DC-3 Crash Bluebonnet Belle July 2018 (De-Monetized)
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- čas přidán 30. 07. 2024
- UPDATE: De-Monetized by CZcams-
"Edited video gameplay with some clips that focus on graphic violence; moderate violence that shows blood; dead bodies prepared for burial or shown in historical events like wars, as part of a non-educational video"
CZcams- THIS IS NOT A VIDEO GAME!!! Juan.
LINKS:
CZcams:
Crash:
• Bluebonnet Belle Crash...
Fire:
• WWII C-47 Crashed in B...
DC-3 Skydivers Spin:
• DC3 Stall
Dan Gryder: Probable Cause Channel
/ ugot2cthis
NTSB CAROL:
data.ntsb.gov/carol-main-publ...
Kathryn's Report:
www.kathrynsreport.com/2018/07...
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I paid $12 in '93 to ride up in a DC-3 carrying skydivers up to see if I wanted to try diving myself. Also for the fact that I knew how historical the DC-3 was. I think the pilot cruised about 120 knots and then slowed to about 90 when they jumped from the plane. After they jumped the pilot invited me to sit in the co-pilot seat and when I went into the cockpit he was flying with his arm out the window like a farmer driving his truck down the road so I did the same, lol. That particular skydiving place had several accidents and rarely flew the DC-3 after that so I was very fortunate to get a chance to not only ride in one but, sit in the 2nd seat. I'm not a pilot but, love the channel and your explanations.
I Flew the DC-3 (C-47) in Vietnam. One CAN encounter a problem on landing (or even takeoff, for that matter,) IF there is a strong quartering tail wind (i.e. wind from the rear). When that happens the big vertical tail surface, in that back, acts like a rudder with REVERSE command. In other words, during the landing rollout, normally when the pilot pushes the right rudder pedal down, the aircraft will turn right and vice-versa for the left. BUT....In a left quartering tail wind, if the pilot, pushes the right rudder pedal down...the aircraft turns LEFT! Explanation: The BIG vertical tail presents a larger surface, when the right pedal is depressed, to a left quartering tail wind,. As a result there is more force placed on the tail, from the wind, and that force tends to act as a torque to rotate the aircraft to the LEFT (instead of what the pilot THINKS should happen)OR... In other words, the tail acts like a big weather vain and rotates the aircraft in the OPPOSITE direction from the rudder pedal depression!
Scary, if one does not anticipate that response. The pilot doesn't know "WHAT the hell" is going on. The fix: When the aircraft is in the landing rollout, or even still on the ground, during takeoff) the yoke must be brought back all the way, almost into the pilot's stomach. He then has to "bicycle pedal" the rudders to determine WHICH pedal depression will give him the response he's looking for. Don't know if the description above was a factor in this accident...but it may be one thing to consider. A lost engine, on takeoff, just makes the situation WORSE!
Max Take-off weight take-off calls for max power against brakes (column in your stomach). The moment the brakes are released the column must go into the instrument panel to get the tail off the ground as soon as possible. Anyway that was the way we were taught in the South African Air Force many years ago. It worked for me.
Greetings ! I was trained in Bloem in 82 . Flew the DAK until 85 ( lots of border duties ) then left the SAAF for an airline career ( B747 ) and retired in 2020. I loved that aircraft and I feel the SAAF gave us the best training in the world !
I absolutely LOVE the "Apologies" to Lennon and McCartney!!!
Glad everyone came out if the accident alive.
With the initial chord progression on guitar,
I thought they were gonna break into "Gloria".
i approve this message,
That DC-3 spin was the most fascinating thing I’ve seen.
Juan - as a newly minted CFII I will be saving your walk around of the Mighty Luscombe/DC3 video in my bag of tricks to help explain AOA and stalls. This was so great. Thanks so much!
OMG! That cornball over the hill gang "Ticket to Ride" bit was just the tension reliever I needed for my 2020 bad news syndrome depression.
Sometimes ya just gotta have an out.
A few observations (from a couple of thousand hours, captain C47s)
This was not so much a rudder problem (although that can bite severely), this was a premature unstick problem. As you say, the control column is held full forward, until a flying speed is reached - to pin the aircraft to the runway. You cannot allow a premature lift-off, as you saw from this accident. (In other words, you get the tail up to STOP the wing flying. You cannot have the wing flying, before she is ready to lift.)
Regards comment from the captain that the co-pilot was applying forward pressure too early. Utter nonsense. The control column should be held hard against the instrument panel from the first application of power. That tail ain’t going to lift unless you have a 40 kt headwind, and even it it does, the C47 cannot tip on its nose. I did see a C47 ding the pitot tubes and the propeller-tips in a nose-tip, but that was due too much braking.
Also, you do not achieve engine-out flying speed at take-off. This is a Performance-X aircraft. - not Performance-A - the V2 decision is only achieved once the gear is up, because at max wt you are going nowhere if the gear will not retract. So the normal solution is if an engine quits prior to gear-retract, you have to put it down again.
Also, on landing as soon as the main wheels touch, you push the control column forward onto the instrument panel, as you saw with the South African C47 landing. This stops any bounce, and you cannot tip her over - not possible. And even if you wanted to hold off (which would be highly inadvisable) you cannot 3-point a C47. Simply not enough elevator authority, especially when fully laden.
Note: the C47 can be a real beast to the unwary. Most new pilots cannot even taxi the thing. It is always interesting to see pilots transition from complete inexperience-incompetence, to landing safely in a 25 kt crosswind, in approx three to four months of commercial flying.
P
Very happy to read the real take on this from someone that has experience.
Fantastic info. After landing, do you keep the column forward until the tail comes down on its own, or do you bring it down gently before it stalls down?
@@tomsmith3045 I don't think the tail could stall down as it is basically at zero AoA when the tail is up.
At what point after touchdown do you pull back to counter braking moment or is normal braking force only dependent on the main gear to cg moment?
@@mytech6779 As the plane slows, it'll stall. The lift of the tail is the only thing keeping it in the air, and the airflow over it is the only thing creating that lift. The question is, will it come down nice and smoothly, like on most little planes, or will it come down fast and bounce?
So many nuggets of wisdom about the DC3 here, I think I'll watch it again.
Juan, your aviation knowledge never ceases to amaze me. I would fly with you any time.
"Ticket to Ride".
Hilarious.
Thank you Juan
Apologies to🤣
Just wanted to thank you, man. You keep all of us at United/LAXMM informed. We always start the shift checking out what is new on your channel. Oh yea, and always remember...do all your cabin write ups AFTER takeoff! Namaste, Brother
Wow, I appreciate your work into these videos
My sweetheart is a thirty-three-year-old Medevac pilot, here in the US. He's type-rated on the Embraer 145. He currently flies a Pilatus pc-12 and a Beechcraft King Air. I met him about six months ago and I am officially obsessed with aircraft. I knew nothing about planes or flying before. I just found your videos and I love the expertise!!! You seem like a pretty awesome guy. Thanks for making your channel ♡♡♡
Juan your broadcasts are amazing. I learn things from you I didn't even know I didn't know. Keep it up my friend, you are helping us all.
Tough life Juan--
Ride your motorcycle to the airport , fly the Luscombe, meet some flyin friends ,play music , fly your 777 to Narita and eat fresh SUSHI , and get paid 😳🤴
Its quite literally what I dream of, amazing isn't it?
Apart from the flying bit
Sign me up too
Love the rolling shutter effect on that big ol' double bass Juan!
"Apologies to McCartney/Lennon".....cracked me up! LOL!
Totally agree!!
But it was actually pretty good!!
jep, this tiny little remark made my day! (And the performance actually wasn't that bad BTW)
-> reminds me of the "who watches til the end" contests...
Thanks for the ending treat guys!!, Y'all really knew how too make em laugh😂..."not bad"
Watch the beatles sing ticket to ride, on ed sullivan....real music...from a real decade. Music was cool...cars were cool...and even the cops were cool, I know, cause I was 9 years old in 1965, and the 60s can't be beat....🎶"I think I'm gonna be sad...I think it'd todayyyy yeahhh🎶" anyway thanks for the tail dragger schooling, never flew one, but good insight.
Great presentation Juan. As usual, I learned some today thanks to your immense efforts and thank you for the opportunity.
Excellent commentary, sad to lose another historic aircraft. Thanks for the insight & Ticket to Ride!
Good a recent updated video so thank you again.
Excellent interview with Dan on the camera also.
I made my license on taildragger TMG with tandem landing gear and I remember how difficult was for me to learn propper rudder handling as I made very heavy inputs at beginning and not adjust them after tail wheel comes from the ground. It takes a lot of time and my instructor nerves to teach me this. And this was at light low power airplane, cant imagine the heavy and powerfull DC3. Thanks Juan for nice explanation.
Alright! Awesome video!
Mr. Browne your through explanations of these incidents are so in depth , that I get the feeling of what those pilots and passengers must have been experiencing... and just what kind of skill is needed to fly one of these great old planes.
Thank you very much.
Loved the duo singing at the end...
Back in the 70s there was a bad Lodestar stall / crash with skydivers...too many at the back trying to exit out a small door...long fuselage didn't help. Great report Juan!
Thank You for taking the time to explain the technical aspects of "wash out and wash in". I now get the picture of stall characteristics much more clearly and the why as to how the stall occurs and where the buffet comes from. GREAT info for me as I am still a student pilot and feel the more I understand aerodynamics the better I can understand how to fly and why we do what we do when we fly and train. Many thanks.
Thank You, Juan. Very informative. The ending was amazing!
Thanks again Juan for your in-depth yet completely understandable commentary. I learned a bunch!!!! But I had forgotten what a studied bass fiddle player you were.. ;-) Awesome video ending to a tragic aviation accident.
Another great informative video. Jam session at the end was cool too. Hope to see more of that.
Oh the sound of those P&W's during take-off! The only aircraft with the roar to give me goose bumps
Love the show! Your explanations of the accidents, evidence and previous history is a complete package. I am not a pilot but the learning experience in your channel should be a conscious stop for every pilot. Fantastic! Specially the music performance at the end!
From a non-pilot fan/follower of your page, I enjoyed the tag. I didn't know that you played bass... great job!
Love the music bit at the end! That was great. Thanks Juan for bringing us all this relavant info. Love your channel.
Dear Lord I pray that Juan Browne never says my tail number on a CZcams video. Great learning experience & surprise guest, also! Well done.
The crash is tragic, hope everyone recovers ok, and Juan your coverage is spot on as usual. We need to get better at this, or these old planes won't be flying anymore. Completely agree of course about getting that tail up early. It's not intuitive, but it's so much better than trying to fly the plane off the deck 3 point. Watching the video, I kept asking myself "why isn't the tail up?".
One thing I'd add, though, was the lack of coordination between pilots. I think the left seat guy is at fault here, too. From the description, the right seat guy was unsure of his skills. If I'm left seat, and I hear that, I'm going to either say "why don't I fly this one, and you follow me on the controls", or "you fly it, but I'll be with you on the controls and if things get weird I'll take over". Because during takeoff is a really tricky time to do a control handoff, especially tailwheel. The left seat guy let the plane get to a point where he couldn't recover it, or his recovery was incorrect, clearly. I'm not saying this to beat anyone up, just to suggest that CRM requires some coordination beforehand. Like most, this crash didn't have to happen.
Those skydivers got a hell of a thrill ride out of that ride. It's surreal even on 90s' tape to see the aircraft falling below the skydivers, I can't imagine what that was like in person. That and being sucked out of the plane lol, really lucky no one smacked the tail on their way out.
Well covered, Juan. I felt like I was watching an NTSB report that was just the highlights. But, 3 to 4 hours is a little tough to just watch in one sitting. Thanks for the Readers Digest report and the silly Ticket to Ride cover! HA!
Too funny with so much going on you found a way to get me to laugh with your impromptu unplugged "Ticket to Ride" tarmack session. Good work Brownie!
Blancolirio, you are good. The DC-3 is an incredibly forgiving aircraft. That the C-47 recovered from that spin with a single revolution does not surprise me. The skydivers were negligent. When you line up, particularly if putting people out on the skin,, you don't snooze. You get it done and you get out of there. Also the congregation around the door. No, you line up with face on the guy's rig in front of you, everyone ,usually, with left foot forward to begin a synchronized exit, stretching up the center line of the aircraft. I blame the skydivers for that milling cow situation. I have spotted dozens of times,, exited DC-3s and C-47s hundreds of times, sat the right seat once (for just a few minutes, pilot had to take a leak). Your footage of the Springbok pilot was a thing of beauty. And your description was far beyond my knowledge. I learned something today. Thank you. You have taught me so much and so many times. I appreciate your knowledge. I hope I am so fortunate to be your passenger some day.
As a former paratrooper you are right about the chinese fire drill at the door. the last two jumpers didn't make it out until after spin recovery.
@@markthompson4885 yeah that's not how skydivers work in the civilian world - what you saw in the DC3 footage is completely standard ops for them regardless of aircraft type
Juan, over on Twit.tv they were talking about the CZcams de-monetization issue and I saw at least 3 ads in less than 4 minutes at the end [I watched the ending separately this morning, the last 5 inutes] . I always look forward to your videos, thank you.
Glad everyone made it out alive! Great video Juan. Really liked the Ticket to ride at the end. Good times sitting around with a buddy picking out some tunes. Time to get my old Gibson out and do some picking myself. 😊
I don’t understand the hypocrisy in demonetizing this channel when plenty there is content with air crash investigation and break downs with information including many incidents where no passengers survive.
Informal and educational videos with content creators such as Juan Brown who has the credentials to speak on these matters in ways others can’t.
Yes regrettably CZcams is a rather horrible platform that way
I mean, I feel like a broken record but...spectacular stuff, Juan.
Juan, once again, thanks for this very informative update.
Thanks for the detail covered in this video.
As an enthusiast it so nice to have detailed explanation of aircraft operation and behavior.
Even though it sounds like they didn't really break any rules, it does seem like caution was not taken when it came to how the pilot had no seat time with a dc3 let alone a heavy dc3. Thanks again for your excellent coverage of aviation news Juan.
Agreed, it seems like an odd choice of timing to let the less experienced pilot handle a take off, which he was unfamiliar with, while hauling passengers.
If it wasn't a training flight, (which it wasn't), without passengers, he should not have been pic, (bad call by the crew.)
@@siamsamblue30041 Ye olde "common sense" vs "what's required"
I hate to be "that guy", but it seems like the safety culture at the Commemorative Air Force is "Meh, load the paying customers, we'll fix it later".
I was humming that tune to my wife the moment I heard the phrase.....then at the end you broke out the duet, well done! 👍
It was Juan's idea - he is always talking me into that stuff...
Thanks Juan for another calm, lucid, and humble approach to accident analysis. Your explanation of the wing washout of angle of incidence and the vintage tuft movie clip was excellent - the info possibly came as surprise to some newbies.
Hated to see another DC-3 lost, but the homespun Beatles you deployed when rolling the end credits provided an amusing after the crack-up wrap-up!
They are competing with the end of School of Rock
"If you ca.n taxi it; you can fly it". Well, not really.
Yet the pilot did the Taxi, then handed it over to the Co Pilot.
Perhaps, this is more of a guideline than an actual rule...?
To think that guy had 4,000 hours in the DC-3 and still said that to a noob. The interviewee at the end of the recording is right, this endangers the FAA exemption for ridehoppers.
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I was in the cockpit of that aircraft one day in the hangar about a year before the crash. I was surprised how little they knew about it when I asked a relatively simple question. OK, the pilot wasn't there that day, but it doesn't inspire confidence about how much they know about these war birds. The DC-3 is said to be a dream in the air, but like any plane its characteristics during takeoff and landing are critical. The FAA should require takeoffs at full load before type-certifying a pilot.
The co-pilot should have never been signed off. Tail draggers are beasts if you don't have a lot of experience. "Good attitude" means nothing. One must know how to fly the aircraft in all configurations--or at least the one they are flying. The pilot who signed him off is responsible for this great loss. RIP Blue Bonnet Belle.
@@markuswx1322 got that right can't say it any better,.
Sad ending for a historic Gooney Bird. Thanks, Juan, for all the insights.
Dan is a great instructor; seen quite a few videos of him. Good to have him in this video.
Explaining the different areas of wing stall via the Luscomb's wing side view was very informative.
- Thank you for posting Juan -
Excellent video. Thorough, comprehensive, expert and professional. Really liked the ending too, u guys rock :)
Juan, I picked up your channel here during the Camp fire series. My office is at McClellan Park so I see much of the traffic coming in an out as out loading dock backs up to the tarmac within 50 fee by the tower. Not only do I appreciate your knowledge but your passion is conveyed to your viewers, for some of us in real time as Blancolirio world headquarters is about 30 miles north of my location. Keep on keeping on good sir. Merry Christmas and happy landings!
We have a saying in the texas hill country. "It's called Burnet durnit." Its pronounced burn it.
Burnet , durnit, ... learn it !
Fascinating stuff for a lifelong warbird fan who first flew in a DC-3 before he was ten. What a sad loss of airframe but so relieved everyone got out.
“Our hero Dan Gryder” - hasn’t aged terribly well!
As usual, awesome vid Juan.
Juan - it's not correct to state the the rudder is 'blanked out' in a tail low condition. The DC-3 rudder is effective as soon as you release the brakes. There is plenty of airflow from the engines at all times. The main reason to raise the tail on take-off is to prevent the aircraft getting airborne at too low a speed. The DC-3 will get airborne well below Vmc if the tail is not raised. This is what happened here - airborne at too low a speed and excessive control inputs caused what looks like an aileron stall.
Great info.
Some more background info. Depending on how it's loaded - the DC-3 may require a lot of forward pressure on the yoke to get the tail up. I recall needing to push hard with both hands to get the tail up. We had a rule that if the tail wasn't up by 60 knots we had to abort the take-off.
There is a lot of P factor as the tail comes up/down. Aircraft will want to go left on take-off as the tail comes up and right on landing as the tail comes down.
@@ericjanson2328 Loving the information! I have a question, if I may. What causes that left pull on take off and right on landing? Is it a characteristic of the airframe design or a slight difference in power between the two engines (unlikely) ? I am quite curious of this. Thank you in advance! 😎
@@ericjanson2328 what causes the torque steering?
@@digitalchaos1980 @Super Hiro
Since no one has answered you yet:
P-Factor is the tendency for an aircraft to yaw to the left due to the descending propeller blade on the right producing more thrust than the ascending blade on the left. This occurs when the aircraft's longitudinal axis is in a climbing attitude in relation to the relative wind.
"This can occur in climbs, during the landing flare (and in power-on landings), in slow flight, or in tail-dragger airplanes." - Airplane Academy
"Taildraggers or planes with “conventional” landing gear will experience P-factor during the takeoff roll, unlike most tricycle gear airplanes." - Airplane Academy
"This is because the propeller is naturally tilted up due to the low tail wheel." - Airplane Academy
"Remember to make good rudder inputs during your takeoff roll in taildraggers. Luckily, taildraggers usually have large, effective rudders which can counteract strong left turning tendencies, even at low airspeeds." -Airplane Academy
However, from what I've learned, it will cause the aircraft to Yaw to the left even on the landing because the blades will pitch back to where the right side is creating more thrust than the left as the tail comes down (high angle of attack). What eric was referring to sounds like "Negative P-Factor" and is usually only felt during descent or Negative AOA.
I am not rated for any aircraft yet but am going through ground school for my PPC.
Source: airplaneacademy.com/aircraft-p-factor-explained-with-pictures-and-video/
Love that blancolirio Unplugged moment at the end. Awesome!
Great video as always! I absolutely loved your jam session at the end!
Yes - The guitar play was stellar...
That was very informative gentlemen. I got a few hours in a C120 and Aeronca Champ. I've always admired the DC3. Merry Christmas guys.
Very interesting from a highly trained pilot . Well done . From a fan in Qld Australia
The end of this video are two friends living their best life. Love it
Always wonderful analysis, thanks Juan.
Loved the show.
After watching the entire 7 months or so with, Plane Savers, I feel a whole new appreciation for the DC3. My first real interaction was with Shawnee Airlines in the mid 70's when I started working at PBI.
Ironically, when getting my A&P, my practical was with the jug of the DC3-1800. AND, haven't touched one since!!!
So I enjoy watching anything on this AC. This was a sad deal. Sure have to wonder just how heavy that ass end was!!!
Keep it up, another great vlog.
BTW, neither of you should quit the day job... But loved the ending, it's fun.
Absolutely great aviation content! Thanks from Portugal! 😀👍🇵🇹
Great ending. That video of the DC - 3 doing a power-on stall was scary. That pilot must have had all the heavy handed counter moves. I spun a Cessna 150 once (major stupidity). All the reflexive control inputs had no effect until I realized what had happened. Then I remembered the spin recovery technique from the training manual. OK- forward yoke, neutral aileron, opposite rudder - problem solved. At that point I called it a day and flew directly back to the airport. I learned about flying from that. I never did it again. I notice that spins are "prohibited by owner" in the Cessna 152. I am currently grounded - medical. I fly right seat with friends on rare occasions. You're never too old to learn. Right ? That was an outstanding video, Juan.
Spun a Cherokee 140 doing power-on stalls. My instincts to recover all wrong. Glad the instructor was with me.
@@timjones7547 At the FBO where I flew there was an instructor called Paul The Stall. Oddly, I never had him for an instructor. I had the base hothead. Sometimes a bit of reading can make a difference - trust me. Glad you lived to tell your story another day. I hope your CFI debriefed about that incident. Happy landings !
When I learned to fly spins were just part of the curriculum. Glad to have the experience, but probably a good thing it isn’t required today.
Great explanation of wingtip stall characteristics and wing washout design. I have seen this before, but never really got what it was all about. Very good information. Just read a book on the XB-70 which included intentional washout in the design.
Best video i saw from you ! Cause you get into other opinions and put you playing music ! Congradulations !
Sad story, well presented Juan. Last minute of the video is the best work ever seen on your channel!!!
Hey! Are you Juans Mom? A voice only a mother...! Lol! Much better than I could do Juan😂
Thanks, Juan...as always. Respectable cover of Ticket to Ride, too - thanks for that!
Two thumbs up, especially for the ending!!! Love it. Thank you for the great content.
Thanks Juan. As a non-pilot, I learned a lot about the DC3.
That bass strum. ❤. Defeating cancer. Teaching, showing and encouraging aeronatutical saftey. Even before Petey get's in a plane... that little chap has extremely complex training and awareness thanks to Juan.
The vids of motor trail across US, the camera work, the time just sharing and putting together the knowlege in an age/world where 30 seconds waiting for a coffee is an offence!
Does Juan even have any weakness? Blancolirio doesn't. Keep doing what you do sir.
Very lucky!
Beautiful warbird.......sad. But the ending with you guys jammin' balanced it out! :)
I had a friend who was a pilot for Northeast Airlines, flying DC-3's. He had the right temperament for the job. Calm, meticulous, attentive. He went on to work as an air traffic controller in the Boston center. I flew in DC-3's on Northeast Airlines, and also on United Airlines, between Salt Lake and Elko. I always enjoyed my flights in the DC-3, but I can see that you really have to know what you're doing, to handle the characteristics of the type. If you
lose focus, the DC-3 will fly you.
Thanks,Juan,love your channel!!!!!
Loving the Video, keep on educating us
"Ticket to ride" Don't give up your day job. LOL Keep up the great work you do here.
Welp didn’t read before I commented. You beat me to that!!!!
Very informative analysis love the guitars and singing at the end
The analogy of a boxing match is great. My instructor told me to kick the rudder like riding a bicycle. That was in a Cub, so it didn't need large inputs, but they should be crisp.
There was good reason in days gone by that airports had tri-runways. I can still hear my instructor in the 8KCAB yelling in the intercom "ALL the stick, ALL the stick". LOVE the music add on.
Something that is apparently no longer taught is the use of differential power to help with longitudinal control at slower speeds in the DC-3. That was taught during WWII, with higher powered light bombers, and is effective in the DC3 as well as the C-46. I successfully employed the technique once in a DC-3 take off in 1983. I’ve seen it successfully employed by a C46 takeoff in Laredo as well.
We often flew at really high gross weights and aft CG, 26000, lbs +. We never pinned the yoke immediately on takeoff, to avoid unnecessary drag and protect the elevator from damage on unimproved runways. Unlike a 777, that airplane requires a degree of feel, vs purely by the numbers.
50 kts was the go/no go for the tail to fly. If it didn’t you would abort because of too aft CG, or too heavy, over 31,000 lbs. That happened to me once, in 1982.
Training on DC-3’s these days is too much like training in a Champ or a Luscombe. You must stay ahead of the mass, with the controls. Asymmetric thrust can be your friend, if managed properly, from brake release on the ramp, until parking again.
The crew of the DC 10 that landed or crashed in Iowa sure knew thank goodness
What a great aircraft! Thanks for the video Juan
Love the music at the end, didn’t know you two were musicians AND pilots! I’m a low-time non-current pilot and a poor guitar player, you guys have me beat in both. (Flew a Starduster Too to Oshkosh in 2000, so the taildragger aspect of this case was very interesting)
Greatly explained.
Glad to see Dan in the end. He has a lot of knowledge to share. As do u Juan, thanks
Juan! Dan has my very same guitar! Yamaha F-335. Thank You both so much. Shiny side up. Greetings from 36S.
Sorry for noticing, but I think Dan's shirt is inside out. Interesting! Great video, thanks to you both!
This is one of the BEST channels on CZcams, hands down
It's all covered in the tailwheel training, but it must feel a little weird to push the stick/column forward to get the tail up,and then back to actually take off.
It is weird. The first time you do it, single engine plane of course, you're worried about a prop strike. But in most planes a prop strike is impossible, the tail just won't come up high enough. And a potential problem is that in some tailwheel planes you can safely take off in a three point stance. Just let the plane fly up. Some people teach it that way, but I always found it uncomfortable. Instead, I learned "tail up" as soon as possible, to improve control and visibility, as Juan showed on the video. Granted, my flights are all on little planes, but it's the same procedure.
Standard procedure
If it feels weird to somebody that person isn't ready to fly the plane in anything other than more training.
Maybe better to say it feels weird initially, because it's counter-intuitive. As is pushing forward as a reaction to lack of lift. Both are counter-intuitive, but both become, or should become automatic responses.
It is standard procedure to bring the tail up. But some pilots do bring the tailwheel up, but low, putting the wing at an AOA suitable for takeoff and let the plane fly up on it's own, or maybe more accurately keeping the controls neutral and letting the tail come up on it's own. That's not great technique, and it's dangerous in cross wind, but I've seen pilots do it, and even teach it. My point is that I agree with dance, that a lot of tailwheel flying, and flying in general, isn't intuitive, seems weird, and requires training. Bad habits that you can get away with in some aircraft can bite you in others.
@@k9killer221 Tail lift isn't an indication that you're close to minimum take-off speed. You can lift the tail on many aircraft in 20 feet or less, as the tail stall speed is normally much lower than the wings. The main reason to get the tail up, besides visibility, in the planes I fly is that it keeps the plane on the ground before it's ready to fly. Having one wing start flying while the other is still stalled, because of a cross wind, is a fairly lousy situation.
I'm not advocating keeping the tail down! Quite the opposite. I'm just saying that there are people flying tailwheel out there that do it, and it's a bad habit.
(I'm glad this discussion didn't devolve into the wheel/3-point landing thing...) :)
HI J, another fascinating and informative video, thanks
10:50 Beech Barons, have a very similar wing design (Long, tapered, constant-cord wing) and similar power-on stall characteristics. Also the Baron like the old Cessna 401s looses a lot of vertical stab effectiveness at high-angle of attack.
I ended up doing an stall-spin in a B-55 Baron during VMC training once when I could not apply full right-rudder due to the heel of my right foot being restricted by a sheet metal cover below the rudder peddles. My instructor barked "FULL RUDDER!" and abruptly planted his #12 boot on the right rudder, and the induced yaw caused the right wingtip to instantly stall, and the what ever airflow remained over the vertical stab to separate, and with full power on the right engine, even with abrupt full-down elevator the aircraft yawed violently left and rolled inverted. We did just what the DC-3 did in the video but and managed a similar recovery, but with only a few hundred feet to spare.
Much appreciation on this one Juan as the content here is life-saving.
Juan, I'm a new subscriber and very afraid to fly. But, I really like your channel.
go flying asap, please.
I fly DA40s. Extremely docile, strong, very safe. Recommended.
Welcome aboard!
@@blancolirio : Hey, thanks!
I have never flown a more docile twin than the DC3. It's slow forgiving and lumbering. He must have worked hard to crash this AC. Then again it was a CAF. Great report on the check pilot. 100% correct.
Good video Juan, important stuff. Also, enjoyed the jammin’ at the end! 👍🏽👍🏽
Lovin the apology to Lennon and McCartney - great update, thanks Juan!
Glad you guys are pilots; If you had to make a living singing........... You'd starve! Great information as always. Thank you!
Heartbreaking incident. Excellent report. Gotta pop the tail wheel. The Commemorative Air Force crew when I flew on That's All Brother in March of 2019 really knew what they were doing. I could follow the takeoff roll: Roll, tail wheel goes up, roll on main gear, and liftoff. The reverse upon landing. Perfect! The best part: The characteristic drone of those Pratt & Whitney 1830s. Beautiful sound!
Great analysis,great to see you playing music for us 👍
Hey Juan, just to tell you that I got several ads showing so the video seems to be monetized now (manual review?)
Just YT stealing money from creators. Nothing to see here.
7 midroll ads on my end
Buscando material para futuros videos jajaj =D
CZcams often still shows ads on demonetized videos, they just won't give any money to the creator for that video. It's a massive scam.
@@Studio23Media yea it is.