One of the most dangerous flights you can do is when an aircraft is fresh out of annual/phase maintenance. Good job troubleshooting it to give maintenance as much data as possible. Great VLOG. Definitely shows the side of flying the public often doesn't get to see.
My first post-annual flight is always solo day VFR within proximity of the airport. I use it as a chance to practice the basics like slow flight and ground reference maneuvers. Close it out with a few T/L for good measure. This routine has revealed squawks a few times over the years. Loving the helo training vids btw👍
flexairz you guys are so lucky you get to fly private airplanes! In my country you can’t have/no one yet has a private airplane, even not a Cessna-172. Only helicopters are there but their owners don’t fly it, they have other pilots to fly them. And let alone anyone thinking about owning a fixed-wing aircraft. :(
cwl - There should be an FAA requirement that the mechanics are onboard for the first flight out of any kind of maintenance check, especially an annual check.
Probably one of the most important videos you’ve ever made Steveo. Especially for young/new pilots to watch. Making good decisions is one of the most important things a pilot can do.
I think this might be the most important video you’ve made. It shows that when you’re going through your run up checklist and checking the gages you’re not just going through the motions. You’re actually determining if it’s safe to fly. Good Job
@@w4terb0ttl38 but still important that it was caught before liftoff. Also glad he didn't try to go w/ it not working right or even had it started after a couple tries.
One of my flight instructors once said "Landings are mandatory, but take-offs are optional." If things aren't right, you don't have to go! You're teaching a very valuable lesson here. Thank you for posting this video!
@@jayit6851 Your'e right, you can always go around and try again, or go to an alternate airport. But, the aircraft will have to land somewhere, eventually...
Whenever I get into a discussion about flying, the question usually comes up about what is the most dangerous part of the flight. I ALWAYS tell them that a plane has to land, it doesn't have to take off. When a pilot is bargaining with God, he/she almost always wants some altitude to trade for distance.
steve's face at the end of the video shows how we can be frustrated when things don't go as we plan. But as a professional pilot he did it correctly and came back! As a commercial pilot when those things happen you also have to deal with passengers frustration and sometimes anger. But SAFETY is our main goal and Steve show us how GA pilots must deal when things are not 100% okay. Congrats!
That's why I'm going to fly freight. No patience for the GP, after dealing with 7 years of them in retail. Shit happens. I am ok with that. The General Public is not.
Far too many pilots don't do the due diligence needed prior to takeoff, I think it's one of the reasons we see so many events that could've been prevented. That said, you caught it, that gets you a well done. My avatar is me at 12, soloing the Stearman. I had already soloed a Super Cub and Cessna 185 taildragger, which we flew regularly. Fast forward a few life times and I was doing a side line of buying/selling aircraft, whatever I could get, some from government drug auctions, whatever, did good for awhile. I purchased a Aztec in beautiful condition, for a price no one here would believe, but no logs, no maintenance history. Later found out the power plants were factory new. Those drug dealers had no spending limits I guess. The aircraft was at Opa-Locka and I needed to ferry it to Miami Ex., Tamiami then , where I home based. Preflighted, drained and re-filled fuel, you name it, checked it over good. Took off with a close friend and decided to run up and down the beach a bit for the late afternoon view, all was well, so we headed to Ex. Everything was so great , you just knew something had to go wrong. Well, no green, on the gear, on final ! The one thing we never checked. We spent the next 30 minutes doing flybys of the tower, it was almost dark and they couldn't be sure of anything, so we went out west a bit to burn off some fuel. Miami-Dade Air Rescue 1, was airborne, came on the radio and volunteered to get close and use their spot light to see if they could help. They cleared the airspace, so we did several attempts. Also Ex. had no foam trucks, so they brought them in, needed a little time. We did a few low speed tries, but nothing was concrete. Just then out of the corner of my eye, I caught a small plane approaching, way too close, had to do an emergency bank and climb, yelling at Air Rescue to do the same. They dove. We never found out who that was, doing VFR, at night, never paying attention to the radio, if they had one. That was it, I was not going to be responsible for two aircraft and all of us taking a hit, we went to do the emergency landing, hoping the gear held. It did, best landing I ever made. Found out days later, the drug dealers had installed a rheostat on the gear light indicators. So many things could have gone different, could have changed lots of lives. I take no credit, I had Divine help that day. All the same, never, never take flying so cavalier , even small things can result in major disasters. Most of the time, you don't get a do over. Sorry for the book, was a lot longer that night.
Arguably a more interesting vid because of the prop problem and the way you attempt to diagnose the issue, then cancel the flight. Good call Steveo - not even a hint of 'getthereitis' !
Believe me, I wanted to complete this flight but you definitely have to make the correct decisions. Going back to the hanger I was thinking how glad I was not dealing with any issues in the air and I was safe on the ground.
Is there a checklist of items that were performed to "checkout" the plane? It's pretty incredible they did not even test that the engine could make the max RPM or that the governor could reliably hold the RPM. Aircraft mechanics can lose their license for something as basic as this.
.so good to see you again...really glad to see how quickly you made your decision to abort..thanks for sharing...love how you always call out your numbers and readings as you start, runup, and prepare for takeoff..such a great place to have this happen...right at the Service Center..maybe they missed just one little extra test down there...just before delivery..stay safe...
Great call, Steveo!! In 1976, I was out for a VFR solo flight (during my solo time) in a PA-28-180 Piper, and I ignored mag2 when it started missing and rough running. With both mags it ran great, so I took off for some touch and goes. Second time on downwind the engine just quit. Switched to just mag1, no joy. Base and final no problem, cleared the fence by 8 inches and touchdown was uneventful, except for that blaring stall warning. Broke the land speed record getting to the bathroom. All good. Something in the engine let go, and it had everything to do with the magneto’s drive train. Should have paid more attention. I’ll tell you about the time I used a Cessna 172 to mow down some corn stalks. Another engine failure in flight. That’s another story. Thanks for a great video!!
Yikes, that's a big no no. When doing my run up on my first solo cross country, the left mag exceeded the max drop by double what it was supposed to and ran roughly. I didn't even check the right mag before I called in to my flight school.
That was a close one that's for sure. An old friend of the family had a Cessna go *ping* on him while on final. he wound up putting it into a plowed field. Cost him a new set of landing gear and a fresh prop. Fuel filter got blocked up, bad gas. Some vendor got chewed out.
My dad and I had an oil pump hose fail in-flight with a Piper Tri-Pacer. Other than oil all over the windscreen and picking a good Kansas pasture to land in all went well. Pipers are great at gliding.
Way to be safe and smart, too many pilots would say "close enough" and fly anyway.. I'm glad to see you being responsible. Great video. All student pilots should watch and see that there are reasons we have checklists and limitations.
It's great that you uploaded this one anyway, as flying can teach you a number of things even if you don't leave the ground. This one is a great video for reinforcing the axiom that pilots have to know their aircraft systems as intimately as aerodynamics, how to detect an issue, and whether or not an abnormality has exceeded tolerances. And you did it while preparing to takeoff - a phase in which too many unfortunately assume the flight is committed to the air. I enjoyed this.
Good job, Steve. Unreal the aircraft had a problem straight out of a major maintenance check - it happens across the board in whatever area of transport you work in, down to driving trucks, too!
@@steveo1kinevo I went to put the gear down of my 177RG, and the gear light never came on. I did a bulb test, and the bulb was working, so I knew either the gear was not down and locked, or a sensor had failed. Fortunately it was just a bad sensor, but I made the softest field landing I have ever done in my life.
My last flight was on a beat up old AA MD-80 (an MD-88 I believe) out of Dallas Ft. Worth. We pushed back, the engines started and we began our taxi. All the sudden we stop, the pilot kills the left engine, restarts and we sit for a minute....then the dreaded announcement: *folks, this is your captain. We have an engine gauge that's not reading what it should. So, we're going to head back to the gate and have maintenance take a look at it. I know it's frustrating and inconvenient, but your safety is our number one priority* We then head back, the maintenance guy goes up to the flight deck, and 10 minutes later we're deplaning. We then had to haul ass across the state of Texas to the furthest gate away to get on another one. Of course there were many grumbling and belly aching. But I for one would much rather be late than be dead. Much preferred....
Minor observation, probably was an -82 or an -83, AA never operated -88s. They all look the same with very minor differences. Also have had a "go-back-to-the-gate" moment, United Express E-175 operated by Republic, EWR-DFW in March this year (pre-lockdown), got pushed back from the gate, started engine #1 fine, then waited and waited. You know that feeling that the second engine's not started and it's not because of a single-engine taxi midway to the runway? Yeah... 5 minutes later, one of the pilots came on and said the #2 engine wouldn't start. So we taxied back to the gate, Republic maintenance showed up, and 10 minutes later we were going back to the terminal. Not what we were expecting, but as the old adage goes, better late than never. Three hours later, UAX got us another E-175 that came in from BNA, and we got to DFW fine.
If every pilot were Steveo, nobody would have a fear of flying. Competent, cool, calm, and professional. Decisions like these are why you live to fly another day.
I was thinking about exactly this the other day. I'd have no qualms flying with Steveo. He's cautious, thoughtful, and absolutely puts safety first. So much so that he emphasizes it on every video. He's a great guy.
Great video. Really appreciate seeing a flight where things don't go as planned. I recently made a 180 and returned to the airport because of a minor issue (something much less serious than a prop governor) and it's frustrating but the right thing to do. Your face at the end said it all, though.
Thank you for posting this video. It's so hard some times to say "no" to the voice in your head that tells you "let's just go, it'll be fine" especially in commercial ops where there is a lot of pressure to make schedules. It may not have as MUCH content as a "successful" flight video but the content it has is very important.
NEVER apologize, Steve-O. Yet another great video, very insightful how you catch that underperforming prop RPM. Great catch, who knows, maybe even a lifesaver. Thanks man, save flights.
This is and EXCELLENT video! This is a great example of knowing your aircraft, procedure, and decision making. Not letting anything distract you from what is important like making a video, trying to be on time for passengers, or anything that makes you complacent! Fantastic!
Good catch Steve. I’ve been there with a helicopter fresh from mx. Definitely frustrating but as you said, better to be on the ground with a problem than in the air. Still a solid vid. 🤙🏻
Steve, This video is more important than a sunset flight. Great job on catching the low RPM's before rolling, then keeping an eye on it just after starting the roll. It is never fun to have to keep it on the ground to check it out, but it is a hell of a lot safer than trying to troubleshoot something in the air. Glad to see you post it. Things can/do go wrong.
Steve0 great job here. As someone who has already crashed a plane due to engine failure on downwind, that is something you NEVER want to experience. You made a great catch. Bravo!
Stevo, as always safety is more important than getting the boss in the back seat to the destination on time, as I'm sure the boss appreciates not being splattered. I took my truck in for some work and after an order of magnitude, or 2, less money, it won't shift into 5th. Great work. Keep on trucking. oz
You would pull out the emergency checklist. Reduce aircraft speed to maintain 2000 RPM, land as soon as possible, and do not perform a go around as that would damage the engine reduction gearbox.
I wasn't disappointed at all with this video. I like watching someone who knows what he is doing, especially when things become challenging. I've been flying with you for a while and I really like how you explain everything and you fly as if you had a large plane full of passengers; very responsibly. I have a little trouble following when you read back so fast, but the tower always understands you. I have been intrigued with the Pilatus planes for many years. Thank you for giving us a ride along. BTW, after you disclosed the price of the Annual, I realized that was more than the cost of a small bush plane!! And you didn't even choke up when you told us! I would have trouble getting my tongue to work and say that number.
Many videos from aviation RU-vidrs such as yourself only show the shiny, fun side of aviation. Steveo, I have significant respect for you showing what can go wrong and that it does happen. Understandably, it was evident that you weren't thrilled about the outcome of the flight. Thank you for showing us how to remain professional and deal with the situation. Also, props to the controller for lightening the mood! Keep up the great content.
Thanks for including this video Steve, its good to see what problems can happen and how you diagnose. Great to see you got it on the ground, you dont want issues cropping up when you're already airborne. Always worth doing a full and extra checks after maintnence just to make sure everything is running perfect. Enjoy your videos, keep safe and looking forward to your next evening return.
Great Video Steve! Appreciate you sharing, even though things didn't go as planned! Just had my first emergency last month when I lost a cylinder just after hitting pattern altitude. Wish it was something I could have caught on the ground! Thanks for sharing!
Love the videos. I am a Piper Archer Pilot and have never flown a turboprop but enjoy learning through your videos. You always talk us through the startup procedures, including looking for hot starts or cold starts but I have not seen the shutdown procedures, maybe you could cover this in a future video.
A perfect example of consistently honing superior skills prior to recognizing, avoiding, or rapidly adapting to situations requiring those superior skills. 🇺🇸✈️😎👍
Glad you chose to upload this, it's and important lesson that if things just don't seem right it's better to just stay on the ground and get it checked than risk something happening when you're in the air.
Bummer, but good to catch it when you did. I've only rejected a takeoff (for real) once, a dragging brake. I've had a plane fail run up a couple of times. The most memorable was on my check ride, a hard but perfectly correct decision.
I've only rejected once as well, at an untowered airport when an airplane was lining up for final on my runway (going the wrong way with a tailwind). I called out aborted takeoff due to an airplane lining up on the active the wrong way. They quickly moved and set up for a downwind on the right runway. So far no mechanical problems (knocking on wood).
@@steveo1kinevo I had to call the grouchy examiner ,at another airport, and tell him My rental airplane didn`t pass run up. I was trying to fly there and get my check-ride done. He waited for me to get another airplane. Thanks BUU. If their airplanes didn`t burp at least once, while you used it you were lucky.
Yikes. Glad you caught it! I'm just a student, but I had one not long ago on run-up. Engine was making valve-ticking noises. Couldn't figure it out, Instructor couldn't figure it out. Plane was 2 hours out of annual. Temps/pressures all in the green. Never did find out what it was. Plane went back and they fixed whatever it was. So glad we decided to abort and you did too. Be safe!
Can't even find a good car mechanic these days. Good thing Steveo knows that plane so well.That plane was working perfectly when you flew it in there. Fantastic video of that by the way.
Great video as always. Kinda like going into the shop to get your car aligned, they find ten other things to fix, you get a $1000 bill and the car still pulls to the right. Well, not really, but I know I have had that same face of disappointment many times. You're a great pilot!
You have been doing this so long Steveo and I have been watching your 850 start ups for several years now it’s awesome when you get to a place where the routine is so precise that you definitely know it by heart. You know exactly what to look for on the start of the TBM. It’s like magic and it works so orchestral like. Safety is key. I wonder what a pilot with itching to get home or a pilot needing to make an appointment would do. Would they risk it ? It’s awesome as always safe travels to you and may you continue to have the time of your life.
As one of my flight instructors once told me, and I’ve never forgotten: ‘Better to be down here wishing you were up there, than up there wishing you were down here’. Nice video.
Very good decition making. When describing safety standarts ICAO's SMS Best practices identifies 3 types of defences : rules ®ulations , training and technological. The 3 were present at the check before flight. Well done Steveo !
@@zorbalight3933 That's right. Although some people whether with cars or planes invest in one only to later find out they can't cope with the maintenance cost.
@@harpoon_bakery162 Yeah, but this plane is (probably) making enough money to cover the cost, at least in regular circumstances. That Cessna is cheaper, but would probably make less.
@@WebWolf89 you mean that this is used for profit-making? Is that what you're saying? Seems like overkill for hauling people to and from places for 4 million. I thought this was just used for business flights / personal flights of wealthy business person.
I used to work on Jetstream32,41 and ATR72/42’s. Next to prop sync issues, I hated prop gov issues about as much...lol. Hope your MX guys hooked you up.
Honestly - this is one of my favorite vids. For some reason I get lulled into a false sense of security because so many things go correctly so often. I like that you showed what happens when they don't and glad you caught it before take off.
This video is as interesting as the others, even if something went wrong. Seeing how a good pilot should behave in such circumstances is the best thing to learn from this video, well done.
Nice catch steveo. The plane I fly just had an engine overhaul down for 6 months and was the first to break it in on a long cross country. Was waiting for something to happen. Fly safe.
He's jumped into the ground/company dispatch disconnect with both feet, and joined Delta. I think they are getting whipped into shape even as we speak.
I had the exact same thing happen in a TBM 700, in FL as well, just a few days after this happened to you. Identical - after successful prop overspeed test, aborted takeoff with prop not making 2000rpm, and still decreasing. Took SWA home and waiting to go back down to get it when prop governor work is done. Good early catch and video.
Thanks for this video. It is very important that not every single video is a perfect flight. This was a great opportunity to teach people caution and safety over trying to make something happen that just isn't going to.
What a great video showing what happens when things don't go as expected, which is as much a part of flying as flying is. This video emphasizes the old adage, "I would rather be on the ground wishing I was in the air than being in the air wishing I was on the ground."
@@truckerhershey7042 You would think a shop like that would have proper procedures in place to prevent that type of incident? Shadow boards, tool counts, parts bins etc are all designed to make sure everything is where it should be when you finish the job! There was a case a few years ago of a YAK 52 coming out of maintenance and there was a rogue tool left in the cockpit, a screwdriver I think? Well the pilot went and done dome aero's and the tool became lodged in the flight controls and locked the elevators resulting in a fatal dive!! So it is a matter of extreme importance. You really need to do all your checks and pay attention whilst doing them! I think over on CPL's channel a few months back he reported a case of a Private Jet taxiing all the way to the active and lining up to take off without doing one full and free check. The plane ended up in a heap at the end of the runway with some occupants fatally injured because they didn't remove the control lock! Honestly how can that even happen?
Wouldn't take the plane back there, next annual. Find someone who will do the job correctly. SOMETHING wasn't done right. Stevo flew IN ok, now he can't fly out?
Recently joined this channel, I’m a massive flying enthusiast and love flying, unfortunately I only have 1 hour under my belt, and due to financial situations I couldn’t fly anymore, but I did get my home flight sim up and running again, and loving it, thanks for the great videos, Really keeps me close to the air 👍🏻. Cheers all the way from Johannesburg, South Africa
Thanks for the upload! A great vid that highlights the importance of knowing your aircraft, paying attention, and not being foolhardy continuing or afraid to abort when something looks just slightly off.
it is so wierd that the FBO doesnt perform a test flight after annual check... or at very least a set of engine runups - *uck them, what are they charging you for?!
Well things love to shit the bed at times like that. We had a fan bearing for a Hughes 500D that decided to hitch about 45 mins after coming out of its annual. Shredded the belt and just about gave me a heart attack.
Excellent job catching the issue Steve-o, I must admit I'm still a new pilot and I get complacent sometimes and don't watch all my instruments on takeoff. This video makes me want to correct that habit.
It shows you just how diligent a pilot has to be and I know it wasn't good for you but it was good for us to see and the process in action. As always a great video.
I find it extremely interesting at 4:32 where you can see how the picture of the ADI is generated: First the blue/brown is painted and then the screen blanks and only prints the scales. The human eye is too slow to notice and merges that together, but the camera made it obvious :)
@@rileymannion5301 It could simply be that 1,900 rpm was set during part of the engine setup and not reset to the maximum afterwards. During setup, their is a lot to do and also a lot can go wrong if the simplest thing is overlooked prior to handover. A final inspector should have checked everything following a major service.
Excellent video. Very professional. I have driven cars that didn't feel right. If something fails you pull over to the curb and call a tow truck. Thanks for sharing this.
"It wasn't me, I swear" LOL. Your DepCon has a real sense of humor down there, and that's always awesome to see. Buy that guy a beer some time. I'm actually really glad that you caught that on the ground and not airborne. That basically kept a gremlin from turning into a major midflight emergency and from flying with my dad for engine-out drills, I can say those doth sucketh royally. It looks like you handled this exactly right - a lesser pilot may not have caught that shot prop governor in time. It was a wonderful illustration of what my pop used to tell me: The most important decision any pilot will ever make is whether or not to *stay on the f'n ground.* (Or as he used to say, "Stay Oscar Tango Foxtrot Golf.") Make the right decision, it can save your life!
I think it is so important that you chose to upload this video for 2 reasons: 1. Know your airplane! Each plane operates uniquely, and it is your duty as PIC to understand the systems in the one you are flying. 2. It doesn’t matter who you are or what you fly, things can, and will, go wrong. Even a world-renowned content creator flying one of the most sophisticated aircraft has stuff break. Thank you for uploading such a realistic video that we can all learn from. I know I did.
I’m super impressed watching the way you analyzed your airplane, focusing on critical details and quickly making the right decision to abort takeoff..!
Always be careful after any work on your aircraft it’s one of the most dangerous time. As a motorcycle race engineer and racer this comes from experience. Well done aborting the flight.
Absolutely, and it applies to many things: cars, power tools, appliances, new roofing, dental work, surgery . . . Back in the early sixties I had new tires put on my car. I paid for the work and began to back the car out of the work space & stopped within 4 feet. The hubcaps had been put back on the wheels but the lug nuts had not been properly fastened.
Well things happen! 😊 On one flight, during my flight-school training, I had gear failure issue. I was practicing emergency landings in a P28R, I was down to getting the gears out, when nothing happened to tried again still nothing. So started to let the eyes roll over each gauge, and noticed that the amp needle were blown all the way to the right edge of the gauge. Then I flew back towards EKRK, Roskilde, Denmark, made the emergency checklist. Asked the tower for a visual inspection that all wheels were down and then made the land after that. - What I later found out was, there had been a leakage in one of the window seals at the baggage area, so there was slight standing water in one small corner back there, and obviously also the place where a wire and it’s protection had come off. So that was the culprit of my first real situation.
Glad I got to see this, going back to flying after a bit of a break and always good to remember sometimes it don’t always go to plan! Good call! Several pilots will be safer because of this video.
Well worth posting Steve. You seem to have, at least what you show us, pretty good reliability out of the TBM. Major fail just out of service though. Bet your owner wasn't happy after spending nearly $100k on the annual.
@@andytaylor1588 very likely, however if it was my plane I'd want to know whey the fault was'nt picked up in the service. Dam fluke to fail at the point it did just out of service.
Great job Steveo! I could tell you were disappointed for not getting to show us that flight, but you did the right thing for sure, and I definitely found the troubleshooting interesting and informative. Just as awesome a video if not more so!
You don't need to apologize to us for not taking off in a broken plane bruh. Honestly I was slightly shocked that you were hoping to "fix" it and then take off. I would've abandoned that thing at the first sign of trouble.
Good, great, correct call. No matter how strong the urge, there is always tomorrow with better safe than sorry! My wings come out of the annual with a Garmin G3X upgrade next week! This video will be on my mind. Cheers and blue skies!
I would be pissed that I pay $90K for a inspection and they dont tell me that the engine is not coming up to speed. What the heck was the inspection for?
Mr. Steveo; Great flight, thanks for your attention to detail and dedication to duty, you found an engine failure, you are safe. We need Pilot like you that always do his home work and maintain his dedication to duty and attention to detail. If you would it be one those pilot that won't care, who knows you would it have an accident out there, again thanks, lesson learn. Respectfully; Andy
I think it is always nice to learn from experienced people how to react in such situations and how to identify them. I am just starting my pilots training so this is for me very valuable.
Don't you love it when you shell out almost $100k for a maintenance inspection and they return it to you with more problems than when you gave it to them? This should be an ad for Pilatus.
Hey Steveo... I had that one time back in 83 or 84 coming out of Lancing, MI with a C55 Baron a load of Heater Cores for GM/Harrison Radiator at Night! Just after rotation the right RPM Needle fell off, it was pulling straight and the manifold pressures were matched so I elected to take it back to Buffalo. It ended up being a "Tach-Generator", Good call on the "Early Roll Abort Sir!