To help avoid distractions during preflight, i now put my phone in 'airplane' mode when driving through the airport fence. I also do a second big picture check walking around the plane in the opposite direction after the preflight inspection. Thanks for sharing!
I agree with the additional “big picture” walk around before flight. When I flew an EMS helicopter we were required to do a brief walk around before EVERY engine start. Only takes a minute, and we were looking for anything out of the ordinary, such as engine covers, rotor tie downs, fuel caps, anything leaking, etc. I thought it was an excellent procedure, and when I left the helicopter job and returned to flying airplanes I continued to do the quick walk around before engine start. I also occasionally did the walk in the opposite direction. Juan, I can’t argue with you phone comment except to say that in the corporate and 135 world we have to leave our phones on in order to receive calls from dispatch or from our passengers with updates or questions. Also handy to take a quick look at the weather/radar before departure. Sure is nice to have that availability in our pocket! Thanks for your input- love your channel!
I love this advice! I’m actually going to add it to my preflight as well. I like the idea of walking around the airplane in the opposite direction, almost like triggering your brain to see everything from a different perspective. Awesome advice!
How are you going to receive the ForeFlight reply that you flight plan has been rejected? Point being, you are cutting off communication. There are other Best Practices to apply to this fellow’s incident. 1) Never leave a door/hatch half closed. 2) THE FINAL WALK-AROUND is the most important walk around. 3) Apply Tactile Inspection. Fist bump all latches.
42 years ago as a newly minted private pilot reading accident reports the analysis that that seemed to be most common was, inadequate pre-flight and improper use of checklist. It was comforting to me that these were things that were in my control. Have I always done these two things perfectly?, well just say I have not forgotten about them. Your control of the aircraft by remaining on the center line until you had to put it between the lights shows that you have some superior skills. Your waiting out the weather shows that you have superior judgement. Early on I also learned an important saying in aviation: "Superior pilots are those who use their superior judgment to avoid those situations where they might have superior skills".
They should hand you an award for: Decisive action to abort Presence of mind to steer between obstacles Even more ahead thinking by adding power and turning the beast around to avoid getting stuck! Impressed me the most. (Clap clap!!)
A very humbling moment to publish this video. Well done to you. Thank you for sharing. Always a reminder to do a FULL pre-flight inspection... every time. Even if you parked the same plane the night before yourself and nobody appears to have touched it since. Glad you're safe, still flying, and still learning. Be well.
This video popped up on my feed and I’m glad I watched it. I have over 1600 hrs on Cessna 310R’s and boy let me tell you. Deciding to reject the take off and put it back on the ground WAS THE SMARTEST DECISION even if you ran off the runway. 100% rather get a phone call and do paperwork than become a test pilot in the air with that front cargo door open, luckily I’ve never had that door open in flight but I’ve had the passenger door open when I was airborne and boy that airplane definitely changed the way it flew with the door popped open. Now I can’t imagine how it would be with the passenger door popped open. Yeah you forgot to secure the front cargo door on the preflight. So what? You made a correct decision at the right moment to avoid a bigger catastrophe. That’s the learning moment of this incident is to be inclined to make the decision to abort the take off when airborne if it includes running out of runway IF IT WILL AVOID A BIGGER ISSUE IF YOU CONTINUE THE FLIGHT. Thanks for sharing.
Thank you, brother for your transparency. For many of us low time pilots, it’s good to hear stories like this so that we remain vigilant and proficient, and our use of checklist. It takes a special pilot to be able to admit their mistake, and share it so that others can learn from it and not make the same ones. Just know that a low time Pilot out here appreciates you sharing his story, and it is impactful, and that I will try my best to never become complacent in the use of checklist. Thank you, and fly well, brother!
All pilots make mistakes... to varying degrees. Few publicize their mistakes because big brother can be bored. OP wouldn't have made this video if the FSDO didn't find out! Because that would invite them to ding his license.
None of us are perfect. But it goes back to how your old CFI used to drop a pencil on the floor to purposely distract you while on the takeoff roll or even landing. At the end of the day as long as both engines were purring, fly the airplane, fly the airplane, fly the airplane. Those dam Cessna doors are always popping open 😉 but thankfully there was no substantial damage. Thanks for sharing.
Ugh... tough lesson to learn the hard way. My employer had a zero policy concerning aborts over 100kts. "High speed" aborts had to be for engine failure, (not fire) improper configuration, structural reason or saftey of flight reasons only. One day I aborted a take off at about 106 kts...well below V1 of about 155, because a collision with a very large bird of prey was eminent. Stopped on the runway and made the midfield exit with about 4500' remaining. We did hit the bird at a much lower speed than we would have, right below my main forward view window. No impact damage was suffered. The bird carcass was recovered by the airport staff. The whole event caused less than a 25 min delay before the second flawless departure and an onetime arrival at the destination. Airline ops specs technically become the FARs you operate under for part 121. FAA had no problem with my decision, but my chief pilot sure did. It escalated to union representation, I stood firm on the decision having been one of saftey, ultimately saying "sorry, I'm not taking one for the team." His objections were ultimately dismissed, but it was the only real time I'd had any decision called into question over a 30+ year flying career. Less than 6 months latter I was flying an NFL charter and hit a Canadian Goose at 10,000' doing about 330 kts. The nose dome was crushed all the way into the radar antenna. The result? over $350k in repairs and another $400k in lost revenue as the airframe was pulled out of service for almost a week, while they trucked another nose dome (757-300) up to Appleton WI from Chicago. When I'd see my supervisor after that, I'd rib him, asking if he still wanted me to quit avoiding birds...
As a professional pilot (34 years) I think you made the right decision to put the plane back on the runway even though you were airborne. You had runway remaining and kept it on the airport, with possible crash fire rescue support, even if off the runway. Way back in the early 90’s a small twin came through our local airport on a fuel stop. On takeoff one of the nose doors opened a piece of luggage hit the prop/engine the plane rolled upside down and 3 people were killed. Very sad day. That was during day, VMC, conditions. You were at night and didn’t take the plane over houses full of families. Not sure which runway you used. The only thing I would add is this. If there is a longer runway I try to use it unless the crosswind is too much. I also use full length as much as possible, instead of an intersection takeoff (not every time though so I should probably work on that). Something about runway behind you and fuel in the truck that don’t help you……lol. The safety of a longer runway trumps the convenience of a short taxi if you ask me. Good decision making when it happened, you had split second to react, and good skills avoiding the lights. We can’t make every mistake so we learn from others. Thank you for sharing. Now shake it off and get back to safe flying.
That sucks man. I’m not familiar with the baggage door on that particular aircraft. If you had to do it over again, would you have continued and come back in to land, or repeat exactly what occurred? I’ve had a baggage door come open violently, but it wasn’t due to it being unsecured. The latch failed. I flew it to the closest airport and landed without further incident. However that baggage door wasn’t on the nose of the plane.
Were there any factors that contributed to you not properly completing your preflight checklist and not latching and locking the door? Were you distracted by something?
Consider yourself lucky, the typical scenario is when this happens, people stop flying the airplane and crash. One famous accident I remember was Ben Abuzzo, a famous balloonist took off from Coronado Field in Albuquerque in a C421 full of his friends wives, nose door opened on takeoff and he turned downwind, he was concerned that a bag would fall out and hurt the engine, so he pulled back the affected engine to idleso with one engine at idle, on base leg he decided to feather the same engine, he mistakenly feathered the wrong engine, immediately stalled and killed all on board.
The majority of accidents occur within 5 miles of an airport. The reason the FAA is involved here is because the FAA is monitoring the safety of the airport environment. This is done through reporting, statistics, and feedback. An excursion is a reportable event. An incursion is a reportable event. An unintentional (non-training) abort is a reportable event. As well as an unintentional (non-training) go-around is reportable. A trend in frequency of these events may indicate that a change in the airport environment has occurred which may lead to an unsafe state. And, it would be important to correct such a condition.
I'm curious. In retrospect, if you had it to do all over again, would you have elected to do the landing like you did or take it up in the air for one lap in the pattern and a normal landing? I don't have any 310 time so I don't know all the considerations for that decision but I'm curious as to your thoughts...
Every pre takeoff briefing that I've seen posted by professional pilots is that if there's a problem beyond a certain point in the takeoff sequence, be it V1 or V2, they brief that they will not abort, and will deal with the problem in the air.
Wow, thank God you’re okay. Despite the root cause error that you recognize, you just flew the plane back to the ground and stayed calm. Posting this video also deserves our gratitude and praise. But going back to that root cause, maybe post another video talking about what was going on with you that day that resulted in this checklist item getting missed? Was it a long day? Tired? Distracted? In a hurry? Was this a habit and only today did it burn you?
Of the possible outcomes this one was pretty good. You may not know exactly what will happen when a door like that pops open and making an emergency landing with a possibly compromised aircraft at night is dangerous to you and others. I would have done the same thing unless I knew the problem was benign (like the cabin door popping open in the Bonanza I fly).
I wonder how many of the people at the FAA handling these cases have ever been in the seat and had to make a judgement call in a split second over a potentially life and death issue? You did just fine and there was no reason for them to do anything beyond the initial report. Even if you didn't check the door during preflight inspection, that doesn't mean that it opened because it wasn't checked. These things happen all the time and correlation is not the same as causation. An open baggage door may or may not be just an open baggage door. What if it detaches and comes through the windscreen during your trip around the pattern? The FAA: We're not happy until you're not happy.
Lots of FSDO people were pilots. They are all trying to make a name for themselves by dinging 'bad' pilots. Which means, either you play their game, or they will throw the book at you. OP played their game by confessing his mistake. If OP exercised his fourth amendment RIGHT, then the FAA gets huffy and uses the hammer.
As professional pilots, it is near impossible to make it through your flying career without having a strike or two on your record. They definitely are learning moments but equally as important the FAA collects the information from such incidents to improve flying experience for all. We just suck it up; learn from it and move on. I find it best to accept fault & suggest your desire to retrain / learn then the FAA will see your willingness to cooperate and hopefully be gentle on you.
Yeah, Ronald Reagan said that, around the same time he fired 11,000 ATC controllers which was 70% of their staff. 43 years later the FAA has STILL not recovered from the multi-generational hiring disaster caused by that moron politician. How about changing the quote? “I’m a politician and I’m here to help.”
We are doing a very complex thing. I am sure that you will never forget to check to make sure that the door is secured. Other than that you did the right thing few fatalities happen if you go off the runway at the end. Much worse to try to fly with a sick plane. Since there was no damage you shouldn't be required to report the incident. Of course since they requested it you were required to explain. I would have had a aviation attorney look over it before I submitted it. That way if a rouge bureaucrat decides to make more of it than it was you already have a attorney in the loop.
The only question I have is why put the plane back on the ground as you were already committed to flight? Wouldn't declare an emergency, go around and then land be the better option? Because you had to know you'd never have enough runway left to safely stop? Didn't you think ahead what you would do if you had to reject take off and/or under what conditions you would put the plane back onto the ground? From channels like Mentour Pilot and Missionary Bush Pilot I get the understanding that when you rotate you are commited to flight. All in all I have to give you props for raising your hand and say I messed up. That says a lot about character. I'm no pilot, so I'm only asking these questions to understand the logic/thinking behind the choice.
You're asking the correct questions man we'll done, from one manageable situation he created an even worse one, he kept on flying at minimum safe, completed the circuit and landed, no questions would have been asked
Disagree - you can have the conversation BEFORE these mistakes get someone killed, or after. I prefer before. There were at least two errors in that one takeoff and I'm pretty sure he doesn't want to keep repeating those until they end up being fatal.
@@senseisecurityschool9337 ahh yes, the safety nazi who says that any small errors is the equivalence of death tomorrow. Super glad you made your appearance.
100% agreed, from a manageable situation to a bad bad one created, the aircraft was safe to fly, just complete the circuit at minimum safe and land back using the FULL LENTH
I applaud him for being frank about the situation. It helps other pilots, why not share information? This is gold for pilots. Bravo to Into the Wide Open
If you’re going to do educational aviation videos exploiting teachable moments, do it completely. Explain the NASA reporting process. How, why, limitations and legal ramifications.(Hint, they’re mostly all good.)
THREE RULES TO LIVE BY: 1) Never let passengers close and latch doors. The pilot shall close and latch doors. 2) Doors are either Open or Closed. A door resting in closed position and unlatched is an incident waiting to happen. Never “close” a door without latching it! 3) The last walk around is the most important walk around. This is an Industry Best Practice. After all the commotion of loading the airplane has subsided, the pilot shall walk around the aircraft and confirm all doors closed and latched; tailstand, prop tether, engine plugs, pitot-static covers are removed and stowed; fuel caps are secure. I live by these rules. And during 40 years/23K hours of flying, these rules have save my bacon numerous times. Standing aft of the tail is the best position to observe 90% of potential incidents: You can see wings are clean; fuel caps in their place; taxi obstacles; an open hatch/door; remove before flight flags. Always-always, walk-around just before you climb-in. It will save your bacon.
Don't use phrases if you don't know what they mean. "pins and needles" doesn't mean what you think it means. "grain of salt" also doesn't mean what you think it means. I stopped watching after that because you were hurting my head. It doesn't make you look smart to use speech you don't understand.
Zach zach zach - the man has free speech. He knows what he said. If you don't understand his dialect or use idiomatic phrases, then ask for clarification. You stopped watching yet you took time to comment. If you don't have the patience to listen to the facts and learn something, or at least try, then maybe you should not try to be involved in aviation. Impatience and lack of curiosity are not good qualities for those at the controls. Agree?
To help avoid distractions during preflight, i now put my phone in 'airplane' mode when driving through the airport fence. I also do a second big picture check walking around the plane in the opposite direction after the preflight inspection. Thanks for sharing!
I like this. I'm gonna' add it to my preflight performance.
I agree with the additional “big picture” walk around before flight. When I flew an EMS helicopter we were required to do a brief walk around before EVERY engine start. Only takes a minute, and we were looking for anything out of the ordinary, such as engine covers, rotor tie downs, fuel caps, anything leaking, etc. I thought it was an excellent procedure, and when I left the helicopter job and returned to flying airplanes I continued to do the quick walk around before engine start. I also occasionally did the walk in the opposite direction.
Juan, I can’t argue with you phone comment except to say that in the corporate and 135 world we have to leave our phones on in order to receive calls from dispatch or from our passengers with updates or questions. Also handy to take a quick look at the weather/radar before departure. Sure is nice to have that availability in our pocket!
Thanks for your input- love your channel!
I do this exact same routine
I love this advice! I’m actually going to add it to my preflight as well. I like the idea of walking around the airplane in the opposite direction, almost like triggering your brain to see everything from a different perspective. Awesome advice!
How are you going to receive the ForeFlight reply that you flight plan has been rejected? Point being, you are cutting off communication. There are other Best Practices to apply to this fellow’s incident.
1) Never leave a door/hatch half closed.
2) THE FINAL WALK-AROUND is the most important walk around.
3) Apply Tactile Inspection. Fist bump all latches.
42 years ago as a newly minted private pilot reading accident reports the analysis that that seemed to be most common was, inadequate pre-flight and improper use of checklist. It was comforting to me that these were things that were in my control. Have I always done these two things perfectly?, well just say I have not forgotten about them. Your control of the aircraft by remaining on the center line until you had to put it between the lights shows that you have some superior skills. Your waiting out the weather shows that you have superior judgement. Early on I also learned an important saying in aviation: "Superior pilots are those who use their superior judgment to avoid those situations where they might have superior skills".
They should hand you an award for:
Decisive action to abort
Presence of mind to steer between obstacles
Even more ahead thinking by adding power and turning the beast around to avoid getting stuck! Impressed me the most. (Clap clap!!)
A very humbling moment to publish this video. Well done to you. Thank you for sharing. Always a reminder to do a FULL pre-flight inspection... every time. Even if you parked the same plane the night before yourself and nobody appears to have touched it since. Glad you're safe, still flying, and still learning. Be well.
This video popped up on my feed and I’m glad I watched it. I have over 1600 hrs on Cessna 310R’s and boy let me tell you. Deciding to reject the take off and put it back on the ground WAS THE SMARTEST DECISION even if you ran off the runway. 100% rather get a phone call and do paperwork than become a test pilot in the air with that front cargo door open, luckily I’ve never had that door open in flight but I’ve had the passenger door open when I was airborne and boy that airplane definitely changed the way it flew with the door popped open. Now I can’t imagine how it would be with the passenger door popped open.
Yeah you forgot to secure the front cargo door on the preflight. So what? You made a correct decision at the right moment to avoid a bigger catastrophe. That’s the learning moment of this incident is to be inclined to make the decision to abort the take off when airborne if it includes running out of runway IF IT WILL AVOID A BIGGER ISSUE IF YOU CONTINUE THE FLIGHT.
Thanks for sharing.
Thank you, brother for your transparency. For many of us low time pilots, it’s good to hear stories like this so that we remain vigilant and proficient, and our use of checklist. It takes a special pilot to be able to admit their mistake, and share it so that others can learn from it and not make the same ones. Just know that a low time Pilot out here appreciates you sharing his story, and it is impactful, and that I will try my best to never become complacent in the use of checklist. Thank you, and fly well, brother!
All pilots make mistakes... to varying degrees. Few publicize their mistakes because big brother can be bored. OP wouldn't have made this video if the FSDO didn't find out! Because that would invite them to ding his license.
Dude - great job on saving yourself and that airplane!!!
Thanks for sharing. Takes courage to share this, but it helps others!
We live and we learn. Good job.
My "mantra" has been to never be too lazy to double check; e.g. turn off the stove, turn off the clothes dryer, lock the doors and windows, etc.
Very humbling experience! Thanks.
Very professional of you to share and glad for the outcome too. I agree your decision to shut down.
Ok that took some guts to admit.
None of us are perfect. But it goes back to how your old CFI used to drop a pencil on the floor to purposely distract you while on the takeoff roll or even landing. At the end of the day as long as both engines were purring, fly the airplane, fly the airplane, fly the airplane. Those dam Cessna doors are always popping open 😉 but thankfully there was no substantial damage. Thanks for sharing.
Regardless..... glad you are safe.
Ugh... tough lesson to learn the hard way. My employer had a zero policy concerning aborts over 100kts. "High speed" aborts had to be for engine failure, (not fire) improper configuration, structural reason or saftey of flight reasons only. One day I aborted a take off at about 106 kts...well below V1 of about 155, because a collision with a very large bird of prey was eminent. Stopped on the runway and made the midfield exit with about 4500' remaining. We did hit the bird at a much lower speed than we would have, right below my main forward view window. No impact damage was suffered. The bird carcass was recovered by the airport staff. The whole event caused less than a 25 min delay before the second flawless departure and an onetime arrival at the destination. Airline ops specs technically become the FARs you operate under for part 121. FAA had no problem with my decision, but my chief pilot sure did. It escalated to union representation, I stood firm on the decision having been one of saftey, ultimately saying "sorry, I'm not taking one for the team." His objections were ultimately dismissed, but it was the only real time I'd had any decision called into question over a 30+ year flying career. Less than 6 months latter I was flying an NFL charter and hit a Canadian Goose at 10,000' doing about 330 kts. The nose dome was crushed all the way into the radar antenna. The result? over $350k in repairs and another $400k in lost revenue as the airframe was pulled out of service for almost a week, while they trucked another nose dome (757-300) up to Appleton WI from Chicago. When I'd see my supervisor after that, I'd rib him, asking if he still wanted me to quit avoiding birds...
As a professional pilot (34 years) I think you made the right decision to put the plane back on the runway even though you were airborne. You had runway remaining and kept it on the airport, with possible crash fire rescue support, even if off the runway. Way back in the early 90’s a small twin came through our local airport on a fuel stop. On takeoff one of the nose doors opened a piece of luggage hit the prop/engine the plane rolled upside down and 3 people were killed. Very sad day. That was during day, VMC, conditions. You were at night and didn’t take the plane over houses full of families. Not sure which runway you used. The only thing I would add is this. If there is a longer runway I try to use it unless the crosswind is too much. I also use full length as much as possible, instead of an intersection takeoff (not every time though so I should probably work on that). Something about runway behind you and fuel in the truck that don’t help you……lol. The safety of a longer runway trumps the convenience of a short taxi if you ask me. Good decision making when it happened, you had split second to react, and good skills avoiding the lights. We can’t make every mistake so we learn from others. Thank you for sharing. Now shake it off and get back to safe flying.
I totally disagree with you, sorry!!!
Thanks for sharing I love the video.
That sucks man. I’m not familiar with the baggage door on that particular aircraft. If you had to do it over again, would you have continued and come back in to land, or repeat exactly what occurred?
I’ve had a baggage door come open violently, but it wasn’t due to it being unsecured. The latch failed. I flew it to the closest airport and landed without further incident. However that baggage door wasn’t on the nose of the plane.
Were there any factors that contributed to you not properly completing your preflight checklist and not latching and locking the door? Were you distracted by something?
NOT TODAY Fed boi.
Consider yourself lucky, the typical scenario is when this happens, people stop flying the airplane and crash. One famous accident I remember was Ben Abuzzo, a famous balloonist took off from Coronado Field in Albuquerque in a C421 full of his friends wives, nose door opened on takeoff and he turned downwind, he was concerned that a bag would fall out and hurt the engine, so he pulled back the affected engine to idleso with one engine at idle, on base leg he decided to feather the same engine, he mistakenly feathered the wrong engine, immediately stalled and killed all on board.
Thanks for sharing this experience. You handled the situation correctly.
Nah, should have just done a go around at best glide speed.
The majority of accidents occur within 5 miles of an airport. The reason the FAA is involved here is because the FAA is monitoring the safety of the airport environment. This is done through reporting, statistics, and feedback. An excursion is a reportable event. An incursion is a reportable event. An unintentional (non-training) abort is a reportable event. As well as an unintentional (non-training) go-around is reportable. A trend in frequency of these events may indicate that a change in the airport environment has occurred which may lead to an unsafe state. And, it would be important to correct such a condition.
RESPECT!
I'm curious. In retrospect, if you had it to do all over again, would you have elected to do the landing like you did or take it up in the air for one lap in the pattern and a normal landing? I don't have any 310 time so I don't know all the considerations for that decision but I'm curious as to your thoughts...
Every pre takeoff briefing that I've seen posted by professional pilots is that if there's a problem beyond a certain point in the takeoff sequence, be it V1 or V2, they brief that they will not abort, and will deal with the problem in the air.
@@briansmyla8696a Cessna plane takeoff speed is at 55knots vs a commercial plane like a 737 at 155 knots.
Wow, thank God you’re okay. Despite the root cause error that you recognize, you just flew the plane back to the ground and stayed calm. Posting this video also deserves our gratitude and praise. But going back to that root cause, maybe post another video talking about what was going on with you that day that resulted in this checklist item getting missed? Was it a long day? Tired? Distracted? In a hurry? Was this a habit and only today did it burn you?
Of the possible outcomes this one was pretty good. You may not know exactly what will happen when a door like that pops open and making an emergency landing with a possibly compromised aircraft at night is dangerous to you and others. I would have done the same thing unless I knew the problem was benign (like the cabin door popping open in the Bonanza I fly).
I wonder how many of the people at the FAA handling these cases have ever been in the seat and had to make a judgement call in a split second over a potentially life and death issue? You did just fine and there was no reason for them to do anything beyond the initial report. Even if you didn't check the door during preflight inspection, that doesn't mean that it opened because it wasn't checked. These things happen all the time and correlation is not the same as causation. An open baggage door may or may not be just an open baggage door. What if it detaches and comes through the windscreen during your trip around the pattern? The FAA: We're not happy until you're not happy.
Lots of FSDO people were pilots. They are all trying to make a name for themselves by dinging 'bad' pilots. Which means, either you play their game, or they will throw the book at you. OP played their game by confessing his mistake. If OP exercised his fourth amendment RIGHT, then the FAA gets huffy and uses the hammer.
As professional pilots, it is near impossible to make it through your flying career without having a strike or two on your record. They definitely are learning moments but equally as important the FAA collects the information from such incidents to improve flying experience for all. We just suck it up; learn from it and move on. I find it best to accept fault & suggest your desire to retrain / learn then the FAA will see your willingness to cooperate and hopefully be gentle on you.
Thanks for sharing, good ADM. Never take a problem into the air. 👍
"good ADM"? yeah, ok there.
"I'm from the government and I'm here to help."
Yeah, Ronald Reagan said that, around the same time he fired 11,000 ATC controllers which was 70% of their staff. 43 years later the FAA has STILL not recovered from the multi-generational hiring disaster caused by that moron politician. How about changing the quote? “I’m a politician and I’m here to help.”
NASA report
One of the first things done afterwards. 😅
We are doing a very complex thing. I am sure that you will never forget to check to make sure that the door is secured. Other than that you did the right thing few fatalities happen if you go off the runway at the end. Much worse to try to fly with a sick plane. Since there was no damage you shouldn't be required to report the incident. Of course since they requested it you were required to explain. I would have had a aviation attorney look over it before I submitted it. That way if a rouge bureaucrat decides to make more of it than it was you already have a attorney in the loop.
😂😂😂😂😂😂😂 Seriously dude, dumbest comment here
@@checkmate5857 Thank you. Since you gave no reasoning in your statement I can discount it completely.
Your ego got hurt, dude for a popped open door you go, why did you try to land back😮
Tell the FSDO to go pack sand. Most of those jackasses couldn’t hold a commercial job because of past “indiscretions” with Johnny Law!
The only question I have is why put the plane back on the ground as you were already committed to flight?
Wouldn't declare an emergency, go around and then land be the better option? Because you had to know you'd never have enough runway left to safely stop? Didn't you think ahead what you would do if you had to reject take off and/or under what conditions you would put the plane back onto the ground?
From channels like Mentour Pilot and Missionary Bush Pilot I get the understanding that when you rotate you are commited to flight.
All in all I have to give you props for raising your hand and say I messed up. That says a lot about character.
I'm no pilot, so I'm only asking these questions to understand the logic/thinking behind the choice.
You're asking the correct questions man we'll done, from one manageable situation he created an even worse one, he kept on flying at minimum safe, completed the circuit and landed, no questions would have been asked
Way to much drama for a NON event..
Disagree - you can have the conversation BEFORE these mistakes get someone killed, or after. I prefer before.
There were at least two errors in that one takeoff and I'm pretty sure he doesn't want to keep repeating those until they end up being fatal.
@@senseisecurityschool9337I agree wholeheartedly
@@senseisecurityschool9337 ahh yes, the safety nazi who says that any small errors is the equivalence of death tomorrow. Super glad you made your appearance.
100% agreed, from a manageable situation to a bad bad one created, the aircraft was safe to fly, just complete the circuit at minimum safe and land back using the FULL LENTH
Happens to all of us at one time or another.
Why such sad music?
Serious suggestion. Shut the cameras off and enjoy the flying. The added distraction isn’t worth it. Fly safe.
I applaud him for being frank about the situation. It helps other pilots, why not share information? This is gold for pilots. Bravo to Into the Wide Open
If you’re going to do educational aviation videos exploiting teachable moments, do it completely. Explain the NASA reporting process. How, why, limitations and legal ramifications.(Hint, they’re mostly all good.)
Watch this video at 1.25 speed. You can thank me after.
THREE RULES TO LIVE BY:
1) Never let passengers close and latch doors. The pilot shall close and latch doors.
2) Doors are either Open or Closed. A door resting in closed position and unlatched is an incident waiting to happen. Never “close” a door without latching it!
3) The last walk around is the most important walk around. This is an Industry Best Practice. After all the commotion of loading the airplane has subsided, the pilot shall walk around the aircraft and confirm all doors closed and latched; tailstand, prop tether, engine plugs, pitot-static covers are removed and stowed; fuel caps are secure.
I live by these rules. And during 40 years/23K hours of flying, these rules have save my bacon numerous times.
Standing aft of the tail is the best position to observe 90% of potential incidents: You can see wings are clean; fuel caps in their place; taxi obstacles; an open hatch/door; remove before flight flags. Always-always, walk-around just before you climb-in. It will save your bacon.
When it comes to human life, my ballpark would have different rules. Strike one, you're out. No discussion. No excuses.
people causing their own problems
Don't use phrases if you don't know what they mean. "pins and needles" doesn't mean what you think it means. "grain of salt" also doesn't mean what you think it means. I stopped watching after that because you were hurting my head.
It doesn't make you look smart to use speech you don't understand.
Zach zach zach - the man has free speech. He knows what he said. If you don't understand his dialect or use idiomatic phrases, then ask for clarification.
You stopped watching yet you took time to comment. If you don't have the patience to listen to the facts and learn something, or at least try, then maybe you should not try to be involved in aviation. Impatience and lack of curiosity are not good qualities for those at the controls. Agree?
@@happysawfish Sorry what? I was just pointing out ignorance of the phrases.