For his heroic actions in avoiding what could have been a devastating catastrophe he was awarded the keys to the city by the simulated mayor of Fort Worth.
I was trying to understand how they possibly managed to break a PT6 engine, those things are notoriously indestructible. Then I saw the description saying it's a simulator, that explains it. So realistic I'd not even questioned it (aside from the possibility of a PT6 failing), though I did notice the ground appeared oddly flat at times. Even if it was a simulation, have to give credit to this pilot, that was a great job, and if for some reason he had to land a PC12 engine out (say if Chuck Norris threw a Nokia 3310 at the engine) I'd have good confidence in him.
As a newly-minted CFI, I had a student bust a private pilot checkride because I may have emphasizef "aviate, navigate, communicate -- in that order!" a little too aggressively. In his checkride, he aviated, then navigated, but didn't bother to communicate in a simulated engine failure. He passed on his retest, though :)
@@RelativeWind It is more than likely that the pilot expected something to happen. You do not book a simulator of that calibre to fly a leisurely local circuit. You are in there for a purpose. He was probably not explicitly told what exactly is going to happen, but not expecting abnormal situations would disqualify him right away for lack of intelligence.
That’s a really good simulator. I didn’t know until they landed.. before long there’s going to be virtual reality simulators, it’ll drastically reduce costs and make professional sim time available to private pilots without breaking the bank.
@@jaydouglas8845 Then you must live on a different planet. Especially when he's sitting on the runway at the start, it definitely is very realistic looking (for those of us who live on planet earth, at least).
They do however fail. I'd witnessed a PC-12 dead stick into St. Augustine about 15 years ago and it was just a non-event. I don't remember how far his glide was, but it was impressive.
There's actually been a number of variant of the pt6 engines failing, Several Caravans have gone done in recent history.Chinese knock off compressor disks made from recycled pop cans I bet is the culprit.
Reliable PT-6? I had 4 failures of these engines in 2 years on Ag.Ops. in Malaysia. Most of them were "on condition" ie. time-expired, yup unscrupulous penny pinching Ag operators. 1 was a catastrophic compressor turbine failure, a spectacular scream with flames both sides back to the cockpit, late in the takeoff run resulting in a crash off the end of the strip. Got sacked for that, thanks Bob McCabe. Another was a fuel control unit failure, total flameout, but early in the takeoff run, so rolled to a stop. Another was a serious loss of power due to another turbine failure, but had sufficient power remaining to limp to a strip. 4th one was a failure of a ferry fuel system, resulting in a flameout at 12,000 ft, over Borneo jungle. I glided down expecting a splashdown in a river, but finally managed to get it relit only 300 fr before splashdown. P n W reliable engines?? yup, if they're overhauled on time!!!! I should add that the screaming turbine failure happened on the 125th flight of the day!! After all that work for the boss, still got sacked cos he thought Id crashed overloaded, even though the Auto feathered prop proved otherwise.
Amazing job on this crew. Engine completed stops and they don't have any panic on their faces. He calmly turns back to airport and glides safely to the ground. Impressive
Yes. Because they were briefed as to what was happening, and the Sim instructor (knowingly) kills the engine within (known) glide range of the Airfield.
I went through AF pilot training in 2010. There was an issue with the PT6A having a "prop sleeve touchdown" which caused very rapid engine failure. I guess they've solved the problem since then, but it happens.
The pilot would probably be equally calm in oder to save his and all other‘s ass. That is what you train for: to be laser focused on the task. From the moment of take-off you forget you are in a sim. It feels totally real. You are flooded with Adrenalin and after landing even in the simulator you start shaking when it wears off, and you are drenched in sweat
Well done. I had no idea the PC-12 was a 16:1 Glide ratio. Seems like you would have had just enough altitude. In a real world adding 10 seconds before turning back, do you think it would have been possible?
@@dennisyoung4631 Wrong. Most S.T.O.L.s have terrible aerodynamics and have a glide ratio similar to a brick. They can fly very slow, but the glide angle is very steep.
@@igiveuponhumanity9238 Yeah because the comment "fire fire fire fire fire (with a European accent)" is absolutely hilarious... Trust me if this wasn't a sim i wouldn't make such a lighthearted comment
Evan Forst Oh, ok. I'll trust you. Wow that's so veiled and mysterious. I won't be able to sleep. I wonde.... zzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzzz
20 or so years ago I was flying a different airplane. A real airplane, not a sim, by myself, and had a sudden and complete engine failure with a brand new engine. Something like 3 hours ground time on it. I was going to do the first flight. It was after takeoff when i pulled power back. When i pulled power back to max continuous, nothing. Quiet. No warning lights no nothing. The engine stopped spinning and I became a glider pilot. Immediately the training kicked in. Fortunately i had been climbing hard but still barely had enough altitude to complete the "impossible turn" back to the runway. I informed the tower what happened and what i was doing then shut everything off except master. I still needed flaps, then flew the airplane back to the runway. Once the airplane was configured, all electrics off, throttle and fuel off, and prepare to get out. I touched down 5 feet onto the blacktop. Barely made it but for the grace of God. The adrenaline and shakes didn't kick in until about 20 minutes later. Then i was a wreck for a little while knowing how close i came to making my wife a widow. I responded to the emergeny by the book and because of all the training and drilling into me the emergency procedures. I didnt even think about it..I just did it. Training works. Remember though, anyone with more than 5 hours knows the assumed risk. And, it really is rare. But, train, train, train. It will save your life. I am here today because my instructor was an ass and worked me hard. Thank you Capt. Fulton USAF. It turned out to be a small piece of fod in the fuel line that dislodged when i pulled the throttle back. It plugged a small sensors orfice and shut the engine down. It took about a week and many ground runs for the tech rep to find it. That engine flew for many hours after that and was still in it when we transferred the airplane out a year or so later.
Fun fact...Pilatus SOP for this failure was originally to pick a crash landing location within 30 degrees of the nose of the aircraft until an RCMP pilot performed the emergency landing depicted in this Sim run. Originally it was thought that you could not turn back and land with that little altitude. Another fun fact is the only injury suffered in this landing was a broken foot thanks to some unlucky driving by a fire truck driver.
In real life nobody... again...nobody reacts soooo quickly, no one is expecting this kind of situation. I fly C-130 and when we have a failure the first thing to do is EMERGENCY CHECKLIST. PD: the sim is awesone!
very different in a 4 engine plane bro. in singles & twins (i fly a C-340) we're trained to expect it below 1500' AGL and immediately feather the dead engine in my case and get back to the airport. by far my attention on climbout is waiting for one of my engines to quit, and which finger do i pull the prop back with. it's a 1-2 second decision. Past that, if you're still low, you're going back to the airport or a pre-determined safe landing zone. there are no restart attempts within a couple miles of the airport, unless you climbed like a beast and have plenty of altitude, then you can try to troubleshoot for about 8 seconds, then you're committed to landing.
You know it's a sim session when it's severe clear VMC outside, and the pilots eyes never leave the instruments, waiting for that failure they know is coming....
When I was in high school I had a work placement at an aircraft shop. They had a caravan (N1117G) that the engine failed and it spent 6 weeks at the bottom of lake Erie. It got repaired and flying again.
I thought, "wow, those dudes spent zero time analyzing the situation. Much experience!!!", then read that it was a simulator. Lol now makes sense, they we're expecting it.
The best way of simulating what you're talking about, being ready for it, is to build in a 5-second delay in your reaction time to "simulate" confusion. My company has us go twice a year to this same facility, and that's how we do it, we incorporate a delay.
Bullshit. That is just an Coward CFI Crap. There have been thousands of real safely done Turnbacks to opposite runway in USA lately. I have 2 of those iput down on runway. Short wing Cherokee 700 feet agl. with a 10 knot wind. Taught that to many students. 2 of them did same later on. One of them a twin that could not be able to "Turnaround the airport" on a hot day on one engine if he tried. He did the "Turnback" instead and no accident. He could have killed 2 more and crash over a town if he tried to "Turnaround' instead of The "Turnback to opposite". Enough of Chicken CFI's teaching only Mild Maneuvering crap instead of manly maneuvering.
outwiththem yeah..ok. Im not a FS or Xplane pilot.. I ctually fly the birds. Go ahead and try that 700' uturn at 8A6 (where I've flown) and see how much tree bark you'll eat. U-turns after failure are based upon environment and location, not excluding weight. Your advice might get some inexperienced student killed.
No, I actually saved 4 airplanes last 20 years that made that turnback at congested airports and landed safely. 25 years ago I did mine and saved my cherokee. It works on most airports, if you know it. Show me were you would crash with a total engine fail from 700 agl on PA28-180 on your place. I will show you how not to crash but land back like a real pilot. I fly gliders too. Power Dependant Pilots suck. We do Turnbacks before solo from 200 AGL ONLY.. It takes what I call the 3 C's a pilot should have... Care, Coordination and ....CAJUNS.. Coward CFI"s are the main cause of coward pilots making so many pilot errors and crashing in USA. USA is the easiest country to get all pilots license in the world. But they dont teach you a lot of maneuvers that if not practiced well will kill you. Like Forced landings on take off 4 kinds, Low and windy GRM, go arounds from flare with full flaps and many more. Only Mild Maneuvering will make you a mild pilot.
They perform a snap left hand turn literally as the engine begins spooling down and failing. In reality, this wouldn't be such a quick reaction, the pilots have to determine a definite failure first. There would've been at least a 5 second delay before it was confirmed as a definite engine failure, this is too briefed and too over expected. Needs to be more of a random failure to really train it sufficiently.
It was a training exercise. We do the same thing at Delta coming out of HND (Haneda, Japan) and ditch in Tokyo bay, though one crew member works at getting an engine back, then performs the ditching check list, we're quite busy. Good training as it gives you a true hint of real world possibilities.
Years ago, when I learned to fly, we were taught to NEVER try to turn back to an airfield if we had an engine failure on take off - it was a good way to go into the ground! Also, why didn't the guy try to restart his engine??? Even though it's a simulator, you should practice to do it right!
Fred Ferd it's a free air turbine. If it stops this quick there is no damn reason to even contemplate a restart. Whip it around and throw in a few degrees of flaps and plant it on the runway. Fuck the airplane just get it on the ground.
Hi Carl I'm sorry! I'm so bloody out of date, that I thought they were flying behind a reciprocating engine. I agree with you about the engine (I'll admit it, I AM slow), but I still don't think turning around is a good idea.
TRUE STORY - in the mid 1960's, rumors were making the rounds that a young man with a student pilot's permit (not a license) was taking sky divers up in a Cessna 182, a sky diving plane without doors. This was happening at Lake Elsinore, California, a popular sky diving area near March Air Force Base. It was a hot summer day, and a very tired, irritable, overworked FAA field man was assigned to investigate. He went out to the Lake Elsinore Airport and watched. Sure enough, a young punk kid gets into the driver's seat of a Cessna 182, which had no doors, followed by a stick of three sky divers. He takes off. A little while later, he comes back alone, lands and parks the airplane. The FAA guy goes up and demands to see his pilot's license. The kid produces a student ticket. The FAA guy says he's going to ground him, fine him, and do all sorts of horrible administrative stuff - you know, evil stuff that the federal government can do when they truly want to mess with you. But the kid says, no, and says he's legal. It turns out that when he went up, the two guys in the back seat jumped first. The guy in the right seat is his Certified Flight Instructor, a CFI, and with him on board, he's legal. The instructor then says, "Your flying STINKS! I'm getting out of here!" and then he bails out, and the kid's flying solo - still legal. The kid was off the hook, but the FAA was NOT amused!
True, don't turn back .. under 1000' agl. I can't read the altimeter but the engine failed at 49 secs, they could have reached 1000', but that is dicy and called the 'impossible turn' for a reason. Also where is the checklist and communication? I didn't see a visible attempt to reach best glide but on climb out best glide is close to Vy so he maybe trimmed there already.
Most engine outs occur on takeoff when you DON'T have enough altitude for a turnaround to the airfield. Most attempts at turning back to an airfield result in a fatal spin. Generally, unless you have significant altitude you should be looking for a flat place to glide to a crash like Sully did. Better to glide to a crash rather than spin in.
A lot depends on pilot technique, for me and my Cessna 182 anything over 800 feet AGL I can make it back to the airport safely. It's good to practice this maneuver from a safe altitude!
The best turboprop airplane out there, hands down one of the easiest and more reliable airplanes that I flew. Maybe from the engineer / MX perspective, but as a pilot, this airplane is AWESOME.
Just yesterday a Pilatus PC-12 crashed in Italy a few minutes after taking off from Milan Linate airport. All eight people onboard, including a baby, died.
700’ agl after takeoff you can make the turn back and land on same runway you departed on. Pilatus makes a great airplane. You do this every recurrent training. Good job captain!
