N595ND PA-44 180 Seminole NTSB Preliminary Report 

You didn't read aloud the most important line in the NTSB completely - the last annual inspection on the airframe and both engines was completed THE DAY BEFORE THE ACCIDENT. Should an annual have detected the throttle lever problems?

My grandfather was an aircraft mechanic during ww2. We were working on my car together once when i was a teenager. I dropped a spark plug on the concrete😮. He picked it up and threw it in the trash without even looking at it.

It was in a Seminole at Fort Pierce that my instructor shut off a fuel selector so that an engine failed seconds after I went missed approach - I closed both throttles, lowered the gear and told the tower "MAY DAY, Seminole (which ever one it was), is engine out and landing Runway Niner." (Fort Pierce didn't have parallel runways in 1990, and 9-27 were the numbers then). Full flaps and a bit of a slip got her slowed down enough to get down and stopped....I don't even remember if the tower cleared us to land (we had been cleared for the option, but then called "going missed"). That response was not what my instructor anticipated...but he decided that it was a better choice than the extreme precision needed for a single engine climb out. I grew up in Colorado, where any twin without turbos tends to have a single engine ceiling below the terrain, at least in the summertime, so my response was to act the same as if the engine quit in a single. Before each takeoff we briefed that if an engine failed while there was runway ahead, we would close the throttles and land. I figured I'd rather go off the east end slowly (right in front of the fire station) than hit the trees at 88 KIAS (or, as it turns out, hit the concrete upside-down). We started the engine, taxied back and went back to Vero Beach, and I learned firsthand that there is not necessarily any paperwork involved in declaring an emergency. My instructor explained to the tower that he had shut it off, that it hadn't failed, but that I didn't know that in the moment. It was about my second flight in the Seminole, and I hadn't figured out yet that more than half the hours I would spend in Seminoles would be with one either simulated or actually shut down. Most of my hours before that were in a Mooney M-20E - I found the Seminole a remarkable way to spend twice as much fuel with the same size cabin, going slower, or the same amount of fuel (with one shut down), going a LOT slower while making one leg tired.

It's sad. I'm surprised anyone manged to survive that wreck.

I was never aware of how dicey these low powered light twins were until I started watching this channel. No room for anything but a perfect response from the pilot when you lose an engine at pattern altitude. As noted by someone else on a previous light twin crash report on this channel: A twin engine plane won't get you there twice as fast but it can get you in trouble twice as fast.

Wow. She wasn’t just simulating a single engine scenario, she was in it the whole time.

My maintenance hinky-meter is spiking at this tragic loss. "The last airframe and engine annual was completed the day before the accident"!

Back when I was doing my multi training in a Seneca (PA34-200) we started single engine with reducing one to idle, after some experience with that my instructor introduced actually shutting down so I would understand both the difference, and especially the effect of not getting the dead engine feathered. Of course, all this was happening at a nice safe altitude, until the day the engine wouldn't restart so I was going to get the experience of a real single engine landing. My instructor read the single engine go-around checklist to me twice, making sure I knew what I had to do. He also said, if we have to go around we were going to climb out straight until we got to pattern altitude. It was a warm day, but near sea level, so he also said if it wasn't climbing well he would take over the controls and put it down straight ahead. We would only turn with altitude and reasonable single-engine climb. The landing was anticlimactic - no fuss, no muss.

I'll throw this out and feel free to slam me, but.... When things go to s..t in a light twin while low and slow and you are behind the mental power curve; pull both power levers idle, lower the nose, level wings and pick a spot to touch down without worrying about the gear or flaps.

It has been about 25 years since my multi training in a Seminole. I do remember one thing though. All single engine approaches were complete full stop landings. Only practiced single engine go around at safe altitude. There is to much pressure to get these kids trained and out the door. Pressure from all directions.

I tookoff in a fully loaded Cherokee 6 (260) Rwy 22 at Moorabbin in the late 60s ......short runway and straight over houses. The first flight after the 100 hrly.......they hadn't torqued-up the plugs and I thought that was IT. It was the day i started going grey.

I was a multi engine instructor in an old Apache It was underpowered and had very poor performance in the hot humid air in Miami I don’t know how I survived that time in my youth

Condolences to the family of the flight instructor, and hopes that the student will make a full recovery. I think the NTSB would have the best team ever with Juan Browne and Greg Feith contributing their complete attention to the smallest details.

You gotta keep flying that plane straight ahead into the crash site. When something like this happens, the plane now belongs to the insurance company. Don't try to salvage this kind of thing by doing turns any more than about 30º. So sad.

I got my multi engine rating in the PA-44 at ERAU Prescott (5045' field elevation). We used to say that on a single engine it gave us a chance to choose were we would crash.

Keep your airspeed up at all costs, don't stall and spin. Drill this into your mind, accept you may end up damaging the plane. Your odds of survival will ALWAYS be greater flying the airplane to the ground rather than an inverted nose dive.

I have to say the Seminole is a wonderful training aircraft. Incredibly easy to fly, wonderfully predictable and in the training environment the airplane really speaks to you. Sad story, I'm sure the crew tried to do everything right but when something suddenly surprises you in a critical stage, it can be challenging for sure. RIP.

My multi training was in a '56 PA-23-150 Apache. A forgivable old cow on landing but a handful to fly on one engine.

Flying light twins is no joke.

I did my multi engine training at Embry-Riddle Prescott in the Seminol. It is a underpowered multi trainer especially in a high density altitude environment like Prescott Arizona!! I always planned to land straight ahead wheels up in an emergency. This aircraft is easy provided you have good skills. This instructor made the wrong choice attempting a return to the runway. ERAU 80 CFIA&I ret.

Juan you do a great job of giving the facts without being critical of pilots but use what happen as a lesson to other pilots.

I await further investigation to see what they find in the maintenance records and procedures. You described some troubling findings.

Annual performed on 3/29, accident occurred 3/30. Hmmm 🤔.

This accident is of special interest for me, as the student pilot is a friend of my sister in law and her husband (a retired airline captain). He is a mentor for the student pilot. We are thankful the young man survived and wish him a speedy recovery. My condolences go to the family of the instructor. An engine failure on short final is very demanding, especially in a light twin like this. It is also worth to note that VMCA in this aircraft is very close to the stall speed. Aircraft weight and density altitude determine what will happen first. It will be easy to say, as an afterthought, that they should have landed straight ahead. But considering the plan was to turn right during the simulated go-around (they were on a VFR flight), and the startle effect they experienced, it is understandable that they started on the turn as a part of the planned procedure. This put them in a very difficult position for landing. Hopefully, this accident will lead to a better understanding of the risk factors involved in flight training in light twins, and that the instructors from now on make a mental plan of how to act if this scenario should happen to them.

I said it before ...and I'll say it again. I am lucky to have survived training in ...and instructing in, a seminole. Looking back , I never knew how close to death I was ....yikes

My personal rule is if the bank angle exceeds 45 degrees (one engine out) close both throttles, land straight ahead. With Vmca roll it’s out of control parameters and you have to get it back.

The classic impossible turn followed by the almost inevitable stall spin.

IIRC from my days doing ME instruction in the Seminole, we simulated a feathered prop's zero thrust with about ~15 inches of manifold pressure, as an engine running at idle would have the prop blades at flat pitch, increasing drag. Unsure if it was part of the accident chain, but certainly didn't help the situation. IMO the Seminole was a great Part 23 twin trainer, as it clearly demonstrated that having two engines does not guarantee the ability to fly out of an engine failure.

I fly out of KFPR regularly. This flight school has lost a few airplanes to carb ice. My guess is they don’t think about it correctly since they’re in sunny Florida. The problem is the crazy high humidity here. Just my $0.02.

Seems Lately, many pilot Training accidents involve very Young FI's that Couldn't have much personal flying Experience....Things seemed Safer when older, more seat time, Experienced flight instructors was the norm.....

The report said the engine failure was simulated by setting the throttle to idle position. I've given instruction in several multi-engine aircraft (recip and turbine) and an engine failure was simulated by setting the throttle to a zero thrust condition that simulated a feathered propeller . Setting the throttle to idle position causes too much drag, especially in light multi-engine aircraft. I trained for my multi-engine rating in a Piper Apache and the drag of an engine at idle resulted in negative performance. In this case an engine at idle, an unfeathered propeller and an extended landing gear is just too many performance degradation factors.

Sounds like the throttle was working fine though damaged, however when they reefed on it to initiate the go-around/come out of the simulated 1 engine it finally stripped out

Was watching a horrible story that happened just a couple of days ago, a medivac single engine aircraft carrying 1 pilot, a nurse, the patient & family members, 14min into the flight it came down there were no survivors. The video was about when to say no, flying conditions are to bad. Conditions were bad the pilot had trouble finding the correct turn to the runway because of snow, ATC also said there is moderate turbulence. Very sad set of circumstances.

Got my multi plus the check ride in a Seminole. I remember my instructor being very cautious on stalls and single engine-out practice.

Sounds like the company that did the recent engine overhaul and also the mechanic that missed the wear on the throttle linkage in the April annual may all be in trouble.

It breaks my heart when I hear about poor maintenance that probably caused a clearly avoidable accident.

I did my twin endorsement in the Seminole. I would get engine out after take off and it maintained single engine best rate of climb speed no problem. However I never did single engine landing. I'm bit puzzled by the spark plugs gaps. You would think the engines would run rough during pre-takeoff run up.

That the student survived is beyond belief !!!. I did my ratings in the BE55 which had sufficient power to make me comfortable but I always felt that the more 'affordable' twins were a bit too marginal.for my liking.

Thanks blanco. You should do a video on light twin operation and the pitfalls. You certainly have a way of explaining things so I understand.

As an MEI, I'm very fortunate to have had my DPE provide instruction, once I'd completed all requirements of the check-ride. His drilling in of rudder blocking, and even hands over the throttles during simulated engine failures, and course, never turning into a dead engine, ... have saved me from the understandable and possible acts of an inexperienced student a few times. Heartbreaking - RIP Classic turn into the dead engine yielding tragedy.

Sounds like a combination of holes in the swiss cheese all lined up perfectly. I would not be comfortable not knowing who had done the maintenance of any engine my life depended on in a general aviation plane.

Another top number report mate ,sad about the loss of the instructor pilot .take care safe flights,👋👋🙏🙏👍🇦🇺

regardless of maintenance issues, don't you keep nose down and wings level to get speed up before doing a bunch of turns with a dirty (gear / flaps etc) plane if on one engine or low on power/speed.

Thanks again for the insight. So many twin training fatal accidents in the last few months.

Thanx Juan for the update! As a pilot and or flight instructor , you always have to plan for the worst and hope for the best ! I used to harp on this topic with my students and copilots and some of them would say ,I was a doom and gloom guy ! Flying is a beautiful experience but we’re really Not supposed to be there !Always keep in mind it can easily kill you .And when you think about it all the time while flying it takes a lot of the fun out of it ! Hopefully the loved ones here can cope with their loss ! (True Safety Is No Accident)

Thanks for doing these, Juan!

It's especially bad when it happens in the training environment. RIP Hope the student uses his new second chance wisely.

Juan - just love you channel & reports - although, some sad - However, we always learn from them. That said - looking at the picture - how the student pilot survived is amazing... Best

Thank you for taking the video suggestion Juan, always great to hear your perspective!

Thank you very much for the Update! My Condolences to the Families and Friends of the Flight Instructor. Another really sad Story.

I’m still amazed at this video and then reading the comments that there’s almost nobody commenting or even asking or telling whether or not any of the propellers were found in the feathered position! It sure appears I’m the only one catching this! They wouldn’t stand a chance at making it if they were trying to fly with one windmilling.

During my training on C421s and PA31s the instructor would pull the mixture just on reaching minimum descent altitude. At least it demonstrated a realistic asymmetric thrust condition since the engine would more or less feather.

Even as a non pilot I know not to turn into the dead engine and it is amazing how many experienced pilots make that mistake. Such a shame that someone loses their life for something that basic. Thanks so much for the update Juan.

Juan, I sense your frustration over our current instruction crew. My first instructor was a grumpy Major flying KC-135’s. After 42 years of flying I retired without accidents or violations. Our instructors are like some of my F.O.’s. They don’t know what they don’t know. I wouldn’t let them fly as Captain until they could pass the test. The test was I had to be able to sleep at night if I dispatched them as Captain. Condolences to the family of the lost instructor.

🦘🇦🇺Thank you Juan for the concise clarity of the issue. It really helps avionic understanding ✈️ 🙏

I have almost 500 hrs in the Seminole as both a student and CFIMEI . What is not mentioned here is, if they were on an elongated simulated single engine flight, if they " cleared " the simulated dead engine before attempting the approach. This is done at the base leg, or about 1500' AGL , to make sure your simulated dead engine is still responsive. You don't wait until MDA to find out. It's always best to find out if your " simulated single engine approach " is indeed simulated.........or the real thing, before you get to MDA.

Mixture was between full rich and idle cutoff. Sounds like they were still leaning from being at 5000 and never went full rich when coming back into the pattern, which would result in reduced power when going full throttle at the lower altitude.

I’m just starting multi training in a BE76-180 so… I’ll definitely keep this in mind

This is so informative! Great job, fantastic reporting!🌻🌼🐝 Keep it up 🙌

Thankyou for another great post and very well presented as we have all come to expect from yourself. Thankyou.

I never use Champion plugs in ANYTHING as a result of 55 years of engine experience.

Great video, Juan! I love learning about aviation from you and Dan Gryder. Even though I am not a pilot, I enjoy learning about all the practices, principles and rules involved, including DO NOT TURN INTO THE BAD ENGINE!! Whether it's this light twin or a B-17 commemorative flight, the "rule" applies equally and mercilessly.

Great video Juan. We continue to see light twin accidents. We appreciate all you do and use your videos in our light twin training. This is the most dangerous phase of pilot training for sure. We agree with you 100% on know the limitations and stick to them. Do not try to be a hero and save the plane. Pull the throttles and glide to the ground without the turning tendencies and rely on your engine (one or two) out landing training to fly the plane to the safest point ahead to walk away.

I was fortunate in my Navy career to have King Airs for the twin training. If I won the lottery I would purchase one this afternoon. Rest in peace those that were lost. Greg Moore, New Zealand.

A spark plug with no gap points towards dynamic re-gapping, i.e. the piston has hit the plug.

Thanks, it would be interesting to know how many casualties arise from training for single engine go around, vs the number that occur due to actual failures.

Thanks sir. Another example of a tragic/preventable accident we can ALL learn from.

Thank you Juan

Thank you Juan.

Many general aviation mechanics in Florida don't even make $20 per hour. How can you get a qualified and educated A&P to work for that?

Great job as usual. Thank you.

There is a Seminole circling above my city always at night and I have heard it up there in some pretty rough weather.

Might be a good idea to add a calculation of single-engine rate of climb to the preflight briefing. Based on weight, CG, and density altitude it would allow the instructor and student to decide if a single-engine go-around is possible under current conditions while still safely on the ground; if not, cancel the flight or go do some other maneuvers.

Thanks for all the light twin details, warnings and recommendations. When I get to multi training I’ll know how to quiz my instructor

Great report. Great man. Thank you Juan.

I haven’t flown a Seminole in a long time but I remember in training if all else fails. Your last resort is to pull both the throttles and fly it in level to the crash site.

Howdy sir, would you be able to do a video on The N1125A crash in Virginia? It happened around the time all the United flights had issues. You may be planning on a video when the final report comes out, but I would love to have your perspective on this accident. Thanks and I really appreciate the work you do! 🙌🏻

l always hated being the first pilot to fly a plane immediately after an annual or 100 hr inspection. Lots of horror stories, including engine failure over the runway once. RIP to the instructor, and may the student find comfort. That had to be traumatic!

It seems like when things go wrong, it's always worse in a twin that it is and a single engine. I see so many reports on twin engine crashes that it makes me think that a single engine aircraft is much preferable and safer.

👍🙂 Thank you Juan.

Simulated zero thrust is a specific RPM (looks like it's 2180 in the Seminole). Idle would produce more drag than a feathered non spinning prop. We did the same thing when I got my multi many years ago in a Duchess. I live very close to an airport with a very high amount of training aircraft, with several Seminoles that fly traffic patterns almost all day long, and it's a bit concerning. They're noisy too. And the engines sputter every now and then.

I was lucky to have a master train me Multi.. There was no simulation. We drilled engine off full feather and did a couple of dozen single engine landings and even a single engine approach/landing under the hood. RIP

Good analysis as usual Juan. Interesting conflict in either perception or reality of the rated private pilot multi-student, stating there was no engine power from either side on the 'GO' and the instructor pilot, she reported to tower OEI.

The NTSB report page at 8mins said the last annual inspection was the day before the accident flight. Worth checking if work was done on the throttle linkage during preparation for the inspection. And why the inspection didn't find the loose linkage connection and maybe add that to future inspections.

Did you hear about this one According to Luedtke’s letter, a wing tip from a Piper PA-44 Seminole aircraft with tail number N302VM was found at the training academy at 8751 Snouffer School Road in Gaithersburg. The plane had just taken off from the Montgomery County Airpark in Gaithersburg. NBC4 first reported about the incident.

Would an annual not include checking the throttle linkages? 🤔 Thanks for what you do, Juan.

Thanks for sharing

Having time in a Geronimo, if you have ANY ISSUES either practice or not and at an airport that is at 5000 feet you really have to be on your game to do anything other than stick it on the ground straight ahead….it becomes VERY SPORTY to deal with. At seal level you might have some options but i would guess very few.

Thank you.

Amazing anyone made it out of that.

19 and 22 practicing SE go-arounds in a twin.....

A old "rule of thumb" is a tire/wheel assembly extended has as much drag as the entire wing on same side..

thank you

Simulated single-engine is not throttle idle. That gives you drag from that idling prop. I don’t remember the setting for “zero thrust” on the Seminole.

Damn... the impossible turn strikes again.

Whenever I fly, whether as a passenger or pilot in a General Aviation format aircraft, I always check the maintenance records of the aircraft. If maintenance was recently done, I feel safe to fly alone, but I never fly with passengers, and always stick to simple patterns before an extended flight.

So they were expecting full power from both engines, but the throttle linkage for the right engine was boogered. So when both throttles went up and nothing happened the left engine, running normal, didn't have enough power to climb without retracting flaps and gear which was left down so they could return to the runway. No one expects the Spanish Inquisition. WOW

Power up, clean up, and in the event of a real or truly-simulated engine failure, Identify, verify, feather, MUST be done strictly in that order while maintaining Vxse or Vyse while being alert to Vmc speed. With only two souls on board assuming well-below max gross, these and many other light twins WILL be able to eek out a small climb rate but everything must be done correctly using discipline and patience (patience in allowing the a/c to aerodynamically transition to the changed configuration, if that makes sense). But of course, high and/or hot and all bets are off. Unfortunately, to become a true master of this type of precision flying (becoming a “good stick”) requires a higher level of training risk.

Thanks!

thanks