Hondajet Crash Survivor Tells His Story
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- เผยแพร่เมื่อ 22 ก.ย. 2023
- In this episode of Biz Jer TV, Fabrizio Poli meets with entrepreneur Omar Haedo. Omar had a runway excursion in his Hpndajet a few months ago and shares his story, as well as telling us about how private aviation is helping him expand his business and spend valuable time with his family.
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Just watching this guy talk,I would never fly with him....
I agree
100%. I flew both airline and as a contract pilot and this guy is an amateur. He should have had someone babysitting him.
As an ametuer pilot, this guy fabled to acknowledge the importance of conducting proper risk mitigation analysis with a veteran Honda jet pilot. His arrogance and inflated ego put everyone in danger. This guy should top off the tanks, especially for short island hops.
I’m concerned he’s on the same planet…
Hi MrStrat, great comment. I would say the same. . I would hire Fabrizio Poli to fly my 2024 Honda Elite Jet.
I fly AND ride motorcycles... I've always taken the approach of "everyone is trying to kill me" when riding a motorcycle... but hadn't considered that in flying. Great advice.
this guy is borderline nuts
ya know the guys who say he is nuts maybe dont realize that yes he is a type "A" person, but he is also a successful busines owner, thats what drives people like him. Criticize all you want , ( how many of you have run low on fuel and would never own up?) but this guy had the money and the balls to train up- When I bought and flew my first aircraft the CFI told me right out of training you are the safest you will ever be- 6000 hours later I understood. Hats off to you Omar for your success and having the guts to tell the truth....
As a professional pilot, I'm still a little bit puzzled as to why our friend was low on his (estimate) of arrival fuel. Huston wasn't his alternate, it was his destination..even allowing that New Orleans was considered by him to be an 'en-route' alternate it would not have qualified as such unless Huston was unlikely to offer any problems on arrival. The 31L runway wasn't available, ok the reasons may be debatable but it may not have been available for many other reasons.. an aircraft blowing tyres on touchdown could have made it unavailable. America is not short of airports, other options, maybe less convenient, would have been an option. Arriving at a major airport and demanding use of a particular runway (unless declaring an emergency) is unlikely to make many friends.
You can demand all you want. If they’re not using that runway, you’re SOL, unless you declare an emergency.
For anyone interested, actual story of crash referenced in video title starts @18:50
thank u
Omar thank goodness you and your family ended up safe 🙏
Being assertive isn’t arrogance
Salute from Canada 🍁
Thank you for sharing your story Omar. I'm glad no one was hurt in the accident.
This guy is clearly at fault and looking for an excuse. Yes, that was a gusty day but it’s his responsibility to determine the safety of his aircraft.
that's not what I took from him at all. Very humble guy who is nice enough to share his story in the hope it helps others.
what are you talking about lol. He said a million times that it was wrong for him to add to his V-ref on the crosswind and said that he was ultimately pilot in command.....
He did not want to stop and refuel so he pushed it. Then he needed to declare an emergency if he was concerned about the fuel so much. I seriously doubt that the controller screamed at him. And now it's someone else fault (crane operator) that the plane was damaged. He blames everyone else involved. The guy is a textbook narcissist.
Sorry@@dbrown6941
I find your assessment highly offensive and ignorant. Did you get satisfied making it?
@@DavidDavid-jb1cy There is nothing humble about this guy. He's still blaming the ATC when he didn't even address the actual cause of the accident (i.e. an incompetent pilot).
Many thanks for telling us your story.
The lesson here isn't "be assertive with ATC." The lesson is "be prepared for contingencies."
Thankyou sharing this; very informational
Great discussion! Very Informative!
thank you
Thank you for sharing.
I am not one to comment on the internet but I feel compelled to.
Any aircraft should be able to land safely with VREF plus 5.
We know there is an issue with Honda jets and has reduced the safety margin a landings.
I am sure company is aware and will fix this issue as soon as possible.
As a jet pilot myself I congratulate Omar on going public with this incident since it might save others in the future.
My only advice is to always plan for the unexpected and never get fixated on specific runways or procedures.
When flying close family members a safety pilot is important.
I know we have to consider all sides, but helping the pilots and passengers get down safely should always be priority #1
If you wanted to help this guy you'd force him to hire a real pilot.
Thanks for the share/debrief Omar and Fabrizio.
I was at looking out the window Hobby airport when this happened . It was the craziest thing I have ever seen seeing this crash.
FANTASTIC VIDEO!!!!!!!!
I witnessed a Hondajet land and overrun the 6500’ runway at Pittsburgh AGC two winters ago, it was snowing and gusty. Still plenty of room, now I have to do some research
1. Always add more fuel than you think you need if you can. I think he probably will from now on. Minimum fuel sucks when it becomes minimum.
2. Declare Min fuel status
3. If min fuel status didn’t work, declare an Emergency.
4. If I had a company and sold paperweights, I’d be an expert at that. Period.
5. There are certain airplanes we used to call Dr Killers. Money can give you things that can and will kill you.
6. Repeat the above.
Finally, he is clearly intelligent and takes it seriously but I’d love to tell him to leave the kids at home with those factors.
Techinical alternates and meterological alterates is a theory I never heard before, but will use from now on! excelent video!
Glad you learnt something practical from this video. We are here to educate.
I agree with the two-alternate plan. A solo jet pilot needs to both stay ahead of the machine and execute the pre-planned options. Having a second pilot - even a SEL rated one - would help as well.
Fab's suggestions about having two alternates is a great idea -- one for wx and one for miscl local reasons as here -- one I'm going to follow. Didn't see the PIC as arrogant or excuse making. Appreciated him making the video. In hindsight one can see the importance of being flexible re runway available and communicating thoroughly with ATC.
No excuse for the controller yelling at the pilot -- that hurts communication when the pilot's workload is busiest. Pilot's personal minimums re fuel gave him an option to take another field & avoid the controller's inflexibility / temper. I'd fly with this guy in a minute.
Excellent discussion. Great attitude of the pilot to live and learn and keep improving and taking responsibility ! Bravo!
Overcommitment to destination airport is a huge problem for all of us. KSGR is right next to KHOU and its runway (35) was oriented directly into the wind described in the accident report. (KCXO/Galaxy is my choice, though!)
thanks. i see many small planes here next to port orange spruce creek airport
Your video alerted me to your book so I just bought a copy from Amazon for the weekend ahead :)
when finished the book please write a review on amazon.
The interview has served its purpose and sparked a debate!
Biz Jet TV is here to educate and inspire, introducing private aviation to more people and hopefully teaching a few things about flight safety along the way.
Sounds like the Bonanza Doctor killer situation, too much ego and money over ability. Jets fly fast and overtake the single pilot’s ability to cope during bad situations.
Beautiful little bird!
Wow amazing Omar and Fabrizio, people will learn from this, ATC is not always right, I am not a pilot but have learn a lot from pilots that speak up
25 crashes in 8 years? That's a problem. 😮😮
Wow, would that be considered an excessive crash history?
None of the “crashes” involved any fatality, or major injury, only this one resulted in damage of a degree enough to write off the aircraft. That damage was the fault of the person recovering the aircraft with a crane incorrectly, resulting structural damage. If lifted correctly or if that aircraft had been towed correctly using mats then there would have been zero issue or damage. For context several “accidents” from issues involving crosswinds resulting in some deviation from runway. With minor, little, or no damage. Hanger rash, another aircraft, vehicle, or person can inflict minor damage to an aircraft. Still an accident/crash. Context is key here. Most accident/crashes are minor incidents requiring minimal repair and inspection time. Not major structural damage. Moving from taxiway to hanger at low speed. Propwash causes a small stone to ding a panel. That will still generate a crash/accident report
Pilot error in all, majority landing to fast or fast and long. The smaller the jet, the lighter the jet, and no thrust reversers. The numbers mean a lot.
No reversers, short landing gear preventing much low wing x-wind correction, small wheels ie small brakes, engines mounted on top of wings acting like sails in a x-wind, seems like this has been an a/c waiting for a landing accident. Vref issues not relavant with long runway.
Greetings from Dominican Republic
Hola hermano
good work
I have mixed feelings about this interview and that said it’s still hard for me to imagine how 5 knots extra makes a difference in a tiny plane on a runway (RWY 04) which is 7,602’ x 150’. I am not typed in the Honda Jet so I will remain teachable on the issue.
Ditto.
I'm not typed in the Honda jet either but it's a running joke that Honda jets have no braking action. So as soon as he said that I believed him
@@sethalexis6741, Ah I see thank you. I am away from the industry now so I miss a lot of scuttlebutt.
Thank you for sharing your story Omar. I'm glad no one was hurt in the accident.
Exactly. I have 1500hrs in this plane. 5kts extra is not the culprit
Rather than give a 2-minute preamble, just get right into it. The subject matter will unfold.
I’ve flown into HOU hundreds of times. They aren’t friendly to GA aircraft sometimes, but they won’t give you what ever runway you want when all the arrivals and departures are stacked up for miles.
I’ve only experienced wake turbulence one time there.
It is bumpy at 2000’, but rarely severe
Thanks Omar and Fabrizio!
Thanks for watching!!!
What seemed to start out as humbleness, developed into a series of pointed blame with ATC. Not unusual for Houston Hobby to be involved in another issue, however, without the author of this video including the ATC recording of the “yelling at the pilot”, something is not quite adding up here
Great presentation…Can’t assume the controller was playing video games.
Poli , i love your channel. Poli, what is your recommended headset for flying ?
this is wht Private pilot school taught me.
§ 91.167 Fuel requirements for flight in IFR conditions.
(a) No person may operate a civil aircraft in IFR conditions unless it carries enough fuel (considering weather reports and forecasts and weather conditions) to-
(1) Complete the flight to the first airport of intended landing;
(2) Except as provided in paragraph (b) of this section, fly from that airport to the alternate airport; and
(3) Fly after that for 45 minutes at normal cruising speed or, for helicopters, fly after that for 30 minutes at normal cruising speed.
(b) Paragraph (a)(2) of this section does not apply if:
(1) Part 97 of this chapter prescribes a standard instrument approach procedure to, or a special instrument approach procedure has been issued by the Administrator to the operator for, the first airport of intended landing; and
(2) Appropriate weather reports or weather forecasts, or a combination of them, indicate the following:
(i) For aircraft other than helicopters. For at least 1 hour before and for 1 hour after the estimated time of arrival, the ceiling will be at least 2,000 feet above the airport elevation and the visibility will be at least 3 statute miles.
(ii) For helicopters. At the estimated time of arrival and for 1 hour after the estimated time of arrival, the ceiling will be at least 1,000 feet above the airport elevation, or at least 400 feet above the lowest applicable approach minima, whichever is higher, and the visibility will be at least 2 statute miles.
Good story
I am wondering about the lack of braking action.
Could it be that the pilot was applying the wheel brakes when the wind lifted the wing and may have lifted the main off of the runway and the anti-skid system released the brakes because the wheel locked??
When it's really windy, with a big crosswind, sure, add to Vapp, but you should still be at Vref when you touch down. Not good to be fast in a crosswind because the thing may keep flying when you need it to stop doing so.
Greetings from Colombia.
Hi
Hola
@@jjsifo1 - Hola, donde estas?
You ran a light jet off a 7602 foot long runway and have the stones to blame others.
As a 30 year jet pilot, I can tell you that you got screwed in training. The wind additive goes onto the approach speed. Ref is always going to be ref and never changes.
The fact that you don’t know what the additive is for is sad. That doesn’t even cover the fact that your fuel planning is anything but professional. Fabios advice on alternates is a great start for ya.
Stick to insurance Omar. You are missing a lot of training that the top 1% rating didn’t give you. After all the courses at flight safety I have been to, I never heard of a class rating system. Perhaps arrogance is also a contributing factor.
Fab, he is SO right. Do NOT add to v-ref. Fly the plane the way it was designed.
100%
Those of you watching this video who are not, nor intend to become pilots, may enjoy watching and reading the comments. There is no harm in speculation and opinions of someone not actualy expected to fly an aircraft competently.
For those of you who are, or aspire to become pilots, especially professional, IGNORE and FORGET everything you have seen and read here.
My initial thoughts were the pilot more or less made a rod for his own back by planning, by his own admission, to land on a particular runway at the outset of his journey, and seemingly not factoring in any other scenario. It doesn’t matter what the reason is for ATC making decisions (presumably they have their reasons) that do not correlate with the pilot’s predetermined plans; what matters is being able to accommodate for such changes and if the situation is such that you can not accommodate them, speaking up (PAN) about your reasoning for same (low fuel…etc).
@@bitteroldman701 the thought had crossed my mind.
complimenti per il tuo inglese Fabrizio..
“Unable “… that’s the word, as Omar said.
Ran your HondaJet off the runway, eh? Sounds like someone had one too many margaritas last night. 🤦♂️
I couldn’t finish the interview. Sensationalized story about an owner-flown fuck up, with FAR too many ‘accusations’ of others having ‘one too many drinks last night.’
Right on! I was just thinking we talk about drinking like it’s an excuse.
Let’s face it you exceeded your limitations! And your ADM aviation decision making skills were deficient. I am surprised your were able get insurance on the Honda with such low time. 🤯🛫
Does the Hondajet not have wing spoilers? Spoilers enable a much better braking by putting the full weight on the surface.
It does now in the Elite 2, but previous iterations do not. Big difference in landing control.
25 since they started.... isn't that bad they are fairly new ?
Ahaaa a health insurance broker. That explains his arrogant high value extravagant life style.
Omar - Yeah Buddy!! Never a pilot, but designed DOD stuff since 4. '63, Handler Kelly's "71" project to be cancelled as fortune in it, but not near design speed AND chitty fuel footage. I told him could fix it, but it would not like to stop. He said, "Fine...Courrier in your driveway w/goods!" Opened door & he with Asst Driver were already there w/exact models of the "71". Dummied up the inputs for my program, woke Dad @midnight, & we were off to Insurance Co. burning time off their IBM 360. Beautiful "Chime" tummy for Kelly's hot rod with all the data in few minutes, so Courriers out west to Spot 51! 2 wks later Kelly calls as "71" didn't wanna stop! I just said, "Told ya so!" Kelly said wasn't complainin' as great fuel mileage and obscene top speed!! He had smallest G-Suit made for me & here's where details turn to sht. He sent his best Test Pilot in USA out to Michigan for F4 Phantom Demo Ride, as I had designed it in '54. He sanely flew us up to U.P. Bomber Base, filled 'er up w/hot gas, and proceeded out over Lake Superior for extreme aerobatics, & this was where weakest part broke! Test Pilot was defective, choking on his own puke until unconscious. From FL52, dove on base at classified speed, didn't know piloteeze, so keyed mic & said, U.P. Bomber Base...are you still with us in the Phantom? Tower knew had real rube, so just calmly said, "I assume you're The Rear, so is Pilot available?" I replied, "He's covered in puke but bringing him back anyways....will need immediate Medical!" Next, he asked for time in type, so I stated, "3 minutes"! He then asked for total time as Pilot, so said, "Total time, 4 minutes". He asked, "What is your airspeed?", so answered, "Classified!" Tower thought about that about 10 seconds, then advised he was going to try landing us. They cleared field and Tower said, "You'll have to flare out & land anywhere you like, but try to make it either main runway, both 2 miles long!" When near horizontal, Tower screamed, "Do you know your airspeed, we show...well...very classified speed"? I replied, "Know airspeed, but necessary if COL (Test Pilot) is to survive." Tower replied, "10-4...throttle back both engines, apply speed brakes if you have them, & gradually apply flaps, but do not deploy chutes...I'll advise when." Lit right on runway foote, started swerving back & forth bleedin' off speed, Tower advised, "Deploy chutes", and they just held! We were still just too fast, here comes end of runway, and she stopped leaving 5 feet unused! I reached out to shut down engines, but just then they ran outta gas having used it up on afterburner! Doc & Airman scrambled up ladder, but right under 'em both tires blew about 2-3 seconds apart. It was nice to see folks as scared as I was! Anyways, they scooped up COL, into ambulance, and to Infirmary. GEN of Base arrived madder than hell as we passed just over town on approach while he was in coffee shop! Oh boy, were we in for it, Officer dragged youngest Airman in front of GEN, and asked to explain his actions. It turned out he was The Controller, so recited what he knew, GEN said, "Do you expect me to believe that, Airman?" And I spoke up out of turn sayin', "That's exactly what happened Your Excellency, my Pilot broke!!" He grinned at first, but then said, "And who the hell are you, and what are you doing up here?" I replied, "I'm the guest for the Phantom Demo Flight, but had to land plane as out of pilots." Bases COL just struttin' up said, "I just checked it out with Kelly Johnson General, and this kid actually did design Phantom back in '54, and Demo Flight was in appreciation for fixin' Kelly's newest plane we can't even speak of"! Phantom looked like P.O.S. as all paint burnt off as too much speed, afterburner cones shot, many plates stretched, chutes ruined, wheels & tires totaled, but Test Pilot fully recovered in about 2 weeks. Couple days later, I got it too recovering in about 2 1/2 weeks. I was just comin' down with it when Kelly phoned, berating me first, but then firing me for damage to his Test Plane. I was so sick, I just sassed with, "Whatever", hung up phone, and puked again! Just recovering when Kelly called again. He said he had rescinded "firing", Test Pilot completely recovered, Phantom near fully repaired just needing paint, and if anyone should ask, he had taught me to fly! Turned out, bad Ju Ju for him having untrained teenager out flyin' fastest USAF Jet, but somehow okay if he had taught troublesome teen how to do it! It seems, GEN at Bomber base had Phantom's flight installed on USAF Flight Simulators, and nobody had been able to land Phantom in time to save strickin' Pilot's life, and in fact no one come close! So Omar, you can see you had very minor problems tryin' to land your plane, and wish you all the best of luck with the new one!! Thanks for sharin' it with us!!
"I did the emergency thing". 🤣
So bad I had to leave early.
Hmmmm. Premeditating to ignore or reject ATC runway instructions doesn't sound like much of a plan.
Agree ..Require XYZ, Unable ABC
WTF , what about having enough fuel to fly to the alternate and 45 min holding. This guy thinks he knows it all. But he really doesn't know what he is doing. If he flies long enough , he is going to crash again , with that I know it all attitude
Thanks for your thots and comments. Best
I fly the Honda et, there is no such thing as extra fuel…..😂
@@benparadude2028🤔
All pilots must know the limits of their aircraft, if the weather conditions are outside of what the aircraft can withstand, the pilot’s role is to divert to another airport. Another crash that could have easily been avoided.
Don’t look for excuses when you’re clearly at fault…
So fuel made the decision here. Hobby almost always lands on 4. I fly in there all of the time. Basically admitting that the airplane is too complex. Imagine if he had stopped for fuel along the way. This guy is over his head. Plus the Hondajet has a very low x wind component. What’s the runway length at Hobby? Yeah. Maybe go back to the Mooney…..
Dan Gryder would say if ATC are not giving you what you need, declare an emergency!, I'm sure.
Dan Gryder was probably standing by the runway ready to give addresses and details of his immediate family members and, of course, the Exact reason the overrun occurred and why, of course, it would never happen to him. Most narcissistic personality on TH-cam IMHO
@@houstonfirefox Dan Gryder is awesome and he just wants to stop people from crashing
Hey! that's his jobbbb.
@@houstonfirefox
Agree.
I wouldn’t be too interested in anything Dan Gryder has to say.
Omar…tell the next controller you have an [operational] requirement at that moment. PS. Ex-military and 32 years airline. And have two alternates with different weather.
The Honda Jet is known as a slippery aircraft, so adding more speed ? He backed himself into a corner, everything had to go perfect to make this trip. Low on fuel, no room for Plan B, what happened to his reserves ? Blames everyone, but himself.
Wait…2500 crashes ? The transcript of this video says 2500. But it doesn’t pick up on his accent of ‘25 Honda Jet crashes’. I heard 2500 until I slowed down the replay.
25.
Fuel rules call for enough fuel to hold at destination plus to go to the alternate. Getting this low on fuel makes no sense.
best landing weight 1462. gallons??
Pilot PATCO chatter must be past retirement Pilot stated it. "see you on the ground" safety conducted on your part although I conclude possible tailwind with breaking action poor One "ABLE 31" safely on 31. Your the operator he as a maintainer unless closed or measure regarding obstructions? "Say winds" like to know that. reason 31 departures already? Thanx for sharing
PUll the audio on the ATC and send up a complaint- Ive had the same thing and told the controller- Unable, talk to you on the ground, switching to Tower.....bye
Declare Emergency..and never stretch fuel.
I have 1300 hours flying the HondaJet. Our home field is a 5000x75 foot runway. My brief comment is this gentleman is punching above his weight and is the epitome of why insurance underwriters do not like owner-operators in a HondaJet and runs up the rates for the rest of us.
Blaming the airport layout on a drunken designer, really? How scapegoat is that? Never been yelled at by a controller before, get over it, It happens. The question is, what are you going to do about it, you are pilot command. Say “unable”, say “I need a right 360 to set up my avionics”, say “I need to divert to another airport if I can’t get runway 31”. They will be more than happy to vector you out of their airspace. At 10,000 feet the HondaJet burns 581 pounds of fuel per hour; 629 pounds per hour at a 1500 foot pattern altitude. You could’ve flown circles around the entire city of Houston. This is just another point of blame.
The runway was there years before you decided to make your flight, as were the neighboring airports. I have landed the HondaJet in all kinds of wind conditions, rain and snow. It usually lands just beautiful in calm conditions. It is a bugger in high winds. It feels like you’re balancing on a beach ball on touchdown.
The first technique in high winds is to pick the airport or runway that is within limits. You ALWAYS have a contingency runway because of the crosswind limitation.
Windy day? Be in the habit of running multiple runways and wind configurations in the FMS during cruise and on the arrival. It makes it so you can change runway setups faster.
If you’re not flying a stabilized approach, go-round, you can do at least five go-arounds with 650 pounds of fuel in a HondaJet in VFR conditions.
When committed to landing: On touchdown push the yoke forward, pushing weight on the nose wheel and put full aileron into the wind. Maximum breaking. You have to fly this airplane to the stop.
I have seen owner-operators stop flying the HondaJet once they touch down. As the airplane then starts bobbling around in the high-speed portion of the rollout they have that deer-in-the-headlights look as they use HOPE as their strategy to keep the airplane on the runway as they are no longer properly flying it.
I know I griped at your blaming, but I hope sharing my experience on landing were helpful to you as well. Best wishes on your future flight endeavors.
When asked if there was much damage to the aircraft he says not a lot. 31:36 missing a wing?
LOL, I was thinking the same thing! Then when he says that the crane operator was the one who killed it when he lifted it wrong...I was thinking "Son, you totaled this aircraft way before the crane touched it...and you're in the insurance business and couldn't take one look at this plane as it sat and concluded that the cost to repair it would be less than its value?" Not only are you not a good pilot, you don't seem to be too good at insurance either. But don't worry, your personality and lack of sound decision making when it comes to aviation risk aversion will get you through every aviation mishap in your future, until the last one.
Dang, 45 minutes. Cliff notes?
Blames ATC for everything
I don't dislike the guy, but I think his flight planning is too lax. In general terms, the less capable you are of changing plans unexpectedly under stress in real time, the more you need the original plan to have specific pitfalls and the plans to deal with them, all figured out.
Where did the "600 pounds of fuel if all goes perfectly" personal rule come from? Yep, pulled it out of his ass. Changing it to 800 is a step in the right direction, but how about instead doing an actual calculation of alternates plus 45 minutes of reserves? Just using a different fudge factor in a rule of thumb that already failed bigtime, is not how I'd deal with it.
I don't blame him for setting it down instead of a second go-around, versus risking an even bigger problem on a third attempt where he'd feel even MORE forced to set it down, if he didn't think he had fuel for a 4th attempt. Getting the kids on the ground with certainty is hard to judge as being wrong.
But going around a 2nd time and then either declaring an emergency for the 3rd attempt, or heading to an easier alternate, would have been an easy decision if he hadn't arrived with fuel being tight.
There could have been worse scenarios, especially with the flight being over the Gulf of Mexico. Higher headwinds than he had, being forced to use a less efficient altitude than he got, the airport being closed due to an accident, who knows what. I assume that if those had happened, they would have been mentioned. I know I would have been OCD about knowing max (ground) range numbers for all sorts of scenarios, before taking off. But seeing as he wasn't at the point of reaching a landing fuel number that would have triggered conserving fuel as much as physically possible, that wasn't the problem. The problem was setting the trigger point wrong.
Getting into a spot where one unexpected go-around makes you feel almost forced to set it down on the next attempt, just is not good planning or good flying.
Getting no braking action isn't fun. I experienced it when suddenly being on an icy stretch of highway outside of Boston over 40 years ago, driving a Subaru station wagon. The passengers were my wife of under 3 years, and her parents. Scary-looking with cars going every which way like ping pong balls, but I got out of it with only light sideswiping damage. It was within an hour of when a DC-10 slid into Boston Harbor for the same reason, killing 2 passengers who were never found. World Airways flight 30 on January 23, 1982, says Wikipedia.
25 accidents since 2015 , for a new plane, someone trying to beat the Mu2 record?? The Honda will quickly be hard to insure. Maybe someone had to crash to teach these type A a lesson.
I have no confidence in this pilot. He is flying within the professional community now.
Thanks for your thots, and appreciate you
all those huge boeing jets up ther in seattle wher i was born in 1946
Another example of an owner with too much money and low experience with his entire family onboard. How about the TBM crash of the doctor with his family coming back from the Bahamas skirting weather in Florida lost control and killed his family because he didn't want to stop for fuel and wanted to make it home all the way non stop. I am an airline pilot the flight standards I apply to myself for flying my family are greater than the standards I follow at work. At work they are passengers, in my aircraft is my family. I would never push the limits with my family onboard just to save time or fuel.
How about treating your passengers as family when it comes to safety.
@@isaiaszapata1065you missed the point of the analogy. Part 121 is the most restrictive and safe in aviation. Part 91 is the most unrestricted in aviation. If you flew your family following the rules of part 91 you could get into the situations this pilot got in. You couldn't get in those situations flying part 121. Because from the moment we took off, we had more restrictions on fuel, weather, Max gross weight. Before we started the approach we would have calculated our Vref to the active runway. If the cross-wind component was too high we would have told the Controler that we couldn't accept Runway 13. He would have made us hold and wait for an opportunity to put us in the flow for 31 no big deal because we by regulation would had more fuel. Part 121 is More Safe, and Part 91 is more freedom to do it your way with less margins for safety. If you are going to fly a jet then train and fly like a professional, especially when you have the most important people in your life on board. No passenger is that important because no passenger means that much to me personally. I have to apply the most restrictive rules for flying for the company I fly, so that is already safe for the passengers. Unless you don't care about your family, is that your argument? That a passenger is more important or equal to your wife, children, brothers, sisters, mom and dad?
Hi @@MrRawnerves I fully understand the differences in the set of rules and the higher safety associated with a stricter Part 121. And I also fully agree with you on your comments. But the point of my comment is that lives are lives irrespective of family members or passengers and that we as pilots should always be as safe as possible.
@@isaiaszapata1065 Clearly the famous trolley problem would really mess with your head. Time for a reality check, people value their family's lives more than strangers. Only sociopaths don't.
My magic carpet crushes all these poseurs.
Well debriefed skipper, the guy should learn to ask himself, what if and plan his flight accordingly ….
This pilot said the plane was totaled when they tried to lift it. BS, look at the photo, the right wingtip is trashed along with all the gear. I wouldn’t get in a car with him driving!
I like this guy, he is a type A personality and throws himself into the training and goes above and beyond the training, fantastic.
Buy an embraer phenom.... and you have no more problems !!!
This guy would crash a phenom too, the problem wasn't the aircraft.
Knowing they just threw you a hot potato, ATC acts with no grace & no reason? Not buying it.
Thanks for your comment. I wouldn’t believe it either, come to think of it. Cheers and be well
enough fuel for the leg. point A to Point B + 45 Minutes, 0ne hour of fuel preferably after reaching destination, or if an alternate must be used if the intended desstination i s taken out by some unforeseen incident. But.... I am only a low timer.. But My apologies...i have no position to preach to the choir.
Ironic that he's in the insurance business. He's an example of why aircraft insurance is so expensive. Incompetent pilot with massive ego flying an aircraft that is beyond his capabilities and he's still blaming others for his incompetence. He should have hired a real pilot. A change in runways shouldn't have been a big deal but it's clear he only flew to those island airports where the runway assignments never change so a fairly normal situation really messed with him and he got behind the aircraft, then the go around compound that. The fact that he's still blaming the ATC and making such a big deal about the change in runways is very telling. He didn't actually learn anything and he's just as dangerous.
25 crashes makes me think Boeing made them. It's also possible that Honda believes in yhe Boeing marking and business model, a certain number must crash to be able to upsell the sensors and systems that aren't standard. It provides motivation.
the history is building and cirrus s too!!
I've got 12 hrs in a 172, and even I can see the HondaJet is too fast for this pilot.
v humble and honest account; this is how aviation has become safe from a human factors point of view; sharing and analysing without fear of being marginalised helps us all learn. Love the back story too
When did you declare min fuel? When did you declare emergency fuel? Can’t you get digital ATIS enroute? You wanted everyone else to conform to you? You insisted that you should have 31L? After several requests I would yell too. The go around is unfortunate but emergency fuel might have prevented that. The alcohol comment was disrespectful. Your preflight planning was poor.🎉
Many airports are airspace constrained by neighboring airports. Example, DCA, IAD, BWI, and ADW. Have landed at DCA several times with tailwind because of this. Many airplanes with auto throttles do not need wind and gust additives. What does your POH say for auto throttle additives?
Many aircraft DO require that you add airspeed to your VREF depending on the gust factor, so please don’t go spreading bad information saying not to do it.
HondaJets have had issues because inexperienced pilots get behind the controls and try flying something that was not built for beginners. Also the HondaJet has a 20knot crosswind limitation, he said the wind was gusting 27. He admitted to flying the plane outside the planes limitation. Seems like he blames everyone else but himself. Also runway 4 is 7600x150 feet while adding 5 knots adds to your landing distance 7600 is more than enough.
Did he say he is the head of the HondaJet safety committee? He should definitely not be giving safety advice
Sometimes aircraft equipped with auto throttle systems, do not require any wind and gust, additives rough +5 or whatever the manufacturer recommends is adequate. On the airplane that I’m on, you add the wind and gust additives if you turn the auto throttle off or it is placarded inop
1. Congrats Omar on being public and honest.
2. Nice video but the big question is… why buy a Hondajet again? There clearly is a design issue. Or they should issue a min land weight?
3. Why plan FOD of 600lbs? It clearly is less than 45 minutes at 10,000!
There isn't a design issue, this was an incompetent pilot issue. This guy just wanted to blame anything else other than himself.
Unfortunately this is someone who probably shouldn’t be flying a jet. The controllers at a busy metro airport where there are multiple airports have to deal with configurations based on weather and departures and arrivals at all the airports in that area. Probably could’ve gotten a more favorable runway at one of the other Houston airports in that situation. The controller can’t just arbitrarily give you any runway unless your an emergency aircraft.
Seen his type a showoff
GOLF CART PILOT...