Just remember that I'm the guy who said you'd be famous one day! Whether it be Netflix, Prime, Hulu, or whatever, you need to be the producer and narrator.
As my multi-engine instructor told me, "You can climb, or you can turn, but you can't climb and turn". Maybe he could have flown straight for a while and gained a few hundred feet. Maybe not. Losing an engine on takeoff is everyone's worst fear, especially in a twin.
Exactly! I think he tried to climb AND turn? We turn onto the bad engine all the time, during training and check rides, etc, it's no problem, as long as you're not trying to climb!
@@drzoltanvajo142, this is correct. He may have been perfectly fine had he feathered the prop and flown straight ahead (mostly) for a while - as long as it takes to gain some altitude and speed. How many more out there will forget this lesson, lose an engine, then try to turn while balanced on the knife edge? Do the OEI procedure and fly straight ahead if at all possible. Be a NIKE pilot: Just DO IT!
@megadavis5377 exactly! The strange part is that he said it to ATC that he was exactly doing that: "Let me gain some altitude." But on ADSB, it looked like he turned at about 200 feet AGL or so. Bad idea...
@@drzoltanvajo142 I think you may be correct. Had ATC said nothing, other than " the airport is yours" and subsequently diverted all traffic from the class charlie to above pattern altitude, we might have a different outcome.
40 years ago I was in a light twin that lost an engine at no more than 25 feet above the runway, with no room to land on that runway. The pilot keyed the mike and said: "Emergency, engine out, get the fuck out of my way" The F word gets everyone's attention regardless of N number, when heard on the radio.
Brutal accident…Great as always and I am grateful for the reminders. I fly outta Santa Fe with some regularity. I fly a 310Q and am based in KRYN.. I know first hand that at this time of year in this part of the world ther margins are thin (no pun intended). I have the 470’s (I miss the Turbo 520 I had in the T210). When I take off from these desert and mountain fields in the summer it is always a reminder how little climb we actually have despite what the “numbers” claim. I think your mention of downdrafts is important as this is a serious factor and consideration during the summer out here. Mountain and desert flying in small planes is no joke. I try and see 115-120 for any turns to be made at this time of year. Not easy to do in this scenario…More than likely possible but everything would have to go the pilots way…It breaks my heart that the road was right there…Thanks as always..Your the best on Y-tube
It's deadly when you turn a twin-engine aircraft onto the dead or dying engine which was a critical mistake by the pilot and unfortunately a clearance given by ATC- Rest in peace, sir-. Great video Mr. Money.
Airplanes turn more efficiently into the dead engine and you don’t know what engine failed. Like the first reply, turning before feathering and being clean was the mistake. An easy one to make. Fly runway heading and calmly 😅run your procedure to feather.
Damn well done. I imagine that with all the ducks in a row: mixture/props/throttles full forward, flaps up, gear up, fuel pumps on, identify-verify-feather. This would likely eat 50% of all multi rated pilots, and he was ALONE!
Great illustration and descriptions. Basic action. Dead foot, dead engine.. best instant indicator of which engine is down. Fly straight ahead..Odds for survival are much better that way. In that case of the heat, etc. fly it straight ages, take what is available there. Might bang it up but you could possibly live through it. Not arm chair quarterbacking. Hate the thought of learning from others’ situations, but we need to pay attention. I know, been there done that but at altitude and cool air. Got it home.
Operating high and hot with full loads for tourist joyflights, my advice to my pilots was to peg the single engine climb speed and access the climb rate. If you have climb, get as much height as you can, if no climb, pick a clear spot, close both throttles and land straight ahead.
It's not a problem to turn into a dead engine as long as you have a good margin above Vmca. Flying at blue line (as you should be) should give enough margin above Vmca as long as you keep the angle of bank modest.
Turbocharged engines produce full manifold pressure at altitude. But that doesn't necessarily mean that the engines are making full power. The going into the engine is heated above ambient by compression in the turbocharger. The air going into that engine had to be quite hot. That is why many turbocharged engines have intercoolers to reduce induction temperature.
Easy to monday morning quartback. I believe in a pilots checklist id add what will i do if engine lost after gear up? Land gear up straight ahead and possibly walk away. Fly straight, no turns until engine feathered. Gained altitude & inder control with dorection & blue line or better.
Great video. I have a lot of time in high performance singles - and exactly zero in twins. This makes me think...Is it better to just know that you're going to have to land in the case of an engine failure single? A debate as old as time for sure...
Excellent narration and excellent expertise: You can not pack more wisdom into a 441 second video! Just an educational question: Would the failure of the right engine have increased the survivability of this accident?
What this video doesnt reveal is the pilot was ATP rated and had thousands of hours experience including complex warbirds. I doubt he failed to complete the engine failure process. There are times when a plane simply wont do what the POH claims a brand new plane will do with a test pilot at sea level. The lesson I take from this -- as a ME pilot -- is that you need to be prepared in some circumstances when you cannot climb to pull power to the one good engine and set her down as best you can.
Declaring an emergency in this instance, hell in many instances is nothing but a waste of time and brain cells. Don't key that mic! Concentrate on keeping your ass UP. Once you've handled the mess and have assured that you will in fact, make it back to the airport, then call em to clear out the pattern. Till then, stay cool, stay focused and fly the crippled plane. It may take every bit of the skill that you've got. Last summer I took a thousand yr old Citation 1 into Rapid City and then to Bozeman on a very HOT day. We were FULL to the gills with flab and fuel. The DenAlt was well over 6000 feet. Had we lost one, there is a good chance that I'd still be out there in Rapid City. Spread out in very very small bits. Flying low powered light AC can quickly become deadly. Pick your battles well and use your head. Speed is LIFE. Get as much of it as you can, as soon as you can. Never understood why guys pulled light twins off of LONG runways with no obstacles so soon. Not me.
I’m absolutely amazed on the production quality of your videos considering your relatively low subscriber account. Do you do these videos on your own or do you get help from a team of people?
This plane will fly with no problem on one engine. You may only get 50 ft./min. but you’re flying the problem was he was told to make a left turn and he turned too steep. He should’ve made 10° banks or went out and got some altitude and came back to the airport. Never rush to come back to the airport. Yeah plenty of time stabilize the aircraft keep it flying if it was overloaded. Yes it would not fly obviously but with one passenger on board being turbo charged, that’s nothing for the 310R Yeah, she could turn into the dead engine, but only 5 to 10° bank angle. Remember the good engine is going to pull you around when you turn into the good engine you’re gonna lose air speed.
@@jason2171t Yes, I’m sure you are a wonderful CFI, I have well over a thousand hours operating recip twin Cessnas, 310-421, when you lose a engine on one of these right after takeoff, your only chance of living is to lower your nose and find a nice place to ditch the airplane, if you are teaching anything else, you are providing a disservice to your clients. I operated out of ABQ for years, I’m betting you live at sea level.
Just remember that I'm the guy who said you'd be famous one day! Whether it be Netflix, Prime, Hulu, or whatever, you need to be the producer and narrator.
Thanks for that. We’ll see. I’m just focusing on the next one👍🏻
Definitely 👍
Just passed my CFII. Now doing my Muti engine rating so this is going to be helpful. Great video and Keep up the good work 🎉
Thanks! Blue side up!
As my multi-engine instructor told me, "You can climb, or you can turn, but you can't climb and turn". Maybe he could have flown straight for a while and gained a few hundred feet. Maybe not. Losing an engine on takeoff is everyone's worst fear, especially in a twin.
Exactly! I think he tried to climb AND turn? We turn onto the bad engine all the time, during training and check rides, etc, it's no problem, as long as you're not trying to climb!
@@drzoltanvajo142, this is correct. He may have been perfectly fine had he feathered the prop and flown straight ahead (mostly) for a while - as long as it takes to gain some altitude and speed. How many more out there will forget this lesson, lose an engine, then try to turn while balanced on the knife edge? Do the OEI procedure and fly straight ahead if at all possible. Be a NIKE pilot: Just DO IT!
@megadavis5377 exactly! The strange part is that he said it to ATC that he was exactly doing that: "Let me gain some altitude." But on ADSB, it looked like he turned at about 200 feet AGL or so. Bad idea...
@@drzoltanvajo142 I think you may be correct. Had ATC said nothing, other than " the airport is yours" and subsequently diverted all traffic from the class charlie to above pattern altitude, we might have a different outcome.
Extremely well done presentation. Great job
Thanks!
40 years ago I was in a light twin that lost an engine at no more than 25 feet above the runway, with no room to land on that runway. The pilot keyed the mike and said: "Emergency, engine out, get the fuck out of my way" The F word gets everyone's attention regardless of N number, when heard on the radio.
Brutal accident…Great as always and I am grateful for the reminders. I fly outta Santa Fe with some regularity. I fly a 310Q and am based in KRYN.. I know first hand that at this time of year in this part of the world ther margins are thin (no pun intended). I have the 470’s (I miss the Turbo 520 I had in the T210). When I take off from these desert and mountain fields in the summer it is always a reminder how little climb we actually have despite what the “numbers” claim. I think your mention of downdrafts is important as this is a serious factor and consideration during the summer out here. Mountain and desert flying in small planes is no joke. I try and see 115-120 for any turns to be made at this time of year. Not easy to do in this scenario…More than likely possible but everything would have to go the pilots way…It breaks my heart that the road was right there…Thanks as always..Your the best on Y-tube
Thanks for that. Appreciate your insight!
It's deadly when you turn a twin-engine aircraft onto the dead or dying engine which was a critical mistake by the pilot and unfortunately a clearance given by ATC- Rest in peace, sir-. Great video Mr. Money.
Turning into the good engine wasn’t the problem, turning at all before you clean up was.
Airplanes turn more efficiently into the dead engine and you don’t know what engine failed. Like the first reply, turning before feathering and being clean was the mistake. An easy one to make. Fly runway heading and calmly 😅run your procedure to feather.
Bingo.
@@180mph9
Excellent presentation 🎉
Thanks!
Really nicely done video!
Thanks!
Damn well done. I imagine that with all the ducks in a row: mixture/props/throttles full forward, flaps up, gear up, fuel pumps on, identify-verify-feather.
This would likely eat 50% of all multi rated pilots, and he was ALONE!
Yep. That’s a lot to handle…
Great illustration and descriptions. Basic action. Dead foot, dead engine.. best instant indicator of which engine is down. Fly straight ahead..Odds for survival are much better that way. In that case of the heat, etc. fly it straight ages, take what is available there. Might bang it up but you could possibly live through it. Not arm chair quarterbacking. Hate the thought of learning from others’ situations, but we need to pay attention.
I know, been there done that but at altitude and cool air. Got it home.
Operating high and hot with full loads for tourist joyflights, my advice to my pilots was to peg the single engine climb speed and access the climb rate. If you have climb, get as much height as you can, if no climb, pick a clear spot, close both throttles and land straight ahead.
Great a new one love your videos
Thanks!
Never turn in the direction of a dead engine even if ATC tells you to! Declare an emergency!
It's not a problem to turn into a dead engine as long as you have a good margin above Vmca. Flying at blue line (as you should be) should give enough margin above Vmca as long as you keep the angle of bank modest.
Turbocharged engines produce full manifold pressure at altitude. But that doesn't necessarily mean that the engines are making full power. The going into the engine is heated above ambient by compression in the turbocharger. The air going into that engine had to be quite hot. That is why many turbocharged engines have intercoolers to reduce induction temperature.
Vmca is 80 only if he banks 5 degrees towards good engine. At 0 degrees bank Vmca is 95.
Comprehensive and too the point. You didn't miss a beat explaining probable cause until impact.
Tuned in for a plane crash, got stuck with a physics lesson instead.
Easy to monday morning quartback.
I believe in a pilots checklist id add what will i do if engine lost after gear up?
Land gear up straight ahead and possibly walk away.
Fly straight, no turns until engine feathered. Gained altitude & inder control with dorection & blue line or better.
Great video. I have a lot of time in high performance singles - and exactly zero in twins. This makes me think...Is it better to just know that you're going to have to land in the case of an engine failure single? A debate as old as time for sure...
Excellent narration and excellent expertise:
You can not pack more wisdom into a 441 second video!
Just an educational question: Would the failure of the right engine have increased the survivability of this accident?
Probably not. There isn’t a huge line between the failure of a critical vs non-critical engine.
What this video doesnt reveal is the pilot was ATP rated and had thousands of hours experience including complex warbirds. I doubt he failed to complete the engine failure process. There are times when a plane simply wont do what the POH claims a brand new plane will do with a test pilot at sea level. The lesson I take from this -- as a ME pilot -- is that you need to be prepared in some circumstances when you cannot climb to pull power to the one good engine and set her down as best you can.
Even highly experienced pilots are prone to mistakes in high intensity environments. However, you may be right and it may have been another issue.
Declaring an emergency in this instance, hell in many instances is nothing but a waste of time and brain cells. Don't key that mic! Concentrate on keeping your ass UP. Once you've handled the mess and have assured that you will in fact, make it back to the airport, then call em to clear out the pattern. Till then, stay cool, stay focused and fly the crippled plane. It may take every bit of the skill that you've got.
Last summer I took a thousand yr old Citation 1 into Rapid City and then to Bozeman on a very HOT day. We were FULL to the gills with flab and fuel. The DenAlt was well over 6000 feet. Had we lost one, there is a good chance that I'd still be out there in Rapid City. Spread out in very very small bits. Flying low powered light AC can quickly become deadly. Pick your battles well and use your head. Speed is LIFE. Get as much of it as you can, as soon as you can. Never understood why guys pulled light twins off of LONG runways with no obstacles so soon. Not me.
I’m absolutely amazed on the production quality of your videos considering your relatively low subscriber account. Do you do these videos on your own or do you get help from a team of people?
Thanks. Presently I do it all by myself. If I can keep growing my subscriber base I’ll eventually offload some of the initial editing.
This plane will fly with no problem on one engine. You may only get 50 ft./min. but you’re flying the problem was he was told to make a left turn and he turned too steep. He should’ve made 10° banks or went out and got some altitude and came back to the airport. Never rush to come back to the airport. Yeah plenty of time stabilize the aircraft keep it flying if it was overloaded. Yes it would not fly obviously but with one passenger on board being turbo charged, that’s nothing for the 310R
Yeah, she could turn into the dead engine, but only 5 to 10° bank angle. Remember the good engine is going to pull you around when you turn into the good engine you’re gonna lose air speed.
Absolutely!
🤣 Have you ever flown a twin Cessna in theses conditions, I doubt it. 🤣
Only turn into bad engine if airspeed is greater than blue line.
@@180mph9 yes I have by the way. I train Twin Cesna pilots every day
@@jason2171t Yes, I’m sure you are a wonderful CFI, I have well over a thousand hours operating recip twin Cessnas, 310-421, when you lose a engine on one of these right after takeoff, your only chance of living is to lower your nose and find a nice place to ditch the airplane, if you are teaching anything else, you are providing a disservice to your clients. I operated out of ABQ for years, I’m betting you live at sea level.
“Stall speed increases with angle of bank”.
Don't turn into the dead engine!!!!
Raise the dead
Fly straight ahead, (not ages).
wings level!!!!!!!!!!!!!!!!
And it’s the critical engine