I am pleased you have your life back. I am 77 years old and started my life by being assigned to the first B52H 60001 and above flat line maintenance of the 379th squadron. I never even thought that majestic bird would outlive me but it still has another 20 years to go. I can't imagine how she feels when she wakes up in the morning. She was named as "The State of Michigan". Her being number 001 had her issues but gave me so much pleasure to work on her. When I listen to you it brings back so many good memories. Please try to keep at it now that your back in the "heavy". My prayers for you sir.
The SEAT accident is a real shame. As a SEAT pilot, I am thinking the gate was not armed for the drop. It is good practice to get airborne with the drop system armed and ready to dump in case there is an issue on take-off. Then, in transit the system is often disarmed, especially in rough conditions where an accidental trigger bump could happen. Approaching the job the system is armed and checked as part of normal procedures. Quite possibly, for some reason, the system was not set up for the drop, and the pilot commenced the drop run. A thousand things can distract a SEAT pilot before the drop. The PT6 engine has a quite slow spool up time from low power, which he may have had entering the drop. The delay in power combined with unexpected failure to get the load out, would be all it takes for this kind of accident. The picture shown is of a good drop environment with no smoke issues hiding terrain and the possibility of an escape path to the right, toward lowering terrain. As far as I can see. Believe it or not, some drop systems let the load go so innocuously you may not immediately notice it has NOT gone. Speed, pitch angle and load factor on the aircraft at the drop can contribute here to hiding the release clues such as pitching and trim change. A gate failure is also possible but either way, a failure for the load to go on the drop run is an immediate and serious event with little or no time to troubleshoot. I think it is fair to say, failure to get the load out on a drop is about our worst nightmare. Not so bad in relatively flat or open ground, but lethal in gullies etc. All aerial firefighting ops are tough work places and very unforgiving. Thanks you for your excellent reporting.
When I saw the picture from above it seemed to me that a turn left of about 30 degreed into the valley would give him time and space to regain speed and altitude...
My father Lt. Col. Donald Wagner flew 42 combat missions in the south Pacific in WWII in the B-25 strafer version with the eight 50 cal machine guns in the nose. He gave multiple hanger talks at the Virginia Beach War Bird Museum on the B-25. One of the things he told me was that many of the missions that were being flown near the end of the war in 1945 from the island of Ie Ishima off of Okinawa to targets off of and in Japan were at the end of the fuel range for the B-25. He said you could always tell a B-25 on approach that was low on fuel. The feed port for the fuel tanks was located at the back half of the fuel tank. On a final with the nose of the plane in a downward attitude the remaining fuel would flow to the front of the tank and starve the engine of fuel. So pilots would rhythmically pull back on the yoke to raise the nose and splash the fuel back to the feed port to put fuel back into the engines. He said you could see and hear the engines stalling and then re-firing as fuel was restored. Maybe, if this B-25 was really low on fuel this could have been the reason for the loss of power on the left engine. th-cam.com/video/vIv_YZFBpDU/w-d-xo.html
@@dks13827 Reading into Juan's diplomatic narrative what I heard that the MCAS disasters were entirely avoidable if young pilots wouldn't be resistant to aviating and dependent on systems managing. Sad.
@@scotthays347 what? Boeing installed MCAS so pilots with 737 rating could fly the Max without extensive training. Thereby saving costs for Airlines already running 737s and avoiding whole new type certification. The plane behaves different due to bigger engines and its mounting. Of course pilots could train and adapt to this, but they (Boeing trying to satisfy customers) prefered a different solution. Results are known. Pilots arent to blame for this.
@@Realthinx The easiest and obvious emergency action was to simply turn off mcas and ap and be a pilot as trained until the circumstance was diagnosed. Yes mcas needed more thrashing out, it's purpose is specific and if it goes awry one MUST fly the craft.
Juan, IIRC you were once a C-141 pilot, yes? I was a simulator tech at McGuire back on the Starlifter days. We did most;y annual recurrent training split pretty much equally between systems and emergency procedures and line-oriented missions. We had significant AQP oriented directly in the often "hum-drum" annual equal training. For example, we had a 141 suffer a complete hydraulic nose up trim runaway on takeoff ... a mechanical failure in the stab trim actuator. In the sim shop, we had the program modified to replicate this issue and every crew from that day onward got at least one surprise nose up the runaway. Many other real-world scenarios were programmed into the sim while I worked in that field and always worked into the standardized lesson plan training. Part 91 and Part 135 are badly in need of similar frequent recurrent training.
My Father was a tailgunner (very likely on this very plane) in Corsica on B-25's. It was my privilege to have flown on this exact aircraft in 2000. I am so sorry to hear of this unfortunate event. I hope the crew and passenger recovers well. Furthermore it is my fervent wish that the aircraft itself recovers. My flight was smooth and uneventful and I had faith in the pilot. But this unfortunate happening shows the experience of the crew just in the fact that all survived! When my father was alive, he hated flying commercial and told me that the only aircraft he felt safe in was the B-25 Mitchell. That's quite a testimony given the fact that he flew 63 missions over enemy territory who's mission it was to bring him down. I was a rebellious kid and rarely listened to my father except when he told me stories of the war. That's when he had my undivided attention!
As a B737 Examiner and Trainer (Australia) I was very interested in your positive AQP comments. Things are and have been changing all over the world from checking checking checking to train train train. Do the necessary refam, then skills checking then explore the management of scenarios that have caught others out. Feedback from our crews on “Evidence based training” has been overwhelmingly positive.
Great job Juan. I am in awe of you guys in the cockpit. Thank you so much for sharing your training experiences. I was an air traffic controller for 25 year and I kind of thought that I had seen all and done all but I now realize that thank God I Had not.... I worked at KSFO ATCT 22 years and thankfully I retired right before Asiana. I Thank God for that... I had a great day today dirt biking with my son and his friends, Looking forward to taking them on some of the rides that you have turned me on to! Thank you SO Much! God Bless You and thank You!
Naval aviators have a saying "The NATOPS (flight manual) was written in blood" and some changes were directly as a result of previous mishaps. One of my friends had an emergency, and her actions were directly based on previous mishaps that they investigated and lesson learned.
@blancolirio Thank you Juan for the updates. Sad about the crashes and the loss of life. Not to mention the damage to that great old War-bird. Furthermore, it is good knowing that you have completed all of you re-qualifications and will be rejoining the line soon. Especially the AQP stuff. Way to go Brownie! It is comforting to know you faced the demon that has claimed so many lives, and vanquished it. You are a good pilot, as well as a valuable source of information that many of us have come to rely on, so it is good to know you will once again be flying air travel passengers safely to their destinations as well as keeping us informed.
My son, aka "Airline Boy" did the AQP sim recently. He aced it. The IP immediately said that "You must have some aerobatic experience!" He did. He was an aerobatics instructor for commercial p-p-p-pilots at his university. If you have the skills, the AQP sim is a piece of cake. Sadly, most candidates do not have the skills.
It seems quite a number of accidents comes from the pilots failing to understand what is happening and what information to trust. Information overload happens in lots of fields - but the time allowed to figure it out is so much shorter in aviation.
It just got drilled into me whether I was taking out my boat or we were taking a “ short hop” with a Cessna 172 to always top off the tanks ... I only once as a new driver ran out of gas miles from a gas station to teach me a good lesson and as my father reminded me their are no gas stations at sea or in the air ... it’s the simple mistakes that get you hurt
Hi many moons ago, a student of my instructor , flew from CDW, CALDWELL WRIGHT , going to ALBANY NY , & had to make an emergency landing on the NY Thrughway, ! Ween my Instrucroe gave me the distance, etc, then asked me if I would do the trip, , & I said it was too close for fuel, why?thatsvwhen he told me what happened, the student said the MANUAL said , x hours duration that’s how he ran out of fuel , there is/was a $500.00 fine for landing on its THRUWAY !, those days there WAS 87 OCTANE FUEL THEN C 150 , Cheers. 🇺🇸🇺🇸🇺🇸
I think always top off is an irrational oversimplification. you have to have enough and then some for where you're going but that doesn't mean that you need to start off full. Airliners don't always top off and they practically never run out of gas. Assuming that they ran out of fuel, this accident didn't happen because they didn't top off, it happened because they didn't have enough...
What Richard Bowles said. Also, it sounds like you're receiving exactly the training, new and refresher, that you need. We definitely need to see AQP extended for FAR Parts 91, 121, and 135 pilots.
The 777AQP sounds like a great way to learn what the other pilots didn't have a chance to learn and live. You mentioned that EMS training uses a lot of cues from flight training, it's more than worthwhile for a person to use the same scenario that took lives, and work them in the study guide and run through the same thing as the other pilots did. A great learning tool.
Thanks for this Juan - great to see your passion for AQP and think the idea of streaming that into other Parts just makes so much sense. Lives in the balance for sure. Fly on!
Glad to have you back in the cockpit, Juan! I wholeheartedly agree with your assessment about AQP. We did the MAX scenario during my training last August and the guys out of Kenya almost made it! It was very demanding and required quite a bit of coordination between the pilots to trim the aircraft. As for your inclusion of AQP into 135/91 operations, that is a great idea, but probably won't happen due to costs. I remember I was up at Payne Field picking up an aircraft from BF Goodrich and the weather was down. They had had only one takeoff in 48 hours due to fog. I talked to dispatch and they told me we would be launching the ferry flight under part 91? I was confused and asked for guidance which was buried in a TO somewhere that I didn't have access to. Well, I called the union safety office and I called our chief pilot. You can imagine those conversations. Long story short, we ended up making it out during a small window where visibility came up to acceptable levels, sort of. A long time ago.
Juan, Loved hearing about the AQP training, especially from you after your experiences as the "reporter," and now as the Sim PIC. This ties it all together in a manner that I would have never expected on this channel and I am so happy it did. I did not find your channel until you were in "reporter" mode, now I eagerly await your return to flight and hearing of those experiences in the topsy turvy 2020 world.
You mentioned hitting the runway so hard that the aircraft bounces up so high that the pilot takes it back around. Back in December of 1973 I was a passenger on a commercial flight that was landing at Chicago's O'Hare airport. I was sitting on the right side of the aircraft. Well on landing I felt a big bounce, when I turn to my right to look out the window, to my surprise, I was looking directly at the center line of the runway (didn't have to lean anywhere, the plane was sideways). The pilot straightened out the aircraft and we landed all in one motion without going around. When quite a few passengers in the plane felt safe enough as we rolled to a stop on the runway, the bitching started and got rather robust. A stewardess (yes, back in those days) unbuckled from her seat an ran up the isle and stood in front of the cockpit door apparently so a disgruntled passenger or two couldn't pay a personal visit to reprimand the flight crew. The plane pulled up to its gate, passengers deplaned, others got on and off we went to Pittsburgh. The rest of the flight was comparatively routine. There's also more to the story leading up to the bounce but this part was the biggy. Back then I was in the Air Force and after that in the Air National Guard. Interesting, I have quite a few more stories like this and I survived them all. Good times. All the best.
Thank you Juan! I think it is hard for you sometimes to make these videos but it is very important that you do. From the bottom of my heart thank you so very much. And an other note.. I wish you all the strenght in the world and a very long life. You have made me a better father and a person.
Hey, I'm a Part 91 guy and I resemble that accusation! WRT NTSB and FAA, I was a witness to an accident at KRTS in August of last year, and the report is still not finished because I hear the FAA and the NTSB are both operating at around 70% staffing levels. Yikes.
Nice one Juan, Glad you get to go back flying for a living :) Really enjoy your output. So nice to hear form someone who actually knows what they are talking about.
Juan glad you are getting your training done and can't wait to see you do your first revenue flight again, God bless you and thank you for all your reporting.
Certainly no shortage of out-of-fuel incidents. I'd keep the fuel cross-over closed if I had a short final. At least I'd have a better chance of one engine running. My friend was telling of his dad, a pilot starting out at West Coast Airlines flying DC-3's, then Air West flying F-27's, then Hughes Air West and transitioning into DC-9's. There were no simulators, so all the training and check rides were in the actual airplane. During stall training, he put the DC-9 into a spin. Lost a lot of altitude but managed to get the aircraft back in control. He mentioned, 'DON'T WANT TO DO THAT AGAIN!"
There was an accident may years ago that involved a single F8F Bearcat that ran out of fuel on approach to Sky Harbor in Phoenix, Arizona. The A/C was returning from the Reno Championship Air Races. Cause was determined to be swelling of the original self sealing fuel tank inner bladder causing a displacement and an inaccurate fuel quantity level. The B-25 could have had the same problem as this may be the second time it ran out of fuel. I don't know for certain if the A/C is still equipped with these types of fuel tanks but when gasoline contacts the inner laminate it swells up sealing a hole. That was the original idea behind the "self sealing" design. Imagine cracks in the interior surface or bladder causing a large "bubble" to occur. The gauges would show full but unless you actually counted gallons in a known capacity tank the error may not be noticed.
My Friend .............. I'm so jealous lol AQP was always a learning opportunity. Thanks for the great review and dedication. Congratulations on your checkride ;)
Congrats on requal...!!! AQP....!!! You got the bonus plan...!!! I can hear you talking yourself through the recoveries.."Ok Brownie..Aviate, Navigate, Communicate....What am I facing?? What's the aircraft telling me?? "
Sad about "Old Glory", the historic B-25. Good to know the crew survived. Hope aircraft can be rebuilt; fingers crossed. Very bad year for SEATS and other air fire fighters.
I would rather see it in a museum (inside, not outside) rather than flown a ton until it crashes into a fireball as so many of these classics that people kept flying end up as.
Will be rebuilt in quick order. If you watch what is involved in a warbird restoration (Kermit Weeks) videos you would most of the weight that is original is the placards, instrument cases, and that of the crankcases. What you are watching flying in an airshow is a copy of a copy of something that rolled off the production line in Kansas 80 years ago. Most of the forgings are sitting in warehouses and will be used to rebuild B-25s until they are printed on demand.
Stockton has a lot of repair resources for round engine aircraft. Unless something absolutely critical was broken or bent in the airframe, you should see it back in the air.
I like the way you explain it, so even now as an amature I can understand why what happened. The B-25 Mitchell is a really beautiful aircraft, there are not so many still In flying condition
"Ooops, you just lost an engine. What are you going to do?" says my flight instructor after she pulled the throttle all the way back to idle. These unplanned lessons sure kept me on my toes. I got better at it as time went by, sure glad have not used this skill set in real situation. Thanks always for your updates, always learn something from your videos.
The AQP sounds like the ultimate video skill assessment based, unfortunately, on real events. It is so encouraging for those of us who are “modest” fliers to know that the training is thorough to this degree. You personally have done a great deal to present the skill, preparation and diligence as essential traits that a pilot must have to support their passion for aviation and turn it into a career. I, for one, feel safer knowing that though I may not be on a flight that you are responsible for, knowing you are out there somewhere raises the level of professionalism of all those in your industry.
Thanks for the updates Juan. Congrats on a successful check ride! My heart is warmed to hear about the AQP as well. I think this just may be the impetus for me to finally join your patreon.
Great work. Like Sully said, one thing to practice a forewarned event in a simulator but another when the event happens for real and you try to make sense of what you are experiencing before acting.
Well done! Agree, the added costs to bring some AQP into the other "Parts" seems offset by the carnage and costs of crashes. Thank you for your diligence and keeping the flying public informed.
One of the least complicated light twin fuel systems I have operated is the Cessna C404 Titan, a non-pressurized piston twin with a 10hr endurance. The caveat: The system logic flew in the face of "traditional" systems. Each engine has a selector that determined which wing the fuel came from, and there is no cross-feed valve. The pitfall - and major one it turned out to be - was the "Fuel Crossfeed Shutoff" valve present. Anyone that fails to familiarize themselves with the quirks of their fuel system is in for a world of hurt. A prime example is a C404 being ferried from the US to Europe some years ago. It lost an engine and ended up ditching just west of Iceland due to "fuel starvation" while still having at least 4hrs of fuel remaining on board. The ferry pilot did not familiarize himself with the quirks of this extremely simple fuel system and assumed he was "opening the cross-feed" when he was actually shutting off the normally-open crossfeed.
Great video and informational. I was flying for the Govt. and on the same ATC frequency as the Old Glory flight. The crew was very professional on the radio and did a great job landing in that field, as light was quite dim. Rescue took forever to find them.
The B25 sounds like it just ran out of fuel. I just pulled dad's old C130H flight manual and it instructs that all cross feeds open on low fuel emergencies and I just text him and that is what he said he had to do when he had to declare an inflight low fuel emergency and land in Atlantic City NJ back in 1987, or 88
Great stuff as always! Finally jumped on your patreon. Thanks for the insight and content from a budding regional bubba. Congrats on getting back in the seat. I too, had a fight for a med cert and won. Scary every min of that!
This aircraft was briefly at NAS north island in San Diego after coming back from Hawaii. I remember driving home one day after work, seeing it on the flight line and thought how amazing it was to see this vintage aircraft in person! Next day I heard this news, a real bummer but glad to hear the crew made it out alive.
My heart sank when you said Chino. I think I've been in this plane and the hangar of the family who owned it some years ago. "Serious injuries," huh? I wish them a speedy recovery.
So Juan its not all bad news, at least your check rides went well. It will very nice to hear the line job continues and then you can have the problem of flying, continuing this channel and getting enough sleep. Well done from England.
Incoming hostile missile attacks the Blancolirio International Headquarters at 13:08. And Brownie, calm as ever, maintains immaculate control over the situation. A true pro.
I thought it was a gunshot from some hunters. That's what I heard several gunshots early yesterday morning. Normally wouldn't bother me at all but I happen to be flying my drone at the time so I was a little anxious...
Don’t know the situation in the US, but in the UK the CAA by policy ALWAYS prosecutes when an aircraft runs out of fuel in flight due to inadequate fuel management.
Landing in a field was a far better choice than continuing into town. If it really was out of fuel at least that poor judgment was mitigated by the lifesaving decision to land under control in an open area.
Two questions: 1. Could the B-25 incident been the result of contaminated fuel? 2. If the tanker pilot have been able to release the retardant, is it likely he would have been able to clear the ridge line? Thank you.
Air in the fuel lines is considered contamination? Also, they had been flying quite a distance since it had been fueled. They had stopped once to swap some crew around, but did not take fuel at that stop.
@@kfb2001us every time you preflight you sump all of the tanks and inspect for blue 100ll color and lack of water contamination. I was just talking to a b25 crew recently and their endurance is a little over 4 hours typically.
I was lucky to help restore that B25 Old Glory in the 90s, after the previous owner ran it out of gas and put it into the ground off airport. Was lucky enough to fly that B25 to many airshows and travel with the crew to many others. Such a beautiful plane and a damn shame this has happened again!
It is not common but does happen now and then when the pilot forgets to arm the system or simply sets it up wrong, gets to the spot hits the dump and nothing happens. It is too late to assess the problem at that stage, you must go around and try again. As well as pilot error, anything is possible as they are only machines and machinery can fail, ie ideally have an escape route that allows you out loaded or not. There is still two back up systems to dump the load if required in an 802, E dump and a simple mechanical system that does not require electric or hydraulic power.
I am pleased you have your life back. I am 77 years old and started my life by being assigned to the first B52H 60001 and above flat line maintenance of the 379th squadron. I never even thought that majestic bird would outlive me but it still has another 20 years to go. I can't imagine how she feels when she wakes up in the morning. She was named as "The State of Michigan". Her being number 001 had her issues but gave me so much pleasure to work on her. When I listen to you it brings back so many good memories. Please try to keep at it now that your back in the "heavy". My prayers for you sir.
I worked on the F-105 back in 1963-7 at 80 years old, I really appreciate people pushing safety. I drive a Tesla.
The SEAT accident is a real shame. As a SEAT pilot, I am thinking the gate was not armed for the drop.
It is good practice to get airborne with the drop system armed and ready to dump in case there is an issue on take-off. Then, in transit the system is often disarmed, especially in rough conditions where an accidental trigger bump could happen. Approaching the job the system is armed and checked as part of normal procedures.
Quite possibly, for some reason, the system was not set up for the drop, and the pilot commenced the drop run.
A thousand things can distract a SEAT pilot before the drop.
The PT6 engine has a quite slow spool up time from low power, which he may have had entering the drop. The delay in power combined with unexpected failure to get the load out, would be all it takes for this kind of accident.
The picture shown is of a good drop environment with no smoke issues hiding terrain and the possibility of an escape path to the right, toward lowering terrain. As far as I can see.
Believe it or not, some drop systems let the load go so innocuously you may not immediately notice it has NOT gone. Speed, pitch angle and load factor on the aircraft at the drop can contribute here to hiding the release clues such as pitching and trim change.
A gate failure is also possible but either way, a failure for the load to go on the drop run is an immediate and serious event with little or no time to troubleshoot.
I think it is fair to say, failure to get the load out on a drop is about our worst nightmare. Not so bad in relatively flat or open ground, but lethal in gullies etc.
All aerial firefighting ops are tough work places and very unforgiving.
Thanks you for your excellent reporting.
When I saw the picture from above it seemed to me that a turn left of about 30 degreed into the valley would give him time and space to regain speed and altitude...
@@antoniomonteiro1203 yes
Thank you for your service, you guys are P*R*I*C*E*L*E*S*S!
A turn to the right after dropping should have been planned and briefed before the start of the mission...
Glad you’re out there - great approach, we learn so much from you.
My father Lt. Col. Donald Wagner flew 42 combat missions in the south Pacific in WWII in the B-25 strafer version with the eight 50 cal machine guns in the nose. He gave multiple hanger talks at the Virginia Beach War Bird Museum on the B-25. One of the things he told me was that many of the missions that were being flown near the end of the war in 1945 from the island of Ie Ishima off of Okinawa to targets off of and in Japan were at the end of the fuel range for the B-25. He said you could always tell a B-25 on approach that was low on fuel. The feed port for the fuel tanks was located at the back half of the fuel tank. On a final with the nose of the plane in a downward attitude the remaining fuel would flow to the front of the tank and starve the engine of fuel. So pilots would rhythmically pull back on the yoke to raise the nose and splash the fuel back to the feed port to put fuel back into the engines. He said you could see and hear the engines stalling and then re-firing as fuel was restored. Maybe, if this B-25 was really low on fuel this could have been the reason for the loss of power on the left engine. th-cam.com/video/vIv_YZFBpDU/w-d-xo.html
What Juan has taught me 1- Drop your load unless it's people 2- Turn OFF the automation 3- Fly the damn craft
Rule 1, Fly the aircraft. Rule 2, Fly the aircraft. Rule 3, Fly the aircraft. Rule 4, navigate. Rule 5 Communicate.
yes. automation off !!!
@@dks13827 Reading into Juan's diplomatic narrative what I heard that the MCAS disasters were entirely avoidable if young pilots wouldn't be resistant to aviating and dependent on systems managing. Sad.
@@scotthays347 what? Boeing installed MCAS so pilots with 737 rating could fly the Max without extensive training. Thereby saving costs for Airlines already running 737s and avoiding whole new type certification. The plane behaves different due to bigger engines and its mounting.
Of course pilots could train and adapt to this, but they (Boeing trying to satisfy customers) prefered a different solution. Results are known. Pilots arent to blame for this.
@@Realthinx The easiest and obvious emergency action was to simply turn off mcas and ap and be a pilot as trained until the circumstance was diagnosed. Yes mcas needed more thrashing out, it's purpose is specific and if it goes awry one MUST fly the craft.
Thx 4 the AQP description, and you reaction/feelings ! Keep well, I hope that you get back on the line soon!
Juan, IIRC you were once a C-141 pilot, yes? I was a simulator tech at McGuire back on the Starlifter days. We did most;y annual recurrent training split pretty much equally between systems and emergency procedures and line-oriented missions. We had significant AQP oriented directly in the often "hum-drum" annual equal training. For example, we had a 141 suffer a complete hydraulic nose up trim runaway on takeoff ... a mechanical failure in the stab trim actuator. In the sim shop, we had the program modified to replicate this issue and every crew from that day onward got at least one surprise nose up the runaway. Many other real-world scenarios were programmed into the sim while I worked in that field and always worked into the standardized lesson plan training. Part 91 and Part 135 are badly in need of similar frequent recurrent training.
Got to know a lot of your colleagues at a civilian cargo airline from Ohio.
My Father was a tailgunner (very likely on this very plane) in Corsica on B-25's. It was my privilege to have flown on this exact aircraft in 2000. I am so sorry to hear of this unfortunate event. I hope the crew and passenger recovers well. Furthermore it is my fervent wish that the aircraft itself recovers. My flight was smooth and uneventful and I had faith in the pilot. But this unfortunate happening shows the experience of the crew just in the fact that all survived! When my father was alive, he hated flying commercial and told me that the only aircraft he felt safe in was the B-25 Mitchell. That's quite a testimony given the fact that he flew 63 missions over enemy territory who's mission it was to bring him down. I was a rebellious kid and rarely listened to my father except when he told me stories of the war. That's when he had my undivided attention!
As a B737 Examiner and Trainer (Australia) I was very interested in your positive AQP comments.
Things are and have been changing all over the world from checking checking checking to train train train.
Do the necessary refam, then skills checking then explore the management of scenarios that have caught others out.
Feedback from our crews on “Evidence based training” has been overwhelmingly positive.
Also.....Enjoy getting back on line!
Congratulations, Juan. It's good to hear another good pilot may soon be back in the air...
Great job Juan. I am in awe of you guys in the cockpit. Thank you so much for sharing your training experiences. I was an air traffic controller for 25 year and I kind of thought that I had seen all and done all but I now realize that thank God I Had not.... I worked at KSFO ATCT 22 years and thankfully I retired right before Asiana. I Thank God for that... I had a great day today dirt biking with my son and his friends, Looking forward to taking them on some of the rides that you have turned me on to! Thank you SO Much! God Bless You and thank You!
Thank you Juan for the emphasis on AQP in Part 135 and 91 flights and the need for this advanced training and skill to keep us alive.
This has been the way to go for years now.
Naval aviators have a saying "The NATOPS (flight manual) was written in blood" and some changes were directly as a result of previous mishaps. One of my friends had an emergency, and her actions were directly based on previous mishaps that they investigated and lesson learned.
Pretty much any safety regs are written in blood.
@blancolirio
Thank you Juan for the updates. Sad about the crashes and the loss of life. Not to mention the damage to that great old War-bird.
Furthermore, it is good knowing that you have completed all of you re-qualifications and will be rejoining the line soon. Especially the AQP stuff. Way to go Brownie!
It is comforting to know you faced the demon that has claimed so many lives, and vanquished it. You are a good pilot, as well as a valuable source of information that many of us have come to rely on, so it is good to know you will once again be flying air travel passengers safely to their destinations as well as keeping us informed.
My son, aka "Airline Boy" did the AQP sim recently. He aced it. The IP immediately said that "You must have some aerobatic experience!" He did. He was an aerobatics instructor for commercial p-p-p-pilots at his university. If you have the skills, the AQP sim is a piece of cake. Sadly, most candidates do not have the skills.
It’s much more than aerobatics....
It seems quite a number of accidents comes from the pilots failing to understand what is happening and what information to trust. Information overload happens in lots of fields - but the time allowed to figure it out is so much shorter in aviation.
@@blancolirio Of course. --but I don't want to wear out my fingers with the rest. ;-)
It just got drilled into me whether I was taking out my boat or we were taking a “ short hop” with a Cessna 172 to always top off the tanks ... I only once as a new driver ran out of gas miles from a gas station to teach me a good lesson and as my father reminded me their are no gas stations at sea or in the air ... it’s the simple mistakes that get you hurt
Hi many moons ago, a student of my instructor , flew from CDW, CALDWELL WRIGHT , going to ALBANY NY , & had to make an emergency landing on the NY Thrughway, ! Ween my Instrucroe gave me the distance, etc, then asked me if I would do the trip, , & I said it was too close for fuel, why?thatsvwhen he told me what happened, the student said the MANUAL said , x hours duration that’s how he ran out of fuel , there is/was a $500.00 fine for landing on its THRUWAY !, those days there WAS 87 OCTANE FUEL THEN C 150 , Cheers. 🇺🇸🇺🇸🇺🇸
Only military gas stations in the air.
I think always top off is an irrational oversimplification. you have to have enough and then some for where you're going but that doesn't mean that you need to start off full. Airliners don't always top off and they practically never run out of gas.
Assuming that they ran out of fuel, this accident didn't happen because they didn't top off, it happened because they didn't have enough...
Souocara
Strain at a knat
Swallow a camel.
Why were you flying your car ?
What Richard Bowles said. Also, it sounds like you're receiving exactly the training, new and refresher, that you need. We definitely need to see AQP extended for FAR Parts 91, 121, and 135 pilots.
The 777AQP sounds like a great way to learn what the other pilots didn't have a chance to learn and live. You mentioned that EMS training uses a lot of cues from flight training, it's more than worthwhile for a person to use the same scenario that took lives, and work them in the study guide and run through the same thing as the other pilots did. A great learning tool.
Thanks for this Juan - great to see your passion for AQP and think the idea of streaming that into other Parts just makes so much sense. Lives in the balance for sure. Fly on!
Glad to have you back in the cockpit, Juan! I wholeheartedly agree with your assessment about AQP. We did the MAX scenario during my training last August and the guys out of Kenya almost made it! It was very demanding and required quite a bit of coordination between the pilots to trim the aircraft. As for your inclusion of AQP into 135/91 operations, that is a great idea, but probably won't happen due to costs. I remember I was up at Payne Field picking up an aircraft from BF Goodrich and the weather was down. They had had only one takeoff in 48 hours due to fog. I talked to dispatch and they told me we would be launching the ferry flight under part 91? I was confused and asked for guidance which was buried in a TO somewhere that I didn't have access to. Well, I called the union safety office and I called our chief pilot. You can imagine those conversations. Long story short, we ended up making it out during a small window where visibility came up to acceptable levels, sort of. A long time ago.
Thanks Juan. Great update .just came back from KSGS where our local SEAT is back for winter service.
Juan, Loved hearing about the AQP training, especially from you after your experiences as the "reporter," and now as the Sim PIC. This ties it all together in a manner that I would have never expected on this channel and I am so happy it did. I did not find your channel until you were in "reporter" mode, now I eagerly await your return to flight and hearing of those experiences in the topsy turvy 2020 world.
As usual you are right on the money. Thanks for the informative report. Great to hear about your flight check good luck and get fly in!
You mentioned hitting the runway so hard that the aircraft bounces up so high that the pilot takes it back around. Back in December of 1973 I was a passenger on a commercial flight that was landing at Chicago's O'Hare airport. I was sitting on the right side of the aircraft. Well on landing I felt a big bounce, when I turn to my right to look out the window, to my surprise, I was looking directly at the center line of the runway (didn't have to lean anywhere, the plane was sideways). The pilot straightened out the aircraft and we landed all in one motion without going around. When quite a few passengers in the plane felt safe enough as we rolled to a stop on the runway, the bitching started and got rather robust. A stewardess (yes, back in those days) unbuckled from her seat an ran up the isle and stood in front of the cockpit door apparently so a disgruntled passenger or two couldn't pay a personal visit to reprimand the flight crew. The plane pulled up to its gate, passengers deplaned, others got on and off we went to Pittsburgh. The rest of the flight was comparatively routine. There's also more to the story leading up to the bounce but this part was the biggy. Back then I was in the Air Force and after that in the Air National Guard. Interesting, I have quite a few more stories like this and I survived them all. Good times. All the best.
Thank you Juan! I think it is hard for you sometimes to make these videos but it is very important that you do. From the bottom of my heart thank you so very much. And an other note.. I wish you all the strenght in the world and a very long life. You have made me a better father and a person.
Hey, I'm a Part 91 guy and I resemble that accusation! WRT NTSB and FAA, I was a witness to an accident at KRTS in August of last year, and the report is still not finished because I hear the FAA and the NTSB are both operating at around 70% staffing levels. Yikes.
Nice one Juan, Glad you get to go back flying for a living :) Really enjoy your output. So nice to hear form someone who actually knows what they are talking about.
Thanks so much for your time and efforts in these great videos
Juan glad you are getting your training done and can't wait to see you do your first revenue flight again, God bless you and thank you for all your reporting.
Congratulations on the check ride. I agree with your AQP comments.
I am really happy to know that you are doing well and great in return to line operations. I pray for your success.
Thanks Juan. All the best for the future certifications. 🇬🇧
Certainly no shortage of out-of-fuel incidents. I'd keep the fuel cross-over closed if I had a short final. At least I'd have a better chance of one engine running. My friend was telling of his dad, a pilot starting out at West Coast Airlines flying DC-3's, then Air West flying F-27's, then Hughes Air West and transitioning into DC-9's. There were no simulators, so all the training and check rides were in the actual airplane. During stall training, he put the DC-9 into a spin. Lost a lot of altitude but managed to get the aircraft back in control. He mentioned, 'DON'T WANT TO DO THAT AGAIN!"
You give a great report and your comments are so well balanced and easily understood. Many thanks.
There was an accident may years ago that involved a single F8F Bearcat that ran out of fuel on approach to Sky Harbor in Phoenix, Arizona. The A/C was returning from the Reno Championship Air Races. Cause was determined to be swelling of the original self sealing fuel tank inner bladder causing a displacement and an inaccurate fuel quantity level. The B-25 could have had the same problem as this may be the second time it ran out of fuel. I don't know for certain if the A/C is still equipped with these types of fuel tanks but when gasoline contacts the inner laminate it swells up sealing a hole. That was the original idea behind the "self sealing" design. Imagine cracks in the interior surface or bladder causing a large "bubble" to occur. The gauges would show full but unless you actually counted gallons in a known capacity tank the error may not be noticed.
Good point!
My Friend .............. I'm so jealous lol AQP was always a learning opportunity. Thanks for the great review and dedication. Congratulations on your checkride ;)
The AQP perspective was awesome Juan, thank you very much.
Thank you Juan.
I would fly anything, anywhere with you in complete confidence.
I can see props set to power and not feathered as you would see if the engine had failed
No one presents facts like Juan
Don’t change a thing !
Congrats on requal...!!! AQP....!!! You got the bonus plan...!!! I can hear you talking yourself through the recoveries.."Ok Brownie..Aviate, Navigate, Communicate....What am I facing?? What's the aircraft telling me?? "
Always learning from your content. Thanks a lot and all the best.
Sad about "Old Glory", the historic B-25. Good to know the crew survived. Hope aircraft can be rebuilt; fingers crossed. Very bad year for SEATS and other air fire fighters.
I would rather see it in a museum (inside, not outside) rather than flown a ton until it crashes into a fireball as so many of these classics that people kept flying end up as.
Will be rebuilt in quick order. If you watch what is involved in a warbird restoration (Kermit Weeks) videos you would most of the weight that is original is the placards, instrument cases, and that of the crankcases. What you are watching flying in an airshow is a copy of a copy of something that rolled off the production line in Kansas 80 years ago. Most of the forgings are sitting in warehouses and will be used to rebuild B-25s until they are printed on demand.
Stockton has a lot of repair resources for round engine aircraft. Unless something absolutely critical was broken or bent in the airframe, you should see it back in the air.
That airframe is totaled. It is a parts plane or maybe can be repaired cosmetically to be a stationary display piece but the flying days are over.
@@danielleclare2938 Need some positive energy from you, Daniel. Want the bird in air again.
I like the way you explain it, so even now as an amature I can understand why what happened. The B-25 Mitchell is a really beautiful aircraft, there are not so many still
In flying condition
"Ooops, you just lost an engine. What are you going to do?" says my flight instructor after she pulled the throttle all the way back to idle. These unplanned lessons sure kept me on my toes. I got better at it as time went by, sure glad have not used this skill set in real situation.
Thanks always for your updates, always learn something from your videos.
About '80 an instructor in a 150 shut the fuel valve after takeoff. It didnt restart. Into 80 acres.
That field is now the big mall.
Excellent remarks about you experiences and views on the AQP!👍
The AQP sounds like the ultimate video skill assessment based, unfortunately, on real events. It is so encouraging for those of us who are “modest” fliers to know that the training is thorough to this degree. You personally have done a great deal to present the skill, preparation and diligence as essential traits that a pilot must have to support their passion for aviation and turn it into a career. I, for one, feel safer knowing that though I may not be on a flight that you are responsible for, knowing you are out there somewhere raises the level of professionalism of all those in your industry.
Great job Jiuan! I can't wait to hear more about your AQP results! ....and that AQP testing will become more of the norm.
Thanks for the updates Juan. Congrats on a successful check ride! My heart is warmed to hear about the AQP as well. I think this just may be the impetus for me to finally join your patreon.
Thanks for your support!
Glad to hear your going back to work Juan, hope you have a good time !.
Great work. Like Sully said, one thing to practice a forewarned event in a simulator but another when the event happens for real and you try to make sense of what you are experiencing before acting.
Juan always brings professional clarity for us non pilot types
Well done! Agree, the added costs to bring some AQP into the other "Parts" seems offset by the carnage and costs of crashes. Thank you for your diligence and keeping the flying public informed.
GREAT episode thanks for the information analysis and passion! You are making me a better pilot, and I think, a more thoughtful one.
A deep admiration for what you and other pilots do.
One of the least complicated light twin fuel systems I have operated is the Cessna C404 Titan, a non-pressurized piston twin with a 10hr endurance.
The caveat: The system logic flew in the face of "traditional" systems. Each engine has a selector that determined which wing the fuel came from, and there is no cross-feed valve. The pitfall - and major one it turned out to be - was the "Fuel Crossfeed Shutoff" valve present. Anyone that fails to familiarize themselves with the quirks of their fuel system is in for a world of hurt. A prime example is a C404 being ferried from the US to Europe some years ago. It lost an engine and ended up ditching just west of Iceland due to "fuel starvation" while still having at least 4hrs of fuel remaining on board. The ferry pilot did not familiarize himself with the quirks of this extremely simple fuel system and assumed he was "opening the cross-feed" when he was actually shutting off the normally-open crossfeed.
The only time you have too much fuel is when you’re on fire.
Your return to flight journey is looking good. Keep it up.
I appreciate your passion on these flight training issues.
Love you Juan, love your passion. Ex professional pilot just waiting for the day I can fly again. Xxx
A great channel Juan! It’s great that you don’t talk down to us who love airplanes but don’t have intimate flying knowledge.
Outstanding video and presentation.
Great video and informational. I was flying for the Govt. and on the same ATC frequency as the Old Glory flight. The crew was very professional on the radio and did a great job landing in that field, as light was quite dim. Rescue took forever to find them.
The B25 sounds like it just ran out of fuel. I just pulled dad's old C130H flight manual and it instructs that all cross feeds open on low fuel emergencies and I just text him and that is what he said he had to do when he had to declare an inflight low fuel emergency and land in Atlantic City NJ back in 1987, or 88
Good luck with the checkrides Juan, hope you get your wings back soon.
Now if only there was some SLF out there... strange days indeed.
Cheers.
Great video, glad you flying again, your training was very the rough and interesting.
Great stuff as always! Finally jumped on your patreon. Thanks for the insight and content from a budding regional bubba. Congrats on getting back in the seat. I too, had a fight for a med cert and won. Scary every min of that!
Thanks for your support David!
Juan is ON!, Juan is ON!, Oh my God, JUAN has something to say !!!!
Congratulations on your medical reinstatement and return to flying.
Juan, we are still praying for your return to line duty. Thanks for explaining more of the rigorous training that has made you our on-line top gun.
This aircraft was briefly at NAS north island in San Diego after coming back from Hawaii. I remember driving home one day after work, seeing it on the flight line and thought how amazing it was to see this vintage aircraft in person! Next day I heard this news, a real bummer but glad to hear the crew made it out alive.
Thank you to Dan Gryder AND you for teaching and doing AQP
Thanks Juan, always look forward to your next briefing!
Congrats on your re-qual and good luck on IOE. 👍
My heart sank when you said Chino. I think I've been in this plane and the hangar of the family who owned it some years ago. "Serious injuries," huh? I wish them a speedy recovery.
Excellent update as usual .
good one JB ! glad to hear your ride in the box went well !
So Juan its not all bad news, at least your check rides went well. It will very nice to hear the line job continues and then you can have the problem of flying, continuing this channel and getting enough sleep. Well done from England.
Another great video with great information. 👏👏
I’m not a pilot, but enjoy and appreciate your briefings.
Incoming hostile missile attacks the Blancolirio International Headquarters at 13:08. And Brownie, calm as ever, maintains immaculate control over the situation. A true pro.
"INCOMING...!" Acorn attack!! The trees are loaded this year! (drought stressed?)
@@blancolirio The natives say if there's a big acorn crop
'incoming wet winter'.
I thought it was a gunshot from some hunters. That's what I heard several gunshots early yesterday morning. Normally wouldn't bother me at all but I happen to be flying my drone at the time so I was a little anxious...
@@blancolirio I was thinking Pilot Pete became Plinker Pete with his Red Ryder BB gun!
Don’t know the situation in the US, but in the UK the CAA by policy ALWAYS prosecutes when an aircraft runs out of fuel in flight due to inadequate fuel management.
Landing in a field was a far better choice than continuing into town. If it really was out of fuel at least that poor judgment was mitigated by the lifesaving decision to land under control in an open area.
Garret McEwen, YES! fly the aircraft to the crash! "Bob Hoover"
Congratulations Juan!
Thank you Juan, report great. A&P.
Hope safety folks are listening! Thanks for sharing your thoughts.
Two questions:
1. Could the B-25 incident been the result of contaminated fuel?
2. If the tanker pilot have been able to release the retardant, is it likely he would have been able to clear the ridge line?
Thank you.
yes and yes.
Air in the fuel lines is considered contamination? Also, they had been flying quite a distance since it had been fueled. They had stopped once to swap some crew around, but did not take fuel at that stop.
@@blancolirio Is there a requirement to sample the fuel at the exit port prior to loading the aircraft ?
@@kfb2001us every time you preflight you sump all of the tanks and inspect for blue 100ll color and lack of water contamination. I was just talking to a b25 crew recently and their endurance is a little over 4 hours typically.
Great report, tks Juan
Excellent, clear (even to non-pilots) and informative reporting, as expected. Keep up the good work!
“Use your superior judgement beforehand” - Yes!
I was lucky to help restore that B25 Old Glory in the 90s, after the previous owner ran it out of gas and put it into the ground off airport. Was lucky enough to fly that B25 to many airshows and travel with the crew to many others. Such a beautiful plane and a damn shame this has happened again!
Great reporting Juan! Fantastic to hear that real life scenarios are practiced.
Just got done with my recurrent training! Feels good man! Cheers!
The pilot of the B.25 made the right decision. No one on the ground died or wre injured
I’m not a pilot, don’t know any pilots and don’t even want to be one. And I still find this channel fascinating!
T/Y Juan for sharing this info.
Thank you Brother👍😎
Good job Juan. Im happy for you
Great stuff, Juan. :)
It is not common but does happen now and then when the pilot forgets to arm the system or simply sets it up wrong, gets to the spot hits the dump and nothing happens. It is too late to assess the problem at that stage, you must go around and try again. As well as pilot error, anything is possible as they are only machines and machinery can fail, ie ideally have an escape route that allows you out loaded or not. There is still two back up systems to dump the load if required in an 802, E dump and a simple mechanical system that does not require electric or hydraulic power.