STUDENT PILOT CRASHES into Hangar FLIGHT INSTRUCTOR REACTS/gives tips avoid crashing your airplane 

how he got signed off to go solo baffles me. he clearly had no grasp of how an airplane actually works/flys.

Indeed, a lot of bad instincts, or one might say no instincts. I would not want to be his instructor.

@@thomasgreen7517 with the bill he has to pay for that accident - I doubt he'll be flying anytime soon.

This guy was using the yoke like a steering wheel. Is that because he was poorly trained or because when he suddenly found himself in a bad situation his brain turned off and his instincts learned from years of driving cars took over? When presented with a life and death situation some people panic and no amount of training will overcome their fear where others remain calm and use their knowledge to work the problem. A simulated engine out is just that a simulation. With a CFI sitting in the seat beside you its not a life and death situation, you know the CFI will take over if you mess up. No CFI can be 100% sure their student will follow their training in a real life and death situation because putting their student in a real life and death situation would be irresponsible. Just look to the pilots who have thousands of hours and stall their airplane when they have an engine out. Is it because they never learned that airspeed is important in those thousands of hours or because they panicked and found themselves incapable of utilizing their training and knowledge?

@@ulbuilder All fair criticisms and questions. Many high time pilots do not practice stalls, and even less so turning stalls. Few pilots practice turning stalls, which is how most stall/spin accidents tend to happen. On one of my own very first flight lessons (2nd or 3rd flight), as I was leaving the parking lot in my car, I tried to steer with the pedals and stepped on the gas hard. I pulled off the edge of the road and took a moment to remind myself I was in a car and what the controls did. After that I never had a problem keeping them separate. Not sure what others experienced, if anything. But this student failed to use the rudder properly on landing to begin with, then proceeded to stomp on the rudder like the Hulk, and jammed the throttle full forward in a clear attempt to fly again rather than understand that the plane would stop sliding and rolling eventually, same as Any car. To me that alone was already unacceptable behavior, and would result in me doing some serious retraining of the student. But then he followed that up with careening out of control across teh entire airport while yanking back hard on teh yoke desperate to make it fly again as if he could just will it to happen. This more so to me speaks to the absolute lack of understanding. He clearly has not been paying attention one bit in any of his lessons about how long it takes to accelerate under good conditions. Yanking the yoke full aft? Who taught him to do that? I can understand the panicked instinctive response at this point to just crank the yoke to the right. But every decision he made was wrong, and some were egregious in my opinion even considering instinctive car knowledge. He was on the ground, he should not have applied power. Clearly wasn't taught good decision making nor understood the purpose of a go around, making him unfit to solo. Instructors need to take care to test their students in xwinds, and less than perfect conditions and situations to ensure their students are reacting properly, and demonstrating an understanding of how to handle the plane should something go wrong. It's been my experience that something unexpected or unanticipated will ALWAYS occur on a person's first solo (if only just an unusual traffic situation in the pattern). They need to be able to adapt, not merely fly the plane. They don't need to be perfect, but they have to be able to handle teh situation and fall back on the fundamentals (roll, pitch, yaw, and throttle, keep your airspeed, and don't rush or force things, take a moment to circle or just fly the pattern if necessary while thinking through it, willing to abort a bad landing early). A common situation for many is ballooning or rounding out too high or too aggressively, never having flown the plane so light before, and being surprised by that. Perhaps a few lessons flown light on fuel prior to solo, followed by flying the solo with a little extra fuel (to account for the CFI) to make the first flight a little less surprising in that regard. No matter what, I question this student's readiness to fly that day, and of the CFI's ability to teach and or judge the students' readiness.

61.87 Nooooovember

What do you mean the CFI turned the young man loose in an airplane all by himself? It seems like the CFI was right there in the airplane with him.

@@MyNathanking the video I watched did not show anyone in the right seat. Did you see it differently?

@@easttexan2933 I can’t decide if he was being sarcastic or just trolling.

@@easttexan2933 I admit that I am confused about this video. At the very beginning of the video, when the plane crashes into the hanger, I thought that that was the flight instructor yelling as the student crashed into the hanger.

Yep he should have been going to idle at that point.

I bought my plane before I passed best thing you can do the best thing you can do fly that plane all the time when V F R keep you on the ground when weather is bad hey I can go up tomorrow don't have to fly everyday

I've been wanting to do this when I finally decide to start training.

Winnipeg???? Saskatoon!!

​@@doubleitpgot mine in Wetaskiwin lol

It really depends on the situation. Did you bounce the nose wheel hard to cause the shimmy

@@gringoloco8576 No, smooth as butter landing. It was just getting really loose in the linkage. At that point anything can start the oscillation. They rebuilt the nose assembly afterwards.

Hmm, wondering if there might be a cracked bracket that holds the oleo strut in place that’s causing the shimmering. I’ve experienced the same. Good on ya for keeping it on the ground. Your CFI might’ve been trying to see if you articulated your reasoning for staying on the ground instead of criticizing your decision. Anyway, keep up the flying!

Going around would have been a poor decision. Lowering the impact energy is the best plan. Your aircraft kept shimmering because the aircraft had a nosewheel linkage fault. It takes very little to get a front wheel to start oscillating and a loose linkage causing the nosewheel to flop sideways back and forth a few times will easily start it under conditions that are encountered when landing.

Avalanchas se llamaban ?

Absolutely

That would have been a much better instinct. If you're going off the runway and you don't think you can save it with the rudder, go power idle and brake. Slower speed is much better than more speed.

Another GREAT video and reminder of the basics for all light GA pilots, student or long-time!

I’m sorry, but some things are really just COMMON SENSE!! Does not excuse, being a “new” or student pilot. As you correctly said, basic common sense in this case would have been to pull the power out and STOP. You don’t attempt a go around in the insane situation he was in!! Stopping in the grass, or in the worst case, even a “mild” rollover is not the end of the world. The choice to go around could have resulted in a far worse outcome, including a fatal one! You can’t possibly TEACH everything in aviation. There are an infinite number of variables and the resulting situations that may arise! That is why you are “pilot-in-command” when you get your wings, and are expected to make a “reasoned” and “thoughtful” decision for the safety of the flight!

@@747-pilot Common sense doesn't mean anything when you're thrown into a new situation that you've never experience before. Rigorous and recurrent training is the only solution.

@@747-pilot Very easy for you to be typing this especially in hindsight of the video. I think you've misunderstood what they were trying to say. They're basically saying that it seems obvious what the correct actions are when looking at other people's mistakes but whenever we are put in those situations no one knows what could happen. In this case, it would be pretty unlikely that a proficient pilot makes so many mistakes that the guy in the video did, but it still doesn't mean we know everything or that we aren't going to make mistakes.

If you're learning something and someone says something you don't understand, but pretend you do or ignore it, you can't then blame the person giving information. Take some responsibility for your learning, which involves dropping a lot of ego. Granted...some instructors (of anything) are just outstanding or meant to do it. It's still on us to ask questions.

The irony is that the pull saved his life. Had he not done that - the aircraft would have become airborn and crashed into the roof of that hangar, lights out.

Private pilot here, it is even more obvious in a real aircraft, you kinda feel it and you just do it by muscle memory. This student pilot had bad habits that became his muscle memory, he probably doesn’t understand the controls that well or uses with ailerons when taxying and his instructor never noticed or something like that

only a bit? I'm a student rn and I could never imagine my instructor allowing me to do this after a 90-day break!

Sorry I'm not a pilot: what is a "stoke"? (first time I see that word as a part of an airplane)

@@marcelob.5300 Guess it's a typo and "yoke" was meant instead.

@@marccreal thanks. I thought something alike but as the rest of the long comment is all free of typos I suspected of my knowledge!

@@marcelob.5300 It was NOT a typo. This is unique control on the Cessna 162 that is a combination between a yoke and a stick, like you might see in a Diamond or Cub. Google "Cessna 162 Stoke" on Images.

@@joelleerickson2642 thanks! Never expected youtube comments to be educational, but I learned something today.

I do a version of that with my students on crosswind days. I have them fly the length of the runway at about 10-15 feet and 80 Kts (power on of course). The goal is to maintain runway centerline. In the air, aileron controls runway drift (aileron into the wind), and rudder is used to keep the nose tracking straight down the runway (I do not let them practice this solo). Then I have them do an actual landing, emphasizing that once you touch down, aileron into the wind to keep the upwind wing down (and minimize drift) and RUDDER to maintain runway alignment. Rudder on the ground! I also limit my initial solo students to a five knot crosswind, then gradually increase that restriction as they gain more experience and proficiency. I know that is conservative, but baby steps. That means sometimes they do not get to go solo, but I always tell them “it is better to be on the ground wishing you are in the air than to be in the air wishing you were on the ground.” I read in one comment that the crosswind that day was 15-20 kts. If that was true, letting this guy solo that day was crazy given his level of proficiency. Just my humble opinion.

Very good thing to know, glad it turned out alright. I’m about to solo cross country for the first time in not very long, and always had the wonder of how I’d have to react if a tire blew. How much right rudder and brakes did you roughy have to use. Trying to get a mental picture just in case it ever happens to me.

@@susieq8684 full rudder to the floor and just barely kept on runway. If it has blown right on landing definitely would have been in the grass

the term was he "survived" we don't know what his condition is going forward...

Could you tell your sim days helped you through flight training? I'm 28, about to start flight training and I have been flying flight sim x since i was a young teen when it came out, as well as x-plane and some other smaller sims. Due to previous medical and life choices I am just now pursuing my ppl. I'm Very confident and excited. I know I have tons to learn. Just curious if you could really tell the sim made a difference for you? I've flown with friends in 172 rentals and it all felt very familiar.

@@haber1259 I personally had a major issue switching to rudder pedals in the sim from a twist-joystick. If someone has any intention to get behind the controls of an IRL airplane I would strongly suggest to NEVER use a twist-joystick. I had the hardest time breaking that habit and learning rudder pedal instincts. My two cents is you will be much much better off after hundreds of hours in the sim using the rudder pedals. I make a point to practice things in the sim that enforce good rudder habits: Power on stalls, spin recovery, centerline control (the same from left edge to right edge and then back to centerline thing he talks about in the video), cross-wind corrections, etc. The SWS Kodiak for MSFS 2020 will, pardon the turn of phrase, make you it's bitch regarding proper rudder inputs. I highly suggest it

@@haber1259 it definitely helped. I started back with flight sim 2004, and then X, then x plane 10 and 11, now flightsim 2020. My first lesson, I already roughly knew how to fit and control the plane. Of course, rudder pedals in real life are much stiffer than sim ones, but the hand eye coordination will already be there. I got my PPL in September last year. Have fun with yours and keep at it!

@@cameronwick I agree. I always practiced with a cheap saitek yoke, and controls similar to GA aircraft, including Cessna-like throttle, yoke, the Thrustmaster rudder, and Logitech switch panel. I’ve also been flying in VR lately and it’s bad ass.

My instructor always enforced the need to be active on the rudders throughtout the entire landing process. On my solo consolidation returning from the General Practise Area one windy afternoon the craft veered off to the left of the runway, I did a late go around barely inches from trimming the lawn. Scared the living daylights out of me. It was from that point that I really understood the importance of rudder control and centreline descipline on landings. Sometimes it takes such an event to reinforce a lesson or principle.

Not only that by he's going 90 degrees to the runway.

agreed, he had no business soloing

Hey! May I ask what types you have flown? I have experiences with C172s and taildragger aircraft. The C172 has a panel that is so high, that you can not look down the runway during your flare before touchdown. With many taildraggers that is the same. There and only there I look slightly left to get a ground reference. This is what The Finer Points calls the Lindbergh Reference. I find it very helpful and have used it way before I discovered it on this channel.

@@Juhujalp I have flown most Cessna's, singles and twins, Beechcraft singles and twins, Grumman's and then bigger things. I am 6'2" tall so maybe that helps. I have never not been able to see down the centreline. I find it scary to think anyone could not. If you are short get a cushion, lol. To look sideways while landing seems absurd to me.

@@petersmith8134 I am not particularly short. In a Cessna I can get that some taller folks could look over the panel, but with many taildraggers you will not be able to. And just to clarify I am only talking about the flare. But I can totally get that someone could go about their entire aviation career without ever having to use the Lindbergh Reference. Maybe get a checkout in a taildragger with bad front visibility, if you are interested in experiencing it. (A Stearman should do it)

@@Juhujalp I flew a Maule and a 185 back in the late 70's and early 80's in New Zealand but it was so long ago I forget how I got them on the ground. Pure luck maybe. I certainly had to look sideways but never with a tricycle undercarriage. Could you imaging landing a 172 with a 15 knot x-wind using the Lindbergh? Frightening!!!

@@petersmith8134 With the crosswind you are slipping in the flare anyways so you can easily see the ground ahead looking slightly towards the crosswind direction. It has never bothered me.

That flight school running out of planes.