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Have you shut down the YT channel? It's been about 6 months since your last video (this one) and was just wondering if you've moved off the platform entirely or if you've just been busy with other things. As a writer myself, I really enjoy the quality of both your analysis and the script. I'm not a "noir" kind of guy, but you make it fun -- without ever disrespecting the victims of crashes or making light of the seriousness of aviation safety. Thank you.
Thanks for that. I took some time off and did a type rating in the 737 that burned a couple months early this year. I’m working on a couple of accidents right now, so hopefully within a month or so I’ll have some new stuff.
There is a lot of good info here but I would quibble with your Vmc definition. It’s not necessarily the speed at which you run out of aileron. It’s the speed at which you out out of control in any axis. Depending on the bank angle you can run out of rudder first, which means you can’t maintain heading, or you can run out of aileron first, which means you can’t maintain bank. I have worked on the design of airplanes which encounter both conditions. Perhaps light twins, which are only aileron equipped, always run out of aileron first. The larger Biz jets tend to have spoilerons as well so they tend to be rudder limited. The Vmc demonstration for FAR 25, as described in AC25-7, allows up to 5 deg of bank into the good engine. This allows you do reduce the rudder deflection for a given speed, or reduce Vmc at full rudder, at the expense of higher aileron requirement. Why? Because you generate more proverse sideslip. This helps the directional axis but the resulting sideslip requires more aileron to keep the good engine down. That 5 deg bank will allow a substantial reduction in Vmc if you are not aileron limited. If you are roll limited then you can really use it.
Jesús, that’s allot to absorb and this is clearly why we see so many twins with engine failure close to the ground involved in fatal accidents. Probably best to stick with a high performance single for private pilots.
I am a private pilot licensed in October 1968. I learned in a Piper Cherokee 180 at Queen City Airport in Allentown PA I rented a Piper Cherokee 180 from Gail Montgomery the Manager at a Quakertown PA airport. On climb out I used the trim switch, but it kept going after I released the switch. I knew hit the circuit breaker on the lower area of the panel and the trim motor stopped. I wonder today if I had not hit that breaker could I have over powered the elevator control. When I returned the plane, I told Gail what the plane did. He said oh yeah that plane can do that. Later Gail and his wife flew to Penn State in North West PA and crashed. His wife was an aviation weather specialist.
That tower lady needs to listen to herslf on the radio. I can't unsderstand most of what she is saying and even in this clip she has different people asking her to read back multiple times. Hate that crap. A situation like this is when you ignore the ignorant controller and save your life.
I would say that an extra engine DOES make you safer for the most part. There are some caveats though that can get you in trouble, especially at slower speed, i.e. taking off or landing. Here you can get in trouble for sure if you are not ready or proficient.
You are incorrect on your autopilot assumption. The manual Alt on autopilot control panel can be clicked up or down in 30’ increments without disengaging the autopilot. Don’t bash, Karma is a bitch
They turned the autopilot off prior to descending below the 100’ increment, like I said in the video. They leveled for both approaches at the 100’ increment according to the NTSB. They weren’t using a “manual Alt” function. They landed well outside the touchdown zone with a tailwind on a contaminated runway. They went off the end at 40 knots. I’m not bashing. But it was pilot error, plain and simple.
Sounds like a design problem. Also, when you are talking about electronics, fuses are usually too slow to react. Some type of solid state disconnect is needed. As an example, the wire would not have had time to heat up if that type of disconnect were used. These used to be called "crowbar" circuits. Single point failures should never be allowed on any aircraft! After all the space shuttle was triple redundant( 3 independent buses).
I'm in the IT Field and it's not going to be a long time before you see A.I. in the cockpit assisting the pilot. A.I. will assist the pilot incase of emergency or be able to assist the pilot in landing safely
FlyWire and Blancolirio both say twins spins are basically unrecoverable, so don't get in one. Agree? I think I do. Another video I watched made another point that uncoordinated flight with too great an angle of attack relative to the vertical stabilizer causes it to stall and that's what initiates a snap roll. Scary! ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-VcEg39NmxY4.html&pp=ygURbWFydGluIHBhdWx5IHR3aW4%3D
My theory is he tried to feather but couldn't. On a lot of piston twins there is a lockout that prevents the prop from feathering below a certain prop rpm. Or maybe there was some other failure in the feather mechanism. Possibly when he saw he couldn't maintain altitude by climbing straight out, he thought his drift down rate was minimal enough that he would be able to make it back to the field. However, making a turn greatly increased his sink rate. At the same time he also got too slow and lost directional control.
Hi ,at the 11.42 clip, I would like to ask, Could use a hobby model ,to demonstrate the maneuver your explaining? Or use vr to show us the maneuver? Thanks
I can't hear a word ATC says on the radio. Yet the pilots manage to repeat the instructions somehow. This communications method surely adds immensely to the cognitive workload?
Yet another case where the auto-pilot and "safety devices" actually cause the crash when combined with the pilot actions. Why didn't he just disable all the auto-pilot crap and fly manually?? That's what I would do. Make the plane controls PREDICTABLE.
