NTSB Preliminary N86H 1960 C-310D Idaho
Vložit
- čas přidán 30. 07. 2024
- LINKS:
NTSB Report: data.ntsb.gov/carol-repgen/ap...
ASN: aviation-safety.net/wikibase/...
CDA Press: cdapress.com/news/2023/nov/13...
MERCH: blancoliriostore.myspreadshop...
Flying Eyes 10% OFF: flyingeyesoptics.com/?ref=Bla...
PATREON: www.patreon.com/user?u=529500...
GEFA Aviation Scholarship: goldenempireflyingassociation...
Learning The Finer Points -10% OFF! www.learnthefinerpoints.com/g...
Theme: "Weightless" Aram Bedrosian
• Weightless - Aram Bedr...
www.arambedrosian.com - Věda a technologie
My flight instructor said to me: 'a twin won't necessarily get you there in half the time, but it can certainly get you into trouble, twice as fast.'
TWICE the trouble, twice as fast...
My grandpa used to say " it's not the price of an elephant, it's the cost of the hay".
Agree with the “everything forward” thinking with a caveat. If your at a high altitude airport and experience an engine problem on take off and shove the mixture full rich the good engine may very well lose even more power or quit. Ask me how I know 🤪
Correct. The full forward only applies up to 3000 feet. More than that and you use the leaner setting or you will have too rich and actually less power.
Absolutely correct@@truckerhershey7042 and Marlin and many others. The "shove everything forward" technique can be deadly at high density altitudes. A recent fatal C-310 accident in ABQ was possibly (at least) exacerbated by the use of this technique. At 6 or 7000 with mixtures properly leaned for takeoff shoving them into full rich can absolutely destroy the chance of climbing or even maintaining altitude on one engine at Blue Line.
I think we need to hear this story!
@@craiglachman1379 it was 0 dark 30 when I fired up my non turbo 210 to depart KGCN (Grand Canyon) . Leaned for taxi, run up good leaned, lined up, everything forward, rotated and was immediately on the gauges- absolutely black, no lights or horizon of any kind. Climbing the stall horn blaring!?? Airspeed was right at bottom of white arc! Climb rate was only 100’/ and dropping! WTF!! I was only 10’s if feet off the ground probably past the runway. I looked down at that little red knob and smoothly quickly pulled it back. The engine roared to life. Gear up, vs 500’ a minute. At 1000’ flaps up, left standard rate to the east where a thin orange rim provided a beautiful horizon. I started breathing again. Lesson learned .
There are exceptions to every “rule.”
Full forward on (m)any supercharged radials will over boost them and cause a “situation.” Sometimes, pilots need to pilot.
You hit the nail on the head. Owning aircraft and boats is a similar experience when it comes to costs. The purchase price is the tip of the iceberg.
Hence the old adage: If it floats, flies, or f$%*s, you're better off renting.
Same with cars or any other mobile unit. Then... add insurance. That is one fugly cockpit leftover. Glad he made it.
Thank god the pilot lived. I’d like to hear his assessment of what happened and lessons learned so we can avoid issues wherever possible. Thanks for awesome content!
His assessment; this was a very expensive flight.
@@pplusbthrust 💯
Couldn't believe it when I heard he survived, that plane is pretty messed up.
His assessment, "I fked up''
@@iitzfizz so many people end up dying solely due to post crash fires, there's really no surviving those no matter what your condition was otherwise
Well said Juan. Engines do quit or falter. Years ago flying a four engine airplane, #3 engine had a control wire come off the fuel control unit. The engine slowly moved down to a stop. On board was a church singing group going to a competition in STX. One gentle lady looked outside and saw the engine go to feather, and since we were over water let out a scream that would raise Neptune from the sea's deepest bottom. That scream was followed by other members of the group chiming in with, "AMEN Sister! Hallelujah!, etc. etc. Both the captain and I heard the outburst in the cockpit, but the boss who was deep into reading the Sunday Miami Herald thought we were being hijacked, dropping the newspaper, his arms out wide and his right hand hit me in the face breaking my nose. Try explaining that to crew scheduling.
Thanks again Juan, love your reports. Re twin engine ( light) aircraft, we had saying back in the day that the second engine only takes you to the scene of the crash. You definitely need to train for it.
The following happened to a colleague of me: He was flying a BAe Jetstream 31, a regional turboprop, when one of the engines became unresponsibe to power lever commands. It would not be possible to land with one engine at cruise power, so he shut it down and landed without any drama. The culprit was ice formation in an air pressure sensor in the engine air intake. The aircraft had been standing outside in rain the night before.
Very glad to hear "minor injuries reported". I think it would be of interest to a # of us if you were able to interview the pilot.
Good report, thank you, RB, Nova Scotia
Glad to hear that too
Yup. Insurance is breathtaking also
Happy to contribute, even in the tiniest of ways, to the care and feeding of that old beauty. :-)
Also really enjoy being educated by your videos; I've learnt so much!
I like the saying: If your flying a single engine a/c and the engine quites you have a problem, when flying a twin engine and loose an engine you have two problems.
FOR EVERYONE - have a look over Juan's should at his plane to see how clean it is.
EVEN if he has give "Harvey" a wash before making the video look at the condition of the paint, prop spinners and windows. Look at how clean the instrument panel is. Yes the white plastic knobs are a little creamy and the red mixture knobs have faded a bit, but anyone who's been in an aircraft 1/2 that age knows this is an exceptionally well kept aircraft.
Externally it looks like its just come out of the show room. Internally it looks like a restored museum piece.
*CONGRATS JUAN - you have inadvertently shown that you practice what you preach.*
On these light twins, if you lose one engine, you will lose 90% of climb performance. Basically you have one good engine to get you to the crash site.
Yep, especially if air density is a factor or you’re loaded up. Made worse if the critical engine fails and you lose hydraulics or electrical and cannot suck the gear or flaps up.
The icing on the cake is the asymmetry and lack of auto feather. Engine failure on light twins is unforgiving and more dangerous to fly than a single engine aircraft.
My multi time is limited, an hour in a Seneca to see what it was like. Lots more to do. Things happen a lot faster. I had no difficulty in normal operation but can see how things could get out of hand very quickly in an emergency.
A lot of people don't know that Frances Bavier, who played Aunt Bea on the Andy Griffith Show, got her pilot's license later in life.
Source? I read elsewhere that she was a pilot in the WAC, but can't verify that.
@@smark1180more fully, per a Reddit post: "Aunt Bee of "The Andy Griffith Show" and "Mayberry R.F.D" Fame began her show business career as a "Flying Beauty" in a traveling barnstorming show. She started as a wing walker, but soon learned to be quite a pilot. A big part of the show included the male pilot parachuting out of the plane while she was walking the wing and she would hop in to the cockpit do several tricks and then land the plane. When the U.S. entered WWII Frances was the third woman commissioned as a pilot in the Women's Air Corp and flew 14 missions (all within the U.S. and Canada) before the war ended and she started her acting career."
@@VideoNOLA Yes, I read the Reddit post, hence "I read elsewhere that she was a pilot in the WAC." However, I could not verify any of that. It's odd that none of that is in her Wikipedia entry.
@@VideoNOLA IMD: She traveled with the USO to entertain the U.S. troops in the Pacific during World War II.
Odd it doesn't mention her flying exploits.
Atleastthe pilot survived,another great report Juan,safe flights mate,👋👋🙏🙏👏👍🇦🇺
Thanks for explaining the intricacies of landing with one engine on this Cessna Twin my only knowledge of this aircraft was it was the one Sky King flew.
Excellent points Juan, thanks again! It Doesn't seem that long ago when it was possible to annual a part 91 Citation 500 for around $10 to $20K and a 310 for about $2500. My experience with light twins like Harvey, was that once you spent a bunch getting them up to shape, they weren't much more costly to maintain than a high performance single.
I once Bought a P-Baron that hadn't flown in 4 years along with two 152's from an operation in Bakersfield that had been on 135. The annual on one 152 was $18,000 and the other $8,000, but a very compete annual on the P-Baron was basically labor, and a few parts for about $3800. I was paying salary of my in-house AI rather than shop rates on all annuals, but it illustrates the difference in just what you said about the value of maintenance.
I often advise prospective buyers that buying an aircraft with poor cosmetics but good maintenance and history is better than the other way around, as you can get a better than 100% return on your investment in cosmetics, but about 1% return on the dollars you spent on maintenance.
@jackoneil3933
One thing I learned from a long career in aviation is that you could buy a used aircraft from a civilian or an AP in seeming perfect condition and it will take two years to get all of the bugs out. Never understood that. And as you say, after that the mx is minimal.
@@williampotter2098 Same here. Having bought and sold a lot of airplanes, the most neglected, mis-maintained airplanes were often the ones owned by mechanics and FBOs, but some of the best too. It seemed to me the bad A&P/AI airplanes were because the guys were just keeping them in the air or had no time to work on their own plane. The the bad FBO airplanes were generally milking the operation for every dollar or had a poorly managed maintenance operation.
The old P-Baron we flew for about 300 hours and because it was so well maintained (former-USAF), and flown competently was the lowest cost per hour operation of any airplane I ever owned and flew, basically because I bought it for $110K because everyone was scared of it not being flown in years, a dishonest and/or incompetent mechanic mis-diagonised some issues, like one engine being bad that had a defective single magneto, and him grounding the aircraft saying the windshield was required to be replaced after a light bird strike. I sold it for $225K three years later, which basically paid for all the fuel, maintenance, insurance and put a good chunk of change back in my pocket.
I was also surprised by some airplanes I bought from owners who got out of flying because of maintenance costs. Looking at the bills I could see why, basically the owners were being taken for a ride on maintenance while not really maintaining the aircraft. I had a good USAF, Boeing AI who used to work for FAA. He did three times more maintenance and good for an aircraft, for 1/2 the cost of rip-off operations. I had one friend in Seattle, a 747 FO who sold his Mooney 201 due to being ripped-off with high maintenance costs. I later sold him a D-55 baron and our ex-Air Force AI maintained it for a lot less than the Mooney (cost-effective maintenance).
Not dying counts as a return too. But what is the payoff overall? The utility of transport / time taken to get there. So if you can turn every minute into a pile of cash GA makes economic sense. If you’re closer to the median income pay for a seat on an airline or use land transportation.
My Dad flew these in the Air Force. In the 50s-60s every base had a couple of U-3A “Blue Canoes” for staff pukes to stay current…
1400 views in 9 minutes, Juan that is fantastic ❤! You obviously are very well respected in the aviation community, and you have earned it. redbaron Chattanooga
And 17k in just over an hour!
Almost 70k in 6 hours…
82K in 9 hours...
108,000 in 19 hours.
Such a good, even great, in my opinion, explainer! Concise, naming things correctly, but not choking us with detail, and being objective. What a wonderful teacher you are! Fantastic, my favorite aviation videos!!❤❤
When I was in Navy flight school flying kingairs, and then in the P-3, we had huge pilot discussions on the decision to shut down a malfunctioning engine that was still producing thrust. The largest risk being what happened here, against what happens if you need to go around with an engine out. Always a tough decision and depends on a lot of factors.
"Grampa Pettibone," remember "him?" ETR2, GCA RADAR 68-74, at Miramar, 70-74
I think it depends on the airplane and the density altitude. On a 310, if it’s producing thrust, then I wouldn’t shut it down, but would be ready to. On a King Air, I’d likely shut it down. I’ve never flown a P-3, but maybe I could do it a tick better than that all female crew out of Hawaii. 😉
Are you referring to discussion for Kingair or P3? Genuine question, I understand for Kingair but P3 is there not enough remaining power and control authority on the other 3 engines?
I fly twin helicopters, it’s interesting how reluctant some are to shut down an engine. In a helicopter there are no asymmetric problems like an aeroplane. There are plenty of single engine helicopters flying around quiet happily and fuel exempted as issue the likely hood of two seperate engine malfunctions on the same flight is almost zero
@@chrisbeauchamp5563 well, both… but specifically in the P-3, if you lost an outboard engine on short final or on landing rollout (beta/reverse) it could get hairy. Vice if you shut it down before commencing the approach, you know what you’ve got the whole way, you just are committed to a 3 engine waveoff if it’s required. Not a big deal at training weights, but on missions the discussion changes.
Like I said. Always a lot of factors, very situationally dependent. Fly safe dudes.
@@jccalhoun4972very interesting thanks for your reply.
So if it was heavy even 3 engines was underpowered? I’d always assumed you’d have plenty of power with 3.
I Love those old twins, yours is similar to the Cessna 310C of Don Jonz fame, my Dad owned the last b Aztec off the assembly line, you gotta be sharp flying a twin or you end up famous.
Haven't thanked you in a while, Juan. Thank you. Lol
I don't fly any kind of plane but I learn so much from you and your channel.
Great update Brownie! I really think you are the defacto source of the straight dope on these aircraft incidents / accidents. Just the facts. No BS, No guesses.. Keep up the great work!
Juan, off topic pro tip, make your videos over 10 minutes if possible. Helps with the CZcams algorithm. Add another advertisement. Thanks for all you do 👍
I worked light aircraft after A&P school and quickly found out the pay was awful, and owners were so freaking cheap. After 2 years of that PT I went to Saturn Airways Oakland and spent 29 years on heavy jets.
Us mechanics have an old joke. "What's the cheapest thing on an airplane?". "The pilot!".
And yet a company exists telling everyone mechanics cost too much
Dang that plane hit so hard it went bow legged ... Took care of a 310 for an FAA buddy... Nice Airplanes
I recall my ME rating and the “critical” engine training. I ended up training in a Seneca ll, having counter-rotating props, making the critical engine scenario less likely. I did have to know it for the ME written and check ride. However the Seneca wasn’t available ( I was a renter at the FBO) for the check ride and I did it in a Seminole, so I had to be sharp on the engine-out procedure. Glad this pilot was ok. Thanks so much for your YT posts, they are the most informative on the internet.
Thanks Juan Browne again, all the best.
Juan, you have a beautiful 310. I know I would feel better if you were in a high performance single. You have more skill than 99% of the people reading this but an engine out on the 310 is serious business. An engine out in the pattern pretty much requires a perfect response. I believe the pilot of 86H is incredibly fortunate to be alive and it appears he handled the engine out in a normal manner. You always keep telling us, minimize the potential issues you may encounter such as landing at a poorly lit airport at night when a larger well lit airport is available. This is the same thing. I'd rather be engine out in a single than engine out in a light twin anywhere except possibly crusing altitude.
Great channel, thanks for sharing your wisdom.
That is a tough call on dropping the uncontrollable engine or maintaining your 21 inches to just before the fence, one thing about it you don't ever know if it's the right decision until you step out of the plane.
We need more flying videos with Harvey!
Can you do a video talking about what parts you can and cannot get for these old 310s (cables, props/gov, weird engine versions, exhaust corrosion) . I watched a little to much Jimmy's world
@@mikebailey7071That was my thoughts also when he showed the twin needle gauges. How long do They last and are new/replacements available?
AGREE!
@@mikebailey7071
Jimmy is a buffoon. I decided that for good when he took the chocks from the wheels of another aircraft to use on his. That just is not okay and could be destructive.
@@williampotter2098 You must be fun at parties.
I can't imagine thinking like that "oh well it's got 2 engines'" that type of thinking basically seals your fate.
If you loose a throttle cable, which can happen (hey, why do I have the whole Vernier cable in my hands now?), you keep as much power as you have for as long as you need it, and then finally cut the engine off using the mixture control, i.e., landing is assured, obstacles cleared, or at runway threshold, etc.). 21 inches of MP actually sounds like something close to 70 percent power.
Ive never flown an aircraft and have only rode commercial twice. I really enjoy this channel because of your careful insight and expert analysis in describing outcomes and errors made, sadly sometimes fatal. In my view it is great knowledge for the viewer, seasoned pilot, or novice pilot. (respectfully with regards to pilots i am nowhere near that level, I wish i could fly, so nect time you go up think of the guy from Garland Tx sir and take a pic or something.
Much respect from Texas,
E.J.
That’s amazing!!!! I reckon I have 20,000 hours as a passenger on holidays as my wife loves going away when I’m not working and the staff discount helps 🫣
I would think that's not too unusual, even in 2023.
I flew commercial return once at aged 11, and only then again from aged 23 to aged 45 I've flown about 15 return flights and 3 one way.
Plus 5 left seat flights in training aircraft aged around 23 to 25.
I'm now 64 and haven't flown at all since 2004, and I've lived in London since 1987!
Thems the breaks, but I do follow aviation avidly from buying the US Flying magazine in the 80's to being a late bloomer in to You Tube channels.
Which is weirder, living for example in rural US (you may be elsewhere OP) with no need to go anywhere, or living in Europe within an hour of several airports but not flying for 20 years mostly due to various health and monetary setbacks?
================
Also i was born the same year as JB's Cessna 310!
I wonder if Juan would adopt me! 🙃
Do yourself a favor and find a ride on a light aircraft. If you have anxiety about flying, flying in a light aircraft can be soothing as you don't feel so helpless when you're that close to the controls. My theory anyway
@@heyitsvos thank you...
You're not RICH Vos are ya...
How cool would that be!
Wow! Here I was, just working through your recent videos and stumble across this accident that occured less than 2 miles from my home, which I just missed by a few minutes!! I was leaving for an appointment just around this time. We live just south of this runway by less than two miles, and we took the road that borders this runway to the south every day. If not for the few minutes difference, I would have watched it happen. Hell, on November 1st, I was standing on the tarmac taking pictures of the fuel trucks with their new logos. So glad the pilot was okay and there were no other injuries! We most certainly would have felt the ripples through the community if the outcome was any worse.
I would say they did a good job with this accident review....it's clear as mud. Thanks for making some sense out of it Juan!
Thanks Juan, great summary as usual!
Thanks Juan, a great report about the 310 from a personal viewpoint. Educational for the folks with limited understanding of the 310.
Juan, really enjoy these posts. Can’t agree more at the beginning you mention knowing the airplanes maintenance history! As a retired A&P who once worked at an FBO I experienced many instances of owners wanting to not fix certain things… it was quite easy then to tell them we aren’t signing off the inspection.
You sure keep Harvey looking awesome.
Thank you for the video.
Your videos NEVER disappoint.
Although I am everything but a pilot I love how you give clear advice, great communication 👍! Thx
Had a TBM 700 crash in Michigan with no survivors last weekend. Indiana couple and their 2 dogs perished after take off. Waiting on Juan to cover this occurrence, just guessing a compressor stall and the fatal attempt returning to the airport.
Good work Juan !
I have only just got my multi rating and these sorts of accidents are exactly the thing that multi pilots need to be considering and learning from, personally if i have an engine i can't control, I'd probably opt to keep it running til im close to the field, once im close enough but still have altitude id shut it down for the approach, a secure and feathered engine is much more predictable than an unpredictable one, but i guess that's easy to say from my armchair. I hope the occupants are ok.
Thank you for the explanation, I was thinking the same thing, but I am not a pilot.
Thanks Juan.
I don’t want to change the subject but your airplane is immaculate, just beautiful. The interior including the dash that looks brand new. Lucky you!
Thanks Juan
Thanks Juan! 👍
You are an excellent investigator.
Glad to see no fatalities on this one. 👍👍
Thank you Juan ⭐️
Yes, shut down and feather. I wonder if some owners would also want to prevent any possible further engine damage if there might be a destructive failure, including fire.
Thanks!
Great stuff. Thank you sir!
Love this man
Thank you sir
Happened to me in a T303. A right engine throttle cable connection clip failed and engine stuck at 24in. Diverted and pulled mixture on downwind followed by feather and secured engine. Landed single-engine. Repair about $100 with a $10.75 part.
Thanks for sharing.
Thank you Captain…T Bone driver here… great information!
I like the dual needle gauges. Way easier to spot any differences in performance.
Lots of 400 series time and a little 310 time and never knew the tip tanks were designed to break off in a crash. A fine little nugget of knowledge. Thank you for all you do Juan. If you could bottle your energy and passion you could be rich.
It is good that you never had to learn about the tip tanks.
@@Aerostar509
I'm very thankful I made if through a five decade career from ultralights to supersonic jets to heavy jets to light jets without hurting anyone or myself.
Your 310 is gorgeous - I like the color scheme!!! I will look to see if you've done a vid on it!
Juan, you didn't mention the coincidence in the two N numbers. Your 310C, Harvey, is 86H, yes N1886H. the 310D was just N86H, but in normal ATC they would both be Twin Cessna 86H. But not when both are flying in the same ATC sector. That was a good question when one engine is at idle thrust, producing no drag, I would leave it running because the engine accessories supply other necessary functions, like vacuum, electricity, hydraulics, etc. When I owned my B58TC, the total annual cost was only about $17,000/year including fuel, insurance and maintenance over 14 years flying about 75 hours a year. fuel was about $3-3.50 a gallon from 1995 to 2008. Never had a mechanical issue except a leaky fuel bladder.
Juan, I really enjoy your videos-they are a great contribution. As a 310 owner, MEI, FAAST, and retired USAF pilot; just a few thoughts on this one: My first thought as an MEI was “what was he taught?!?” 21 inches should have been greater than simulated feather power setting (from the POH), so leave it alone and come back. Besides picking the shorter runway, he should have at least been at blue line until landing assured, then at VSSE until the fence. I teach that procedure/technique and fly that for approaches with BOTH engines, much less this situation. From many of the recent mishaps I’m seeing an alarming tendency for owners to ditch all their multi-engine training as soon as they get the ticket . . . And fly these planes like a big single instead. Sad and frustrating. I’ll be eager to see any more interview details in the final report. This pilot is indeed lucky to be alive.
Thank you.
Thank you for this content.
I love your edits - “engine #1” 😊
My other right…
I have about 80 hours in a 1959 Cessna “businessliner” with the old tuna-can tanks. It can be a handful on one engine as I learned but overall I like the airplane. They were good times.
The 59 is a sweet looking airplane with the straight tail as opposed to the swepted tale of the 60 model. I flew both the 59 and the 60 models back early 70's as well as a new 73 turbo 310Q before moving on to a Baron.
I remember reading as teenager back in the late 1970's Plane and Pilot magazine about owning aircraft. If you afford buy it new, you cant afford to fly and maintain it as a used aircraft.
I just got the name reference of your 310. Harvey the Rabbit from the Jimmy Stewart movie. Love the movie. And Jimmy Stewart.
Glad pilot was ok...agree with book...come in high while you have energy in the bank.
Thx Juan...Harvey looks very good...safe light twin flying.
The '59 310 is my favorite of the 310s followed by the 65.
My 2 cents is that if the engine is producing usable power and not feeling like it it is going to tear itself apart you should keep it running. However, you should now be primed to shut the malfunctioning engine down and feather prop as soon as it stops producing usable power. When lined for the runway with a landing guaranteed, you might shut the malfunctioning engine down and feather the prop as you should not need it anymore. This might be important to do because should the malfunctioning engine stop while coming in for the landing the working engine will be at a lower power setting than if you had already shut the malfunctioning engine down and you'd need to feather the malfunctioning engine's prop. This appears to be what the pilot is saying happened. Basically what I am saying is to use the malfunctioning engine's help to get you to a safe altitude aimed at the runway and then shut it down/feather landing on the good engine.
Back when I was a pup and flying a C-310Q from CNM, I was returning from DAL one afternoon. At altitude I discovered the left throttle was unresponsive. So as I descended for CNM, before I entered the pattern, I secured the left engine and landed with the right engine.
The longer runway has been closed for long while...maintenance
23 inches of manifold pressure on a functioning engine is preferable IMHO, than a dead engine. Fly it using single procedures and land using longest runway , conditions permitting. If the engine fails, the pilot is already set up procedurally. As I recall, 23 inches of MP at 4000 MSL , 2400 RPM , is a near norm cruise setting (prefer square 24/24).
Really Appreciate the review I have a 1974 310Q. Approaching the end of my first year of ownership and I am north of $50K. Hopefully it will go down the 2nd & 3rd year.
This happened 1 mile from my house. Thanks for the information. Neighbors got some crazy theory’s here.
Damn, that's a pretty airplane you have there.
Agree with Marlin. I had a Travelair that lost a turbo at 17,000. Going full rich would have killed both my engines. I would have had to take time since both engines were fine. The Turbo drop just felt like an engine failure. Luckily I looked at pressure and Temps before I did anything.
I lost a turbo in a 421 at 20,000’ and you’re right; it felt like a sudden engine failure, quite startling. Started losing cabin pressure too. During the descent I realised what had happened as the MAP slowly recovered.
Great vid.
My super experienced instructor once said to me "Light twins will keep flying on one engine ....all the way to the crash site"
I'm curious as to how much drag or un control ability there is in a 310 on take off 1 engine out? They were so cool in the 70's. Hot rod! So cool that Harvey is a pristine example. Dad was so crucial about everything on the Navion. First rule, you can't pull over and fix things!
11/29/23..2day: "care & feeding" of your (1959?) Cessna Twin re: NTSB Preliminary Report on crash in Idaho of same type twin...'engine problems' causes immediate return to airport but crashes. Another great analysis Juan as you show viewers cocpit [center] control levers for fuel, prop etc. while describing (high stress overload of) 'multi-tasking' to fly/turn/steer/adjust throttle/radio/landing gear/re-adjustments in descent to shorter/not ideal runway on just one engine...bad ending. Your emphasis on required & expensive maintenance is often overlooked/delayed/abandoned by 'new' owners due to cost. Assumption of risk...😮 This was another great educational video by you. Thx! Stay safe & carry on!💪🙂
When I did my first multi rating in 1978 in a Baron the procedure was : Pitch up, power up, gear up, flap up, dead leg dead engine, identify, confirm, and feather.
I agree completely with your cost analysis for 310s.I owned a ‘58 B model for seven years then sold it and bought a 1975 C310R. We averaged between 50 and 100 hours a year for eighteen years. I’m an A&P / AI and did all my own maintenance but, turning 80 years old the insurance bill was over $12,000. This with no accidents. I could not justify the cost of ownership anymore. I still miss it, though. It took us a far South as the Caymen Islands, North to Canada, West to Wyoming and East to the Coast and never missed a beat.
I married someone with a pilot's license - thank God he didn't work in the industry, and didn't have two nickles to rub together so he could buy an "affordable" plane. (We got "free" horses instead....)
An alternative way of evaluating the budgeted $12K+ annually for Harvey is simply approximately two and a half holiday work flights from LAX-SYD, with a little extra to spare hopefully. One nice feature of going inside the Blancolirio World Headquarters appears to be that when you enter it, any gray hairs that one might have seem to disappear into pleasant dark hairs, rendering a much younger appearance. That is special!
Mixture props and throttle ful, identify verify feather the bad engine prop and it can maintain altitude if it's not to heavy.
Juan have looked into the Piper PA-32R that crashed close to Gadsden Alabama? This happened less than half a mile from my house, I would be interested in hearing you report on it.
Thank you for all you do and the great content you put out.
Nathan
Widgeon G44A with 2XIO470. L engine stuck at 25” after takeoff. Took me about 15 seconds to figure out what was going on. I flew a single engine appch/landing manipulating the R engine. 0 flaps. Put ldg gear down at 300’agl. Shut L engine down on runway with Mixt. Could not turn Right off of the runway. Tow back to hgr. Plane was easy to fly.. turns out the L throttle cable had fallen off due incompetent A&P. A/A 089846- Ret.
It's telling that an "official" NTSB document has 2 typos in the first 2 sentences. Love your videos!
Glad to hear the pilot survived the landing.
It's wild to think that 60 years on, folks are still flying these antiques cos there aren't any better options, when non-functioning tablet props in Star Trek: The Next Generation are a reality in the form of touch screen smartphones.
I owned a 70’s Seneca 2. Great plan but the maintenance is crazy. If you have a business where you can deduct some maintenance it helps. Your 310 looks awesome
Piston engine twins have a terrible history of deaths with one engine out during take off. Even with 2 engines, losing one increasing your death rate by 4. I remember that statistic but not sure if same today. Single engine turbo props were starting to replace twin engine pistons. Insurance rates where going up 70-80’s