.
Is that a B-17 on the shelf behind you?
How to cover gusts when you fly behind the power curve?
God, happened that fast. No joke flying that slow.
This time of year we can be guaranteed to have strong winds here in Kansas & Nebraska.
All well and good but what does Dangerous Dan Gryder have to say about it?
I hate to think that had he made his initial turn (when it looked like he was attempting an S turn to maintain distance) to his left instead of his right, keeping his plane in a more direct line into the wind and clear of any wake turbulence from the Zenith, that the out come may have been very different. So many little things , but all very important things to consider when flying in order to stay safe.
How ABOUT “Allowing ONLY ONEON FINAL at a time”? THAT alone would keep pilots from having to deal with the spacing issue?
so sad to see this happen
I flew a C 140 for less than 2 years and couldn`t wait to get rid of it. It took too much runway to get airborn. A friend was showing me how to do an immelman type maneuvre and when I tried it we stalled and it went to 160mph , nose down, very quick before I could pull out. Scarey as VNE is 130mph.
Good thing those engineers give a good failure margin
RIP..... so sad 😢🙁
So sad. I think spacing was definitely contributory, with the S turn causing an unrecoverable stall-spin. That close to the ground when you see a wing dip in a stall, the natural tendency is to apply opposite aileron and up elevator, which only accelerates the spin. All we ever have is tradable altitude and airspeed, and the margins are cut razor thin in these STOL events. Prayers for Tom and his family.
Prayers are cheap lip service. And you know this.
It looks to me like as he turned his headwind became a quartering tailwind so as he was already on the edge of a stall, losing a few knots as the effective wind became a tail wind virtually guaranteed a stall spin.
Maybe for spacing, he was trying to do an orbit on final, but as soon as he turned 180 degrees, he had a tailwind of 35 knots.
I think it's less the turbulence of the CH 701 flying ahead. He's probably flying just above his Vso speed with a clear wind from the front left (seen from the cockpit). In a turn the Vso increases, since he is not flying against the wind but with the wind, he probably caused the stall. I'm also very sorry for the relatives. 😢
Richard does a such a good job on this informative, steady, professional, and non-judgmental look at a sensitive and tragic event.
ASI always finds a way to turn tragedy into a teachable moment.
I feel so bad for Tom and his family. The Cessna 140 is NOT a purpose built STOL aircraft. My prayers are with the family during this terrible loss. RIP Tom
A lot of good things to think about in this video. 👍
RIP fellow pilot... only comment, he turned away from a strong crosswind, exacerbating the stall situation...
The pilot had already made a stol landing earlier, in another video I noticed he was close behind his predecessor then too.
So I don't know why he didn't take a lot more spacing the second approach.
czcams.com/video/K96RlzP6RTo/video.html
"compétition" is the answer
instead of turning, couldnt he have just added power and climbed? maybe having the person controlling the runway telling the guy in front to go around ?
And in a little over a year we lost Richard......how sad
Well, I would suppose that if you're flying close to stall speed, with a strong wind coming from your left, and you turn right, you instantly enter a strong tail wind and a stall is very likely.
If you're flying at 5 mph above your stall speed and you turn downwind in a 6 mph wind, you will instantly have zero lift. Physics don't care how good of a person you are or how much experience you've had. DG
Classic attempting a turn with too little airspeed. Wing loaded from G and it's over. Needs room for 1 rotation spin recovery and he had 1/3 or less of the needed altitude to recover.
That S turn is not only good at increasing separation, it robs you of airspeed at a time you don't have any to spare.
Inadequate spacing = Just take the go-around...