Excellent example of good cockpit resource management. Been flying since '02 and I have not met many pilots who consider their passengers as valuable crew members. Great job. Clicked subscribe.
Thanks! I used to only think about cloud ceiling and visibility for an emergency return, but this flight showed me a discrepancy between my comfort level taking off and landing in high winds that I wasn't aware of before.
Thought I recognized that tail number haha! I used to work at the oairport where it was hangered at KGFL. even have a few hours logged in it when Larry gave me a lift! Awesome to see we flew the same beautiful bird!
I had this happen in my grandfather’s Cessna 182 while I was a student pilot on a flight lesson. Someone at the McDonnell Douglas helicopter plant next to the airport spotted the trail of fuel coming off my right wing and called the tower. I was still climbing upwind when the tower notified me. My instructor confirmed the leak and I brought her right back in. One new O-ring on the gas cap at the FBO, a tank top off and my lesson was back on.
Thanks for sharing this with us. Just brings home how easy this is to happen to anyone and it really helps of your passengers maintain a lookout. Great CRM.
Absolutely, outstanding video. All the phenomenon lessons learned, and all the things that all of us should be thinking about. Thanks for posting, and tell your crew, excellent job! Peace, brother!
Thank you for posting this - videos like these are great case studies that help other pilots learn. Case studies that just end in tragedies tell us how problems can go undetected, but these show us the proper way to act if a problem is detected.
While I was a student pilot 22 years ago, I had something fuel related that was really wild. I had to fuel up the C172 before my flight because the previous student had not topped off before me (and was running late). When I landed after about an hour, I went to go top off, pulled the stepping stool to the wing, went to take off the fuel cap and saw it was sitting right on top of the wing. I had forgotten, in the rush of it all, to place the cap back on. How it could have possibly stayed on top of the wing during the flight escapes me to this day.
Where I fly we get wind like this regularly. The most I ever landed in was during commercial training, it was 310 39 G 47 on runway 29. To sweeten the deal it was at midnight after a 4 hour XC.
@@joshmc He did have an algorithm to recognize something wrong and even reported it in a nice manner waiting for communications to pause, I would have freaked out alot more to definitely get your attention right away, and that is why I'm amazed at his reserve yet professional approach to letting you know the plane leaking fuel.
Been there! took off in my bonanza and fuel was streaming out of the right main cap. Same issue. Loose adjustment caused fuel to siphon past the outer seal. Good job. Fly the plane.
As a former controller, just know when you mentioned an issue with fuel every controller in that tower was watching your landing. They might have even called the fire station to have them perform a runway check after your landing to look for spilled fuel.
good call to scrap the flight till the next day ive always made sure to let my passengers know they are crew so if something smells wierd leaks or feels off let me know as i may not notice it right away as i will be focused on flying the plane
Any landing you can walk away from ..... if this helps... I stopped thinking about the control input for crosswind correction a long time ago. "should have gotten the left wing lower", don't think about that, think " keep the airplane on centerline and airplane centerline axis aligned with the runway centerline. I start with the crab on final and get an idea of the amount of crosswind. Personally I like to transition to cross control about 50 feet agl, I simply turn the aileron into the wind, then keep the airplane aligned with the rudder. Aileron to stay on the centerline, rudder to keep the airplane centerline from turning relative to the runway centerline. Once those inputs are in, keep them then adjust as necessary to keep those two things perfect. Adjust one, you'll need to adjust the other. Once you touch down, keep the aileron in and add more as you slow down. A 20 knot wind 20 degrees off the runway is about 8 knots of crosswind, which is nothing for a 22. With this technique, the only thing you really need to worry about is if you need so much aileron that you run out of rudder and can't keep the plane parallel to the runway centerline, you need to go around and find a better runway.
This reminds me of something I want to do, but never seem to do: which is consider myself to be coming in for a go around, and only if everything is perfect, will I allow the plane to land. I don't know how to get into that habit.
I want to build in some kind of verbalization like "I can always go around." In this instance, I also had a sense of urgency to be on the ground -- not emergency-level but still notable -- because of the leak. But it did not change the risk balance of a go-around. A real emergency situation might be different.
I think the best response is, "I spilled some fuel on that side, but keep an eye on it and let me know if it continues." Never dismiss anything. Try to verify all assumptions.
Nice. Very good lessons. I'm in the Caribbean and back in the late 80's we would travel back and forth to Puerto Rico like it was a regularly scheduled bus service. Those were the days. Anyway, on one trip, a full flight, my aunt looked out the window and noticed the ocean was getting closer and closer. Minutes later, she couldn't ignore how closer they were getting and called the flight attendant over, pointed out the window and asked, "is that normal??" Hmm, she said the flight attendants face literally turned ghost white, as she gasped out, "Oh my God!!" and took off running to the cockpit! She said in seconds, the engines came to life, like they were screaming out load... The fasten seat belt sign sang out twice in quick succession, conversations stopped, and the entire cabin was taken over by an eerie silence at that moment as the cabin angled up sharply, and was shaking on ascent. People were praying including my aunt. She said the rest of the flight was mostly silent with quiet whispers and no one said a word. Nothing was ever said about that flight, and no one said anything when disembarking either. My aunt and the Cabin crew, Pilots as well became good family friends after that incident and for a while there she got ID100 tickets to Puerto Rico when she wanted.
I like the conclusions you came up with, especially not to take off in conditions you are not ready to land in and thinking "I'm going somewhere else where it is much friendlier" because ... you might not 👍
That really didn’t occur to me because I was already talking directly to ATC without issue. I’d use pan-pan if the frequency were more congested and I needed priority, I think.
Something similar once happened to me. I must have not put the fuel cap on properly because shortly after takeoff, tower called to say I had fuel coming out of my wing. I don't think they used the word "geyser" but that's what it was. All that negative pressure on the top of the wing does a great job of sucking fuel out in a hurry! In the time it took me to fly a pattern and come back to land, I think we lost 20 gallons of fuel. Tower called out the ARFF trucks to follow me down the runway, which just added to my embarrassment, but better safe than sorry, I suppose. The fire chief came over to chat with me on the ramp and assured me it was not a problem. He was mostly concerned that I was OK and that I hadn't left any FOD on the runway. When I showed him that the cap was still attached by its safety chain, he was satisfied. I refuelled and we were back on our way after checking 6 or 12 times that the cap really was secure this time. BTW, speaking as a (no longer active) CFI, good call on waiting until the next day to try again. Anytime you're uncomfortable, cancelling the flight is always the right decision. Not to mention that getting the snot kicked out of you in 25G30 isn't fun.
That's a lot of fuel to lose in a short amount of time! I've seen some footage of the vacuum effect on an open tank -- ours was more like a rapid dribble since the cap was on but still allowing some flow around the seal. Glad your situation turned out well, and thanks for watching and commenting!
We were going to the Abaco's and decided to save some money on the flight. We missed the airport, it was small. We laughed saying are we taking ultralight? Nope a puddle jumper 7 seat Cessna it had a fuel leak also but the pilot didn't turn back!! Later the resort said it was nick named Tombstone Airways. We changed our flight back!
Good on the other member! Probably so man disasters could have been avoided but people tend to automatically question once then think "Pilot knows best, I won't bring it up again"
I had a diamond da40 had the cap pop off twice The fuel never came out every time I took off that plane was full the cap had a weird lock and most people don’t understand how the cap locked
I am not a pilot, so not sure about the technicalities. Even though it might have been a go around under normal circumstances, a leaky fuel cap is far from normal, I think you made the intelligent choice to land.
@@farmgene in an hour or more, and only that tank. Other tank was fine and would have run for even more hours. It's not an emergency. It's a, when conditions permit, lets take a look at that.
@@taytayflyfly7291 All the more reason to run that tank dry. Fuel tanks leak all the time, and you have all the time in the world to slow down and figure something out.
Good question! Lefty Cirrus pilots on the COPA forums say they either cross-hand the stick with their right hand for a moment or engage the autopilot to write something down.
Not to get too technical, but the locking mechanism on your fuel cap being too loose, is there a certain mark on the nut to identify when it is secure? Thanks in advance.
No, at least not that I'm aware of. You can feel the tension when you lock the cap, so in the future I will double check when it starts to feel a little too easy to twist the latch.
I'm still learning so take my question as just that. Do you think your approach was shallow? On the video it looked like maybe 3/4 - 4/4 red on the PAPI and the target appeared to be the arrow before the numbers. Looked like you were almost going to come up short there for a moment, and in those high winds I wouldn't think you'd want to risk wind shear setting you down short. What was the reality of the situation in the aircraft for you?
Yeah I think I was a little shallow in the approach. I never felt like I was going to land short though. The camera setting and angle might be skewing it a bit.
@@joshmc Yeah, I thought the camera angle might have something to do with that impression, which is why I asked what you were seeing from your seat. Thanks for this video, it was a great learning experience!
Is leaking fuel a bad thing? I'd say so. I didn't think that would be controversial to assume. You would have significantly less fuel to make the trip. And even if you think it's only leaking a little, it could (and probably would) leak faster as the plane accelerates to cruise, so I would have to assume I'd lost the entire tank.
@@RaceMentally Gotcha, yes there can be some venting from the fuel vents on the bottom of the wing in that instance. It should never be coming out the top through the cap.
In 20kt winds, I'd say that landing was good. Maybe should have gone around...but with an issue with the fuel cap...I'd say "forcing" the landing a bit was a good decision.
The preflight check doesn't include measuring the tension of the fuel cap locks, no. It does of course include verifying that the caps are on and locked.
Thank you for sharing this video. Observation is very key in being a pilot. Good call also to do a turn around, plus the weather was really not favorable for that day. A leaky fuel cap probably safed your lives. Sometimes I believe God works in mysterious ways. You never know what can happen in life. Let alone in a simple 2 to 3 hour flight.
Did you check the weather on his route for that day? I haven’t but it looked to be a fairly clear VFR day. Sure it was bumpy and a 300@20 for rwy 33 (334deg) is interesting, it’s not outside a safe landing performance for the Cirrus. All though you should be practiced but the demonstrated crosswind landing in the Cirrus is a 21kts @ 90deg. This was 20kts @ 34deg. And that doesn’t mean it can’t land in even stronger crosswinds just that you will need to be more skilled in heavy winds.
@Josh McElhattan I started flying with my father at the age of 10. My father always said, " You must know all about your aircraft, not just know how to fly it" 😉
Good lessons learned. Not really an immediate abort - took you a minute or two to make the decision. Not criticizing your decision making, just your video title.
Excellent example of good cockpit resource management. Been flying since '02 and I have not met many pilots who consider their passengers as valuable crew members. Great job. Clicked subscribe.
Thank you!
definitely one of those cases where you take off and think "glad I'm not landing in this!" great lessons learned (for all of us)
Thanks! I used to only think about cloud ceiling and visibility for an emergency return, but this flight showed me a discrepancy between my comfort level taking off and landing in high winds that I wasn't aware of before.
Wise decision to just wait till the next day. I get tickled when pilots give the no-go call, just means a wise decision was made.
This is one thing I think should be at the top of decision making before a flight.
Wife was so relaxed the entire time, legs crossed, just sitting there.
Thought I recognized that tail number haha! I used to work at the oairport where it was hangered at KGFL. even have a few hours logged in it when Larry gave me a lift! Awesome to see we flew the same beautiful bird!
I had this happen in my grandfather’s Cessna 182 while I was a student pilot on a flight lesson. Someone at the McDonnell Douglas helicopter plant next to the airport spotted the trail of fuel coming off my right wing and called the tower. I was still climbing upwind when the tower notified me. My instructor confirmed the leak and I brought her right back in. One new O-ring on the gas cap at the FBO, a tank top off and my lesson was back on.
Thanks for sharing this with us. Just brings home how easy this is to happen to anyone and it really helps of your passengers maintain a lookout. Great CRM.
I always respect pilots that can admit they have made a mistake like 'that should have been a go around'
Was surprised to hear Cape Cod mentioned, as I live here year round, never watched any of your videos before, now subscribed, nice handling that.
Absolutely, outstanding video. All the phenomenon lessons learned, and all the things that all of us should be thinking about. Thanks for posting, and tell your crew, excellent job! Peace, brother!
good landing. Always fun when high gusty winds. Thank you for sharing.
The YT algorithm put this in my feed, I’m glad that happened. Great video, content, and decision making. Subscribed. ✅
Thank you!
Hey Josh ! Great way of capturing this ! Listen to the family!
Thanks, Luis! Glad to find you here, hope to catch you in the field again sometime!
Thank you for posting this - videos like these are great case studies that help other pilots learn. Case studies that just end in tragedies tell us how problems can go undetected, but these show us the proper way to act if a problem is detected.
EXCELLENT learning moment for everyone of us watching. Thanks for posting this video, and fantastic decision making on your part. 👍
Thank you, kind of you to say.
While I was a student pilot 22 years ago, I had something fuel related that was really wild. I had to fuel up the C172 before my flight because the previous student had not topped off before me (and was running late). When I landed after about an hour, I went to go top off, pulled the stepping stool to the wing, went to take off the fuel cap and saw it was sitting right on top of the wing. I had forgotten, in the rush of it all, to place the cap back on. How it could have possibly stayed on top of the wing during the flight escapes me to this day.
?? Wow
That bird has some beautiful instruments. It looks like landing in zero vis would just be like landing in a SIM.
Thanks, but I don't ever plan to land in zero vis!
Where I fly we get wind like this regularly. The most I ever landed in was during commercial training, it was 310 39 G 47 on runway 29. To sweeten the deal it was at midnight after a 4 hour XC.
Taxiing must have been fun!
Barely a light breeze into a perfect headwind… probably a pretty boring landing ;)
Great decision making! Great video!
Really good video. I made note of the lessons you noted - thanks.
Thanks, I appreciate it, and I hope we get to ride together again sometime at a future fly-in!
Glad they caught it and you're all safe.
Me too, thank you!
Good video good aircraft good pilot
All good flight deck cabin crew good
Air traffic controller s...
Great video. Thank you for sharing. And well done to your crew! We're always learning.
Very instructive and well made. You should do more of these 🙂😉 (Pierre from France 🇫🇷)
Glad it was a small glitch and your choice to wait was a good one.
Top points to your observant son.
I would trust that son to be my pilot!
Ha! I wouldn’t!
@@joshmc He did have an algorithm to recognize something wrong and even reported it in a nice manner waiting for communications to pause, I would have freaked out alot more to definitely get your attention right away, and that is why I'm amazed at his reserve yet professional approach to letting you know the plane leaking fuel.
@@waterlife.1905 :) thanks!
Awesome, great decision, great pilots don't allow the Ego to take over.
Been there! took off in my bonanza and fuel was streaming out of the right main cap. Same issue. Loose adjustment caused fuel to siphon past the outer seal. Good job. Fly the plane.
Great stuff Josh. 😊❤👍
Good call on waiting a day. No need for a bad case of get-there-itis!
Nice job and sound decisions!
great video sir! and solid takeaways -- well done man.
Thank you, I owe a lot to this great community you’ve founded!
Perfect decision to not take off again after solving the problem, 'enough excitement for the day', greetings from windy Netherlands!
As a former controller, just know when you mentioned an issue with fuel every controller in that tower was watching your landing. They might have even called the fire station to have them perform a runway check after your landing to look for spilled fuel.
Good to know you folks look out so carefully, thanks.
Good crew! Your son saved the day!
On point 1 at the end - it's fine to take off in conditions that you don't want, or even cannot land in. Have a takeoff alternate.
Great point, thank you.
good call to scrap the flight till the next day ive always made sure to let my passengers know they are crew so if something smells wierd leaks or feels off let me know as i may not notice it right away as i will be focused on flying the plane
Any landing you can walk away from ..... if this helps... I stopped thinking about the control input for crosswind correction a long time ago. "should have gotten the left wing lower", don't think about that, think " keep the airplane on centerline and airplane centerline axis aligned with the runway centerline. I start with the crab on final and get an idea of the amount of crosswind. Personally I like to transition to cross control about 50 feet agl, I simply turn the aileron into the wind, then keep the airplane aligned with the rudder. Aileron to stay on the centerline, rudder to keep the airplane centerline from turning relative to the runway centerline. Once those inputs are in, keep them then adjust as necessary to keep those two things perfect. Adjust one, you'll need to adjust the other. Once you touch down, keep the aileron in and add more as you slow down. A 20 knot wind 20 degrees off the runway is about 8 knots of crosswind, which is nothing for a 22. With this technique, the only thing you really need to worry about is if you need so much aileron that you run out of rudder and can't keep the plane parallel to the runway centerline, you need to go around and find a better runway.
This reminds me of something I want to do, but never seem to do: which is consider myself to be coming in for a go around, and only if everything is perfect, will I allow the plane to land.
I don't know how to get into that habit.
I want to build in some kind of verbalization like "I can always go around." In this instance, I also had a sense of urgency to be on the ground -- not emergency-level but still notable -- because of the leak. But it did not change the risk balance of a go-around. A real emergency situation might be different.
I wouldn't go around if I had any engine or fuel related issues. That landing was good enough, given the situation.
@@flyingconsultant Your point is valid, and thank you.
I think the best response is, "I spilled some fuel on that side, but keep an eye on it and let me know if it continues." Never dismiss anything. Try to verify all assumptions.
2 out of the last 3….. should have been a go around. Good call staying on the ground for an extra day.
Yes, I need to prepare better for that.
Nice. Very good lessons. I'm in the Caribbean and back in the late 80's we would travel back and forth to Puerto Rico like it was a regularly scheduled bus service. Those were the days. Anyway, on one trip, a full flight, my aunt looked out the window and noticed the ocean was getting closer and closer. Minutes later, she couldn't ignore how closer they were getting and called the flight attendant over, pointed out the window and asked, "is that normal??" Hmm, she said the flight attendants face literally turned ghost white, as she gasped out, "Oh my God!!" and took off running to the cockpit! She said in seconds, the engines came to life, like they were screaming out load... The fasten seat belt sign sang out twice in quick succession, conversations stopped, and the entire cabin was taken over by an eerie silence at that moment as the cabin angled up sharply, and was shaking on ascent. People were praying including my aunt. She said the rest of the flight was mostly silent with quiet whispers and no one said a word. Nothing was ever said about that flight, and no one said anything when disembarking either. My aunt and the Cabin crew, Pilots as well became good family friends after that incident and for a while there she got ID100 tickets to Puerto Rico when she wanted.
😮
Small world that i stumbled across this video. Hello there ~ Brandon from griffin !
Hello, and thanks for your help!
you can see the expectation bias happening but crewmates saves the day
I like the conclusions you came up with, especially not to take off in conditions you are not ready to land in and thinking "I'm going somewhere else where it is much friendlier" because ... you might not 👍
Thanks for sharing :)
Great video! New subscriber!
Great experience. Don't fall in to gethomeitis. Thanks for sharing!!
Great job. Is there a reason you didn't call a pan pan? I recently got an ROC-A and am still learning about ATC.
That really didn’t occur to me because I was already talking directly to ATC without issue. I’d use pan-pan if the frequency were more congested and I needed priority, I think.
@@joshmc ah, I see. Thanks!
"Never take off in conditions you don't want to land in." Never heard it put better than that. Gonna borrow it.
Something similar once happened to me. I must have not put the fuel cap on properly because shortly after takeoff, tower called to say I had fuel coming out of my wing. I don't think they used the word "geyser" but that's what it was. All that negative pressure on the top of the wing does a great job of sucking fuel out in a hurry! In the time it took me to fly a pattern and come back to land, I think we lost 20 gallons of fuel.
Tower called out the ARFF trucks to follow me down the runway, which just added to my embarrassment, but better safe than sorry, I suppose. The fire chief came over to chat with me on the ramp and assured me it was not a problem. He was mostly concerned that I was OK and that I hadn't left any FOD on the runway. When I showed him that the cap was still attached by its safety chain, he was satisfied. I refuelled and we were back on our way after checking 6 or 12 times that the cap really was secure this time.
BTW, speaking as a (no longer active) CFI, good call on waiting until the next day to try again. Anytime you're uncomfortable, cancelling the flight is always the right decision. Not to mention that getting the snot kicked out of you in 25G30 isn't fun.
That's a lot of fuel to lose in a short amount of time! I've seen some footage of the vacuum effect on an open tank -- ours was more like a rapid dribble since the cap was on but still allowing some flow around the seal. Glad your situation turned out well, and thanks for watching and commenting!
We were going to the Abaco's and decided to save some money on the flight. We missed the airport, it was small. We laughed saying are we taking ultralight? Nope a puddle jumper 7 seat Cessna it had a fuel leak also but the pilot didn't turn back!! Later the resort said it was nick named Tombstone Airways. We changed our flight back!
Good on the other member! Probably so man disasters could have been avoided but people tend to automatically question once then think "Pilot knows best, I won't bring it up again"
I had a diamond da40 had the cap pop off twice The fuel never came out every time I took off that plane was full the cap had a weird lock and most people don’t understand how the cap locked
Good ADM!!! Be safe
I am not a pilot, so not sure about the technicalities. Even though it might have been a go around under normal circumstances, a leaky fuel cap is far from normal, I think you made the intelligent choice to land.
The pressure differential will suck the tank dry.
@@farmgene in an hour or more, and only that tank. Other tank was fine and would have run for even more hours. It's not an emergency. It's a, when conditions permit, lets take a look at that.
@@z987k I feel like any time fuel is leaking it should at least be a pan-pan, what if a spark on landing caused the vapors to ignite?
@@taytayflyfly7291 All the more reason to run that tank dry.
Fuel tanks leak all the time, and you have all the time in the world to slow down and figure something out.
Student pilot, lefty as well. So how would I write notes when my only control option in a cirrus is using my left hand?
Good question! Lefty Cirrus pilots on the COPA forums say they either cross-hand the stick with their right hand for a moment or engage the autopilot to write something down.
must be a common issue because I had the same thing happen in the SR
Not to get too technical, but the locking mechanism on your fuel cap being too loose, is there a certain mark on the nut to identify when it is secure? Thanks in advance.
No, at least not that I'm aware of. You can feel the tension when you lock the cap, so in the future I will double check when it starts to feel a little too easy to twist the latch.
Bet you listen to your son next time... Lol. Cool video!!
For sure!
I have been on a plane over the middle of the Atlantic with fuel leaking out of the wing.
I'm still learning so take my question as just that. Do you think your approach was shallow? On the video it looked like maybe 3/4 - 4/4 red on the PAPI and the target appeared to be the arrow before the numbers. Looked like you were almost going to come up short there for a moment, and in those high winds I wouldn't think you'd want to risk wind shear setting you down short. What was the reality of the situation in the aircraft for you?
Yeah I think I was a little shallow in the approach. I never felt like I was going to land short though. The camera setting and angle might be skewing it a bit.
@@joshmc Yeah, I thought the camera angle might have something to do with that impression, which is why I asked what you were seeing from your seat. Thanks for this video, it was a great learning experience!
I jumped seated many times in my career. Almost every captain said if you see something wrong speak up.
Future awesome pilot!!
Nice, great family!!
What plane is this?
My CFI was just talking about this today lol
Even though that was leaking is that a bad thing? Like what is the negative affect?
Is leaking fuel a bad thing? I'd say so. I didn't think that would be controversial to assume. You would have significantly less fuel to make the trip. And even if you think it's only leaking a little, it could (and probably would) leak faster as the plane accelerates to cruise, so I would have to assume I'd lost the entire tank.
@@joshmc when I was fueled when racing nascar we always had excess fuel blow out the overflow from slosh and from heat expansion. It was normal.
@@RaceMentally Gotcha, yes there can be some venting from the fuel vents on the bottom of the wing in that instance. It should never be coming out the top through the cap.
wHy DiDnT yOu JuSt PulLl tHe ChUtE?????🥴
Dont fly to 26n 20 knot cross wind is mild and wind sheer landing on 2 5 over the bay
Double checked the gas cap? And without checking the reported leak yourself dismissed your attentive crew member's concerns?
Good job.
This is why the tank caps need to be checked really good… fuel is sucked out.
In 20kt winds, I'd say that landing was good. Maybe should have gone around...but with an issue with the fuel cap...I'd say "forcing" the landing a bit was a good decision.
Good catch on the fuel leak. Just wondering where the abort happened and why did you have to abort?
That preflight check doesn't work out, huh?
The preflight check doesn't include measuring the tension of the fuel cap locks, no. It does of course include verifying that the caps are on and locked.
I didn't see anything wrong with the landing. Based on what I saw, I would not have even thought of a go-around, but then I wasn't holding the yoke.
Should have asked to roll the equipment.
I agree, ARFF gets some practice and the risk of a spark igniting fuel vapors is mitigated.
Never question a go around but u had plenty run way left
Thank you for sharing this video. Observation is very key in being a pilot. Good call also to do a turn around, plus the weather was really not favorable for that day. A leaky fuel cap probably safed your lives. Sometimes I believe God works in mysterious ways. You never know what can happen in life. Let alone in a simple 2 to 3 hour flight.
How was the weather not favorable?
Did you check the weather on his route for that day? I haven’t but it looked to be a fairly clear VFR day. Sure it was bumpy and a 300@20 for rwy 33 (334deg) is interesting, it’s not outside a safe landing performance for the Cirrus. All though you should be practiced but the demonstrated crosswind landing in the Cirrus is a 21kts @ 90deg. This was 20kts @ 34deg. And that doesn’t mean it can’t land in even stronger crosswinds just that you will need to be more skilled in heavy winds.
Why didn’t you pull CAPS? It could’ve been another “save!!”
Don’t takeoff in anything you don’t wish to land in
Screw that yoke... worst design I've ever seen.
Should may day that one lol
Didn't do your walk round.....
Didn't watch the video.... 🤣
@Josh McElhattan sure did, and this first, you know about how the cap works ?
@@sircampbell1249 🤣
@Josh McElhattan I started flying with my father at the age of 10. My father always said, " You must know all about your aircraft, not just know how to fly it" 😉
gas is super expensive land immediately
And the passangers causualy watches soccer on her screen 😂
Your wife appears to be sitting with crossed legs on landing, not ideal for bracing? Obviously comfortable enough with your flying though!
Tell the wife she should not keep her legs crossed during a landing. Its not smart.
Confirmation bias and ‘get-there-itus’ in one video. Be careful man or it’ll bite you.
Good lessons learned. Not really an immediate abort - took you a minute or two to make the decision. Not criticizing your decision making, just your video title.
Click bait