Accident Review A36 8014T Forced Landing
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- čas přidán 18. 11. 2021
- Accident Review A36 8014T Forced Landing. Don't Rush it!
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FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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Great story Scott...leasons to be learned for everyone. I had a forced landing in a Piper PA-140 on my 15th hour of flight time. I am convinced the repetition training at that time was what saved me. I did not have time to develope bad habits. The landing was in a corn field and no damage. The plane was flown out that day. Funny thing is, years later I had a engine failure in another Piper and landed in the same field, the farmer said he was going to just make a dame runway.
I wouldn’t run my lawn mower if it had half that damage. Sad for the pilots associates and family.
Thanks Scott for another well reasoned training session.
_I'd_ probably run my lawn mower that way, _if_ it was placed in front of a video camera as the subject of my first ever monetized CZcams video.
Sad for the pilots family, assuming he treated them better than he treated his engine. The whole run-up to the incident made my engineering tummy hurt.
As a pilot myself I would never say he deserves it, no matter the cause or outcome. However, he was absolutely asking for it. ANY foreign material in the oil (other than microscopic particles in oil samples from normal engine wear) or fluctuation in normal and proven operating parameters (temp, pressure, consumption, etc) is an ABSOLUTE no go condition. We can do better than this my friends. Thanks as always for the facts and knowledge Scott. Yourself and Juan are a rare few we get that from anymore.
Im retiring at 50 from my first career, starting flight school soon. All these little tips, stories, etc. are great to learn from. Always better to be safe than sorry.
@@jordymaas565 You don’t have the slightest clue what we’re even talking about do you. Remove all of the air from your tires and dump sugar in your gas tank (if you even have a car). Then just cross your fingers and see what that gets you. You have to think in context of the situation, not aviation as a whole.
@@jordymaas565 😂😂😂 You still don’t get it. Not worth any more explanation to someone like yourself.
@@jordymaas565 Sorry to hear that. Hope you get feeling better.
@@jordymaas565 As a professional pilot, I absolutely agree there are many many who keep us safe. The bureaucracy of the FAA is a different story, but overall our atc and other institutions do a great job. However, a pilot taking off with known problems with the aircraft (especially engine issues) is a stain on us all. Right now I am in a Challenger 350 and you better believe that as advanced and reliable as that aircraft is, we treat it as if it is a 172 and double and triple check everything before every flight. This particular incident would be like us taking off with with a list of TCAS messages. This didn’t need to happen. Have a great holiday as well. Get feeling better.
Thank you. I'm a retired CPL now but I've had my share of problems in flight over the years all handled without too much paperwork. I flew charter in the Australian bush. I needed your videos when I was flying. Just thank you.
That engine was tearing itself apart and gave him much more warning than he deserved. Reality doesn't care if trouble is inconvenient for you at this time
Great comment!
As you say, the engine was eating it's own insides and letting the outside know. The mechanic that ignored those signs and signed off on the air worthiness of that engine needs a talking to.
The owner put pressure on the mechanic as he needed the airplane and wasn't looking forward to the prospect of a very expensive engine repair, possibly even a total replacement.
But between several downtime sessions due to repairs, an engine change probably would have been quicker and cheaper.
you know what's really inconvenient? dying in an airplane crash.
similar to the consequences of get thereitis: "I gotta get home, can't be late" Never arriving at all is as late and final as it gets.
Really great analysis, as usual, Capt. Perdue. Your no-nonsense approach -- without all the histrionics seen on a lot of other channels -- is very much appreciated.
I wouldn’t drive my car at all with the warning signs given is this case. Totally avoidable crash. Sad none-the-less. Thanks for the easy to follow breakdown on what likely happened.
I think too few pilots understand how engines work, and how quickly they can fail. At the first sign of trouble, get it fixed or if testing, stay over the airport. Thanks for highlighting this one, Scott. Also, totally agree on arresting the descent before touchdown. Some aircraft take a lot of time to level out due to inertia. Check out the video of the F16 Thunderbird pilot that had to eject. His nose was up, throttle full, and he was still going down.
Great point!
I see , more than people who do not know much about engines, know even less about aerodynamic forces and what actually allows planes to fly.
ever heard of Angle of Attack?
Just had to make a forced landing in my P35 (with the Continental IO-470-N) three weeks ago. Engine had a sudden loss of oil pressure, started hemorrhaging oil about 3 minutes into flight. Another 6 minutes later I was on the ground at my departure airport, surrounded by fire trucks and first responders. Still don’t know root cause, engine is now in shop for inspection overhaul. Altitude is your friend, and be prepared for it at any phase of flight.
You are absolutely correct. I've experienced so many engine failures that I have lost count. You have to practice gliding in your aircraft type on nearly every flight. It happens more often than people realize. It's sudden and without warning. Fly high.
Eric, it would great to know what happened if your mechanics can find the root cause. Glad you made it back onto the ground safely. Must have been quite a day!
Excellent job! Thanks for the story!
Root cause? It's called just another Tuesday when one flies behind a continental engine, that's what.
@@pittss2c601 yikes. Start playing the lotto. I got 5k hours and have yet to lose one. In fairness, I only fly behind Lycomings in my personal ownership so my exposure is lower. Stay safe!
Thanks so much, Scott, for another wonderful analysis. You are absolutely the best at this. Let us all learn.
This is great information, especially the last landing sequence. They don't teach this in school!
I always forward your videos onto my pilot group. I really appreciate your analysis and anecdotes from your past experience. Safety is the priority of every captain and spreading the word as you are doing is inspirational and highly appreciated.
Thanks Scott, thats great to hear!
Very good analysis like always - thanks Scott.
This is a good channel, especially if pilots pay attention to it.
That was an excellent breakdown and observation. Thank you
I appreciate your careful and insightful reviews.
Great analysis, Scott.
Brilliant presentation again
I don't care how good of a pilot you are; you can't beat the laws of physics.
I always learn something! Thank you Scott
Great video as always, thx!
Excellent video; thank you so much for the education. I’ll be watching for more.
Happy Thanksgiving, and be safe! ✈️👍🏼
Good point about using flaps for a forced landing. Landing an A36 with flaps should reduce speed by about 10 knots, a significant difference.
Airspeed matters. You drop the flaps at the last minute as you level off. Similar to the space shuttle. The landing gear was dropped just before touch down. I watched it land in Florida once and was shocked how low they dropped the gear. Fully locked maybe 3 seconds before touch down.
@@pittss2c601 I remember that. Scary as hell - they must have prayed everything would work to plan.
Thanks Scott. This video really shows us how important it is to be stabilized on EVERY approach and landing, including the ones we’re forced to make. I would also add that understanding wind direction and speed is critical to surviving a forced landing. In my Piper Cherokee, landing with full flaps (Vso = 48 knots) with an 8 knot tailwind (56 kt ground speed) instead an 8 knot headwind (40 kt ground speed) will DOUBLE the energy in a crash since kinetic energy is velocity squared (56 x 56 is roughly twice the value of 40 x 40). With twice the energy in a crash, you are probably twice less likely to survive. Landing with a 16 knot tail wind in my aircraft has FOUR times more energy to dissipate in the crash than landing with a 16 knot headwind. I encourage everyone to do the same calculations based on your aircraft’s Vso.
I was fortunate I had an instructor who had experienced an engine failure. He taught me not only to be constantly on the lookout for the best spot to land when flying, but also to constantly run a mental exercise on how to set up for a landing into the wind. This includes reading wind patterns on water and smoke plumes when flying at lower altitudes. He would randomly pull the throttle back on cross countries and ask me “where are you going to land?” I also like to set the OBS on my VOR to the ATIS reported wind before departure for situational awareness. It’s faster than looking down at your knee pad or pulling it up on ForeFlight in an emergency. I hardly use my VOR for anything else these days.
I can tell you from personal experience that nothing makes your heart drop like unexpectedly finding large quantities of metal in your oil filter. In my case the metal was aluminum flakes. The engine shop that did the borescope suspected one or more bad piston pin plugs. It was possible the issue would self-resolve while keeping a close eye on the quantity of metal during more frequent oil changes per Lycoming’s Service Bulletin 480F . However, for my own peace of mind, and for the safety of my wife and kids, I immediately grounded the airplane and had the engine top overhauled. That solved the issue.
Tragic. Excellent video Scott.
Excellent job Scott
Great video. Thanks
Fantastic many thanks from an aviation reasearcher in the UK we need this clear honest stuff
Engine was literally eating itself from the inside out and yet the owner was pretty much like "looks good to me!". The airplane was screaming at him that it wasn't right but complete ignorance cost him and his passenger their lives.
Good analysis!
another great review.
Thanks Scott. As hard as it is sometimes we all learn from talking about it. Thanks for your sage advice! 8] --gary
When I get into an engine showing damage like that I refuse to put it back together... nope nope. Sue me.
This incident is the result of so many bad decisions, what a shame.
Great Job again Sir, thank you.
Engines that show mechanical problems are not worth the risk of loss of life, or property should not be flown. The low compression should have been grounding the plane.
@@SI-lg2vp especially if you factor in the repair costs for what damage can be prevented.
Good report. You stuck with the facts and came away with the logical conclusions. There was obviously a disconnect between the owner and the mechanic when the owner was telling the mechanic what to do instead of allowing the mechanic to do a proper job. Sad to see what happened in the end.
Hey Scott, thanks for doing these investigation overviews. If you can recall, we emailed back and forth about pilot training and I also flew with your daughter. I found out last month I was selected for OTS and I got a flying slot. I’ll have to email you about specific details, but I am stoked. Thanks for what you do on this channel.
-Tide
Awesome news! Congrats!!!
Excellent video.
A stabilized approach is even more important in an emergency landing and why you teach if possible pick a good spot quick and setup for it. Looks like he wanted the water then saw it wasn't possible making him pick another location with less time and room to maneuver to be picky about with or against the plowed rows.
Looks like he panicked.
@@linanicolia1363 Yah there would be a bit of disappointing feelings rumbling like panic being at altitude trying to spot a safe landing area and have the approach right. You get lower and some fields you notice aren't as smooth as summized. Switching locations causes problems. Wind can be a big player to slow ground speed and help decide on where to land. No engine and make a turn downwind might be what he ran into. No wind reports in this video so eh.
Thanks Scott
Thanks Scott, I think you said it all. As you said, this disaster could have been avoided if the owner wasn't so hard headed, and had the engine repaired .
Thanks Scott, "Life's what's happening when your busy making other plans". He should have listened to what life was telling him. When theory doesn't comply with experimental results the theory is just plain wrong. He knew what was needed alright, just didn't fit in with his plan, he just couldn't get that part.
Another lesson for us all. May they rest in peace.
Wow! Holy Mackrell! I lived on Long Island 18 years learned to fly there yes familiar. Used to be lots of SOD farms fewer and fewer now. Islip Macarthur, Brookhaven, even old Grumman Calverton all available places long before the Orient Point airport to land. Sad story but I get it and the "Personalities" to boot. Sure, it will happen again, btw Mattituck is/was the premier overhaul facility not far from the crash site. -Chris
Thank you for a clear explanation that any pilot should be able to understand. I was a car mechanic for many years, so I may have a better understanding of engines etc. My take; pay attention to your plane and your mechanic!! If you don't, you will be sorry! Also research AQP, proficiency in emergency situations will increase the likelihood of survival by a large margin.
Wishful thinking: the bane of humanity. Almost as bad as denial. Thank you for the insights.
Well covered Sir.
The pilot, Robert Mark, authored a book many years ago on "Becoming a Professional Pilot". It is still available on Amazon.
If you see brass in the oil and filter, that’s rod or main bearings folks..
Exactly correct…cylinder wear has zero impact on oil pressure and oil flow.
Should have never flown upon the discovery of low oil pressure, and elevated oil temp.
What caused the apparent oil starvation causing bearing damage is One of the questions that requires a definitive answer.
Well done, sir
I'm not a pilot yet, but i have been a mechanic most of my life and think your absolutely correct about the oil temp and pressure. I think the mechanic should have insisted that he didn't fly that plane.
Aviation is very expensive. I'm positive the owner was looking at his pocketbook instead of the future. Certified aircrafts have a lot of liability. Even what I fly isn't cheap (experimentals) and I forfeit some pleasure to ensure I have a safe aircraft. I hope to fly mine to the 2022 ACCA next year. I'm tired of driving!
I've experienced so many engine failures that I have lost count. You have to practice gliding in your aircraft type on nearly every flight. It happens more often than people realize. It's sudden and without warning. I've had fuel vapor lock, electrical failure, magneto failure, clogged fuel filter, gas tank ruptured in flight and lost all fuel, clogged air filter, completely blew an engine once, spark plug wire came off of spark plug on 2 cylinder engine and went down. Stuff happens. Practice, practice, practice. Fly high.
There were two aircraft accidents in the last month (Oct 31-Nov 22, 2021) in western Nebraska that resulted in fatalities. One was a Bonanza A36 and the other was a Cessna 310. I don’t know the cause of either, but I sure hate to see people lose their lives in such a tragic way. Please be careful out there.
I would practice engine out landings on EVERY landing. Pull the power on downwind at the numbers and continue downwind to base, turn final , slip it to loose altitude (my C120 had no flaps) and land on the numbers at full stall/ 3 point zero power landing.
Looks like they hit on a right forward slip and flipped over. My aerobatic CFI called that a Fear Forward Slip. Some pilots, when nervous they stick the left foot out, then pull up on control wheel with right aileron.
08:55 I taught turnbacks to many (Username checks out maybe). When you have to turn with not too much altitude available for the turn, or a with a tailwind, You have to start the turn early, never late. He overshot the alignment to the field by turning too late or banked too shallow to begin with. And maybe hit still turning with too much left rudder/ not aileron and flipped over to the right. On a skid.
Some right handers push left foot in fear, then put right aileron too.. I called that A Fear Forward Slip. They could do automatic right crosswind landings due doing the required Crosswind Slip to the right that way. But.. Left crosswinds they could not do at all. That is one of the reasons for so many accidents on left crosswinds. The Fear Forward Slip i called it. Looks like he hit the ground in a Fear Forward Slip to the right and that flipped it ending up inverted. Like a car skidding on a tight left turn skid and flipping to the right.
With a bad engine, he should be better at precision turning glides, but he didnt care, i see that by all the warnings provided and ignored.
I have a playlist playlist about doing short approaches and other hardy maneuvers seldom practiced.
We were flying in a Cessna 172 and the oil pressure was on 0 and the heat temp was pegged. We even thought about landing on the interstate but we landed at the airport and everything was fine. The mechanic said that it must be faulty gages. I was just glad to be on the ground.
A Cherokee Six PA32-260 I was a partner in lost the engine The partner who was flying lined up to a farm field as he was coming down he saw a driveway a little to the right he attempted to make a turn to the road but the decent rate increased significantly. He straighten and landed in the field the plane was totaled but no one was injured. The soft field took off the landing gear.
excellent observations, sir. Just because you have turned the aircraft in whatever direction does not mean the inertia of the airplane has had time to subside. It continues to be present a while after a direction change. I have to wonder his occupation/profession. Then people chime in with "what does that have to do with the price of eggs" A lot.
Cheers from Louisiana.
EVERYBODY including the pilot, the air traffic controller, the NTSB (at least so far), and you have missed a key element that could have made a key difference in the survival of the forced landing. According to the NTSB Factual Report, the surface winds were 040 at 10, and the airplane wreckage was oriented on a 270 magnetic heading. In other words, the pilot landed with a tailwind. For a flight with possible engine problems, the pilot should have thought about landing into the wind if at all possible in a forced landing scenario. The controller (and I'm a controller who researches how ATC can best assist with inflight emergencies) should have provided the surface winds immediately upon receipt of notice of a low-altitude engine failure. You didn't mention the downwind landing in the video, and at least so far the NTSB has apparently paid little or no attention to the downwind landing. As a general aviation community, we have got to think about landing into the wind in forced landing situations unless there is a compelling reason not to. Sorry to sound so critical because everything else in the video was excellent (as always), but this is some low-hanging fruit that so many fail to notice. On my end, I want every air traffic controller presented with an engine failure scenario to clearly provide the local surface winds to the pilot, then let the pilot decide what to do with that information. We'll never know whether landing into the wind might have saved lives on this particular flight, but in many cases it will.
Thanks Dean. At best it was a crosswind and 10 knots is not a significant factor. In some cases landing with a tailwind may make a difference. As you said, it should be the pilot's choice.
When your life is at stake and your have less than 30 seconds to guarantee your survival, which way the wind is blowing is the last thing on your mind, no matter how wonderful of an idea it may be to land into the wind. Just because the winds at some station were reported 040 at 10 doesn't mean that the actual winds at the accident site were the same, and besides. Additionally, ground features don't always accommodate an upwind landing. Try it some time. Get up to 2500 feet, set your deck at 1000 feet. See if you can find specifically an upwind area to land by the time you hit your deck. During my emergency landing practice I couldn't even give two farts what my current heading is, I want to know what is going to immediately kill me on the ground.
During my own low altitude engine failure, wind direction wasn’t at all a consideration-only whether I could land safely on the only reasonable field available. I did, with almost no damage to my airplane. Looking back now almost 19 years later, I haven’t the slightest idea what the wind direction was. I do remember that it was breezy.
I agree. In the time the controller took to say stuff that does not matter, he could have offered surface wind info. Even if the pilot blocks it out, it is a piece of info that might make a difference.
@@calburnIII I've experienced so many engine failures that I have lost count. You have to practice gliding in your aircraft type on nearly every flight. Wind speed & direction matters. Memorize the wind and direction on take-off in case of a power loss. I've landed into the wind on almost every failure (although it was dead calm on some of those beautiful summer evenings). Airspeed matters.
Once again the detail of the crash that you bring out particular in the mechanical failure of the engine is so meticulously explained here even someone like me that’s just a backyard the mechanic can understand what you’re talking about when it comes to the continental engine bearings and everything that failed. It’s so sad that a pilot that was more or less a backyard mechanic is trying to tell his own mechanic how to do business if he listen to his mechanic from the very beginning he would be alive today.
Just an observation not a criticism of the pilot that is passed on!
I wonder if the length of time involved in troubleshooting the problem diminished the overall severity of the issues in the owner's mind?
I read that there is a huge backorder for new cylinders for the most common engines because of our supply chain problems. People on reddit were saying that they are being given delivery dates over a year away. Overhaul shops having dozens of engines built up as far as they can go without new cylinders. Have you heard about this?
No, I haven't.
Yes. At my airport they have an engine shop with over 100 engines partially overhauled waiting for parts to complete. It's a mess.
Always good to review your comments since it keeps my decision making processes functioning correctly.
Wow, that engine was giving him so many red flags that it's eating it's self from the inside and he continued to put band-aid fixes on it instead of replacing the whole faulty engine and it finally killed him.
Thanks for sharing. This story also reminds me of how so many try to force square pegs through round holes - in the interests of their expediency... (a story of my life... trying to force people to be something they are not is not a recipe for success) Sorry about this unfortunate accident.
Once I heard about helicopters that if even the slightest little thing is found to be wrong or out of place then a flight should be canceled and the aircraft checked out.
Generally most prudent to ere on the side of caution for any kind of aircraft. This pilot certainly had plenty of opportunities -
Sorry, am Patreon-challenged, at least for the time being.
Hope things go well. Take care.
My biggest comment is listen to the mechanic. They are the ones with the experience. Your work or social schedule doesn't matter a blot if you are at two thousand feet with an engine that's quit.
Scott,
Your conclusions are spot-on. Here in this case, the raw data this pilot had to work with was sufficient to make a call.
He made a call pursuant to his "need" to use the airplane.
Was it really a need to use the plane or was it I need to save the money and keep flying???. How we prioritize reveals the type of attitude that we have when it comes to decision-making.
Here again I stand on my belief that many people possess aircraft they cannot afford and when a PM problem arises, they begin to rationalize.
I feel nothing but grief for all involved in this preventable tragedy.
🛑🛫📖🛬🛑
Thanks for another good video! In that area there are only small/short farm fields. I can understand that he was pretty busy trying to find a good one…
Any info how old/hours the engine had?
Thanks!
With all those fields, what was he thinking? Why was he making such turns at that low of altitude? Do you think he just didn't come up with a good plan or one of those cases where he changed his plane at last minute? Also, re gear, what you have done? Thanks Scott.
Dan, I would have landed gear up! I suspect he had not really thought through the sequence of events and had never actually practiced them. But that is speculation on my part. I did not know the pilot.
I just couldn't think of inertia (arch of the plane).
* did the A&P sign [AIRWORTHY] as the overhauled engine was at the time of annual inspection?
(Just change "the jugs' and do what you're told).
Thanks for a great review.
🌏🇭🇲
I lost a prop blade at 1000’ while towing a banner. The imbalance broke the crankshaft in about two seconds. The sudden engine stop broke three of the four engine mounts, leaving the engine hanging 60 degrees right and low. This blocked the airflow to the right side of the horizontal stabilizer and elevator. The airplane yawed hard right and descended like a set of keys.( 2000’fpm?). A small field behind some trees came into view and I was able to stop the turn with rudder and level the wings. No pitch control available due to blocked airflow to the elevator. I pulled yoke back and went through the trees. The airplane hit nose first and went over nose / tail bending in half. The 58 gallons of Avgas began flooding the cockpit and crash area. A very courages homeowner pulled my severely injured self from the wreckage in spite of the fire danger. I haven’t seen him since.(1998), although I mention him in my prayers.... my message.... fly the airplane with whatever control you have and beg Gods help. I would not be alive but for lack of a spark and a very courages stranger.....thank you sir wherever you are.
Great story Mike, thanks for sharing!!
What fraction of active Bonanza pilots have the proficiency to fly even a power off 180 to a runway, let alone a proficient deadstick to a field? If this guy was flying a Cirrus, he'd probably be out abusing another engine today.
I wouldn't drive a car with those kinds of symptoms much less pilot an aircraft.
One other comment in response to “ land into the wind” great idea if you’ve got the altitude to spend. One should NOT turn more than changing direction by a few degrees once close to the ground. This video is a good example of trying to turn too late. A huge increase in descent rate.
Well said!
The A&P has done a great job in their 'report' in making the pilot look bad and Scott, you have swallowed the bait. ANOTHER possible explanation for the engine failure is that the A&P rotated the crank whilst replacing Cylinder No 1. This can spin the rear bearing and occlude the oil gallery. That will cause the complete failure of the bearing and engine destruction as we saw. You need to report this possibility, not simply hang the pilot out to dry. There was nothing in the metal report outside of Lycoming SI 1492 which most TCM folks use when evaluating metal. It says "If the filter contains less than 1/8 teaspoon of
metal particles, flakes, or whiskers, change the oil and filter, fly the engine for 25 hours". That's exactly what the pilot did. If he flew an airplane with an A&P induced spun bearing, the accident becomes entirely a different report than the one presented.
Peter, indeed that may have happened. But from my perspective the pilot STILL missed all the messages that said don't fly the airplane. Then when the engine failed, he did not execute a forced landing with any precision. From that perspective the result of the crash is still on the pilot. He should have been able to land the airplane without crashing it. What caused the engine to fail is an entirely different matter. It may surprise you but I am uninterested in why the engine failed. I am vitally interested in what happens afterwards. And I am not going to get out ahead of the Final Report and the subsequent lawsuits that come after. I have changed an engine with less metal in the filter than the Lycoming SB... and don't regret it for a minute.
@@FlyWirescottperdue OK I see your point. The engine failed, period. At the very least the pilot would/should have been aware of the heightened potential for engine issues, A&P caused or not. Agreed. The pilot should therefore have done better with such a 'heightened' awareness and when so many good landing options were available.
Could not stop looking at the nice winebottle in the background…cab, zin?
Always sad when we have another loss...
Curious; given this was summer time (not cold out) would it have been more advisable to go for the water or maybe the beach? Given the gear was up it seems like that might have been a better decision. No judgment, just curiosity from a student eager to learn
See mike Busch, bad torque on cylinder hold down bolts, two go though the block and compress the main bearings, these had spun causing the low oil pressure and metal in the filter. Changing cylinders is a very demanding job.
'I need the airplane.' No. No one "needs" a GA aircraft, no matter how important you think it is for your business or personal life. And if you need a plane so badly that you refuse to properly repair an engine that is virtually screaming at you that it is dying, you need to sit your ass down and re-evaluate your priorities in life.
When will we learn to look and listen to trouble brewing? Our lives are so busy, we often tend to take the more dangerous choices in our hurried lives. This pilot’s time ran out. RIP.
I was taught that in an engine failure, not only pick your landing spot, but have a plan for how you're going to get there. Sounds like he didn't have a plan, or changed his mind when it was too late.
I only flew gliders so we trained a lot for off airfield landings. The aerial photo suggest he had quite a few fields to choose from.
How do you have a plan for how you are going to get there? The engine is dead. I've experienced so many engine failures that I have lost count. You have to practice gliding in your aircraft type on nearly every flight. It happens more often than people realize. It's sudden and without warning. Fly high.
@@pittss2c601 You don't just decide on a field and turn toward it. You have to think about/visualize setting up a pattern/approach so you can arrive at an appropriate touchdown point. That means you have to know your glide.
@@jjohnston94 Not true. That only works if you have altitude. Engine failures occur at the worst possible time and they're unexpected. I lost power in my Starduster II biplane right after take off due to fuel vapor lock at maybe 100 feet AGL. I landed straight ahead. I was down in seconds. I was flying with my buddy in his Max Air Drifter. After a fun 1.5 hour flight on a perfect evening the engine blew up without warning. We landed in a tall bean field about 1/2 mile from our private grass strip. We were down in seconds. We were in shock as to what just occurred. We walked to the airport, got the truck and pulled it home down the road. If you fly a lot you will have experiences.
@@pittss2c601 Neither example you cite refutes the idea of "have a plan for how to get there". But whatever. Suit yourself.
Interesting video, thank you. I am not a pilot, and maybe that is because I am not daring in any way, but it strikes me as remarkable the cavalier attitude some pilots have about engines and their care. As one commenter already said, he wouldn't run his lawn mower with symptoms like those. And these guys think nothing about flying over mountains, big water, or populated areas with ailing engines. Not smart.
On the surface of things it seems that the owner may have bought into an aircraft which was hurting his financial means to maintain it, which drove a barrier of denial. Many car owners make that decision of "one more won't hurt before I get it fixed". One can most times run a motor car into the ground and get away with it. The aeroplane.? Not so much.
One thing I noticed is his left turn was looking right at the bottom side of the leaves. In other words…downwind. That wind was blowing pretty good so why did he go downwind? Possibly fixated on where he wanted to land, tunnel vision and missing the signs?
I’m only an aviation enthusiast here, unable to fly, but sure wish I could.
Surprising decision making in this case, metal in the filter and elsewhere demands the engine be pulled for strip down. Unforgivable risk taking.
Wow--I wouldn't even drive my air-cooled Porsche 911 with those problems, and it doesn't fly.
Question 2 the group- you see military pilots have the option after trying everything to eject from a plane and live to tell another day and possibly learn when to do better next flight. Sure, there's a few GA planes today one can purchase that has entire parachute for the plane and its passengers. Why do you feel we haven't seen old ejection/parachute technology in General Aviation planes or retrofits or as purchased Add-ons?
Expensive and airplanes not designed for it. Easier to say than accomplish.
Wow, how many engine warnings does it take before the pilot agrees to an OH? If I was an IA don’t think I would have signed off as airworthy. And we we wonder why insurance rates are skyrocketing.
My impression is that the airplane was not airworthy. The owner never should of flown it.
Wondering, does the mechanic have the authority to ground a plane?
Was the plane actually airworthy? What are the regs on this with an engine in this condition?
I believe the only person that can actually declare an airplane unairworty is the PIC/Owner or, after an inspection, an IA. Even if an IA declares a discrepancy to be an airworthiness item the PIC/Owner can apply to the local FSDO for a ferry permit to get the airplane somewhere else, which may or may not be approved. The A&P is able to document repairs performed but not necessarily discrepancies - that's again the PIC/Owner's responsibility.
The mechanic could have refused to put it back together and force the owner to find another mechanic. Not to say that would have helped anyone, but it's about all the mechanic could have done. It's a difficult area, since pilots are supposed to be responsible, but they can't possibly understand the risks as well as an A&P. Not trying to let the pilot off the hook, but perhaps he thought that the engine would run for a while, and perhaps just burn more oil, or rattle more, or whatever. Perhaps he didn't understand that a catastrophic failure was possible or likely. Hard one for everyone, and a tragic ending to this sequence of events.
I believe the A & P bears some responsibility, to at least "red tag" the engine. BUT, when dealing with a pushy owner, the mechanic would probably lose that customer, still the right thing to do is to prevent the aircraft from returning to service.
This was a crash plain and simple... not an “accident “ and yes it was pilot error due to the fact that proper maintenance was neglected.
'Seems the priority of safety was a long way down the list compared with the need to have the airplane immediately operational.
Unfortunately you can’t legislate against stupidity.
This guy was pushing things FAR TOO much, and the outcome was inevitable …… at least, until he botched the forced landing as well as the final straw.
It’s sad that he took another with him.
7:10 "The engine failure was sudden and complete"? Well not that sudden. It took several weeks.
True. The engine did hang in there for awhile.
Why all pilots should have a glider rating.
If it was me, I would have had a new engine put in, way too many red flags, it was only a matter of time b4 the engine gave up!
I would not even drive my car with that sort of obvious problems.
The pic L’s have been straightened!
Maybe the mechanic shouldn't have been so cooperative with the owner and refused to put bandaids on it.
Really need to question the judgement of the mechanic who signed off on the return to service for that engine.