I used to work on Britten-Norman Trislander's just over 30 years ago. One came in with bad vibrations on the #2 (tail mounted) engine and the company called me to take a look. I told them I wasn't able to sign off on it but they still asked me to take a look, so I did. When I clambered on top of it, the cowling was really hard to get off and when I finally did get the catches undone the whole engine tipped down and the prop hit the fuselage!! All of the welds at the top of the engine cradle had snapped off... the only thing holding it in place was that hard to get off cowling. That thing had flown for over 40 minutes over the damn sea like that. If you haven't seen one before check out a sister aircraft that was registered as G-JOEY back then. Pretty rare beasts. Never knew they flew Islanders in the Carribean, so thank you for publishing this.
Even on the "big" ones, this can happen -- at least it did in the olden days. 707s and 737-200s both had incidents where the aft engine attachment (aft cone bolt) snapped, but the cowlings kept the engine from falling off. Both were required to have "droop stripes" painted between the aft end of the pylons and the thrust reversers to quickly tell that this had happened. On the 737-200, Boeing went through a series of ADs to add a secondary load path for the aft engine attachment before they finally settled on one that made the engineers and the FAA happy. They never really bothered with the 707, though, beyond the droop stripes, probably because their engineers were busy dealing with fatigue issues everywhere else on the airplane. (I think Allec's already done a video on the Dan-Air 707 crash where the right horizontal stabilizer broke off on approach one day . . . )
@@Supersean0001 Thanks for the info... I actually hadn't heard of those issues with the early 737's and 707's. I remember flying an ancient Aztec (G-AZSZ) back from Southampton to Alderney in the Channel Islands with terrible vibrations in one of the engines. Took it into the hangar & found the cradle had snapped on that as well. I told the owners that it needed a new cradle (mega-bucks) so what did they do? Yup, they got a local car mechanic to weld it back together and basically forced me to refit it under great protest. Nothing was logged. I did check with UV dye & a blacklight and to be honest the welds he did were excellent. Just totally and utterly illegal. The joys of GA.
@@StarFyre One of the reasons I left GA. The last straw for me was when I worked at a flight school that used Beech Duchesses as their multi-engine trainers. The engines on those used the Bendix dual magnetos (two magnetos in a single housing, with a single impulse coupling), there was a recurring AD requiring the inspection of the flyweights on the impulse coupling. I'd just started there, so, like any good A&P, the first 100-hr started with checking the logbooks for AD compliance. That AD was required every 500 hours, and it was already 300 hours overdue. So, later that morning, after completing the routine work, I started disconnecting the mags for the inspection. The lead mechanic came over, asked what I was doing, and I told him, including the fact that it was already 300 hours overdue. He told me, "Don't worry about it." I asked him what he meant, and he repeated, "Don't worry about it." I told him that I wasn't signing off the 100 hr then, and he said, "That's fine." Next day the owner comes in, says that winter is coming in, flying is slowing down, and we're probably going to need to let one of you go. ----- Yeah, right, I thought. Gee, I wonder who THAT might be? Anyway, for me it all turned out for the good. Word got around, and I got a call from one of my AMT instructors telling me I REALLY NEEDED to apply at the big airline Class IV repair station in town, the one who insisted on at least two years of experience, which at the time I was still about a year short. Anyway, he'd pulled some strings and I got a job there (with a 50% pay raise right off the bat), and the rest is history. I've always felt guilty for not reporting the flight school (Business Air, at KPWA) to the FAA, but they went out of business of their own accord about a year or two later anyway.
@@Supersean0001 That was one helluva comment.... I worked with people who would reinstall plugs with one mag feeding the bottom plugs and the other feeding the uppers instead of staggering them, people who would torque up brake calipers then do a shitty job lock wiring them so they would actually loosen the bolts to tighten the lock wire! I was offered a position at BAe but knocked it back as basically it was just an assembly position and I liked the variation of what I was doing despite the massive pay increase. Had an HS125 come in one time with total avionics failure on captains side, belonged to Arnold Palmer. So here I am trying to remove some of the seats and this old boy pops his head in while I'm swearing my head off and gave me a hand. Swapped all the cannon connectors from #1 to #2 then copilots screens died instead. (I hated glass cockpits back thenw, loved steam gauges) Had to give up as my CAA licences wouldn't me to repair it (we only had M3, everywhere else I had worked for had B1's). My only acheivement was fitting the very first GPS into a Jodel in the UK. It was so much better than a Doppler moving map but the amount of paperwork I had to do to get it approved was insane. Our local CAA guy was great, he helped me out big time. oh, and the old boy? Yeah, he was Arnold Palmer.
What does a girl have to do to retire these days?! Says the Islander! I feel some planes have souls and marvel at their ability to do their job no matter what! Kudos to you, Alec❤❤
I have more hours watching Alec's videos than that pilot had in flight time. Because of that, I knew that when you touch down and braking doesn't work, TOGA. (Like the song says, you can always go around.)
48 year old commercial aircraft that was still in service? That's absolutely outstanding. Most planes at that point are retired or are put into museum service. The oldest active service jet is 47 tears old and is an extremely rare occurrence.
A commercial pilot only needs 250 hours of flight time. Even worse, the pilot is only required to be pilot-in-charge for 100 hours. A more experienced pilot may have turned the landing into a touch-and-go because of the braking issues.
Depends a LOT on what level of commercial, and to a lesser extent what part of the world you're in. Your big airliner, they need a lot more time, especially in the U.S.. But, as mentioned, different levels of "commercial". This bird would be small enough to be a "charter" and thus need less time than a regional jet and much less than an A320 or similar. Though regulations may differ. (Also: quality of time may be a better indicator of a good pilot than quantity of time. ) And I concur on touch-and-go here. If the brakes aren't working, punch it, release the brakes, get airborne again and get to a safe altitude, then turn around and come in so it's a headwind. (And maybe see if someone can dry the runway?) You don't have to land just because you approached. And you don't necessarily have to full stop just because you made contact. Of course, the calculus changes if you're halfway down the runway at partial speed...
That would've been cool, but unfortunately, that would've been John M. Osborne Airport. Apparently it was named for the long standing Chief Minister of Monserrat, John Alfred Osborne.
A 30 year old captain with 600 hours flying single pilot commercial flights. That's scary. The workload is no less than on any other commercial plane. And the same arrogance occured that has on so many other flights! Listen to those that are helping you... don't land in bad weather with any tail wind. It's a no-brainer!
Did i read that right, the plane is 48 years old, i wouldn't take a 48 year old car to the shops let alone jump inside something and go 2000 feet in the air 😂
I used to work on Britten-Norman Trislander's just over 30 years ago. One came in with bad vibrations on the #2 (tail mounted) engine and the company called me to take a look. I told them I wasn't able to sign off on it but they still asked me to take a look, so I did. When I clambered on top of it, the cowling was really hard to get off and when I finally did get the catches undone the whole engine tipped down and the prop hit the fuselage!! All of the welds at the top of the engine cradle had snapped off... the only thing holding it in place was that hard to get off cowling. That thing had flown for over 40 minutes over the damn sea like that. If you haven't seen one before check out a sister aircraft that was registered as G-JOEY back then. Pretty rare beasts.
Never knew they flew Islanders in the Carribean, so thank you for publishing this.
Even on the "big" ones, this can happen -- at least it did in the olden days. 707s and 737-200s both had incidents where the aft engine attachment (aft cone bolt) snapped, but the cowlings kept the engine from falling off. Both were required to have "droop stripes" painted between the aft end of the pylons and the thrust reversers to quickly tell that this had happened. On the 737-200, Boeing went through a series of ADs to add a secondary load path for the aft engine attachment before they finally settled on one that made the engineers and the FAA happy. They never really bothered with the 707, though, beyond the droop stripes, probably because their engineers were busy dealing with fatigue issues everywhere else on the airplane. (I think Allec's already done a video on the Dan-Air 707 crash where the right horizontal stabilizer broke off on approach one day . . . )
@@Supersean0001 Thanks for the info... I actually hadn't heard of those issues with the early 737's and 707's. I remember flying an ancient Aztec (G-AZSZ) back from Southampton to Alderney in the Channel Islands with terrible vibrations in one of the engines. Took it into the hangar & found the cradle had snapped on that as well. I told the owners that it needed a new cradle (mega-bucks) so what did they do? Yup, they got a local car mechanic to weld it back together and basically forced me to refit it under great protest. Nothing was logged. I did check with UV dye & a blacklight and to be honest the welds he did were excellent. Just totally and utterly illegal. The joys of GA.
@@StarFyre One of the reasons I left GA. The last straw for me was when I worked at a flight school that used Beech Duchesses as their multi-engine trainers. The engines on those used the Bendix dual magnetos (two magnetos in a single housing, with a single impulse coupling), there was a recurring AD requiring the inspection of the flyweights on the impulse coupling. I'd just started there, so, like any good A&P, the first 100-hr started with checking the logbooks for AD compliance. That AD was required every 500 hours, and it was already 300 hours overdue. So, later that morning, after completing the routine work, I started disconnecting the mags for the inspection.
The lead mechanic came over, asked what I was doing, and I told him, including the fact that it was already 300 hours overdue. He told me, "Don't worry about it." I asked him what he meant, and he repeated, "Don't worry about it." I told him that I wasn't signing off the 100 hr then, and he said, "That's fine."
Next day the owner comes in, says that winter is coming in, flying is slowing down, and we're probably going to need to let one of you go. ----- Yeah, right, I thought. Gee, I wonder who THAT might be?
Anyway, for me it all turned out for the good. Word got around, and I got a call from one of my AMT instructors telling me I REALLY NEEDED to apply at the big airline Class IV repair station in town, the one who insisted on at least two years of experience, which at the time I was still about a year short. Anyway, he'd pulled some strings and I got a job there (with a 50% pay raise right off the bat), and the rest is history.
I've always felt guilty for not reporting the flight school (Business Air, at KPWA) to the FAA, but they went out of business of their own accord about a year or two later anyway.
@@StarFyre But I've always like the Islander and Trislanders . . . Great old workhorse airplanes, if you take care of them.
@@Supersean0001 That was one helluva comment.... I worked with people who would reinstall plugs with one mag feeding the bottom plugs and the other feeding the uppers instead of staggering them, people who would torque up brake calipers then do a shitty job lock wiring them so they would actually loosen the bolts to tighten the lock wire! I was offered a position at BAe but knocked it back as basically it was just an assembly position and I liked the variation of what I was doing despite the massive pay increase. Had an HS125 come in one time with total avionics failure on captains side, belonged to Arnold Palmer. So here I am trying to remove some of the seats and this old boy pops his head in while I'm swearing my head off and gave me a hand. Swapped all the cannon connectors from #1 to #2 then copilots screens died instead. (I hated glass cockpits back thenw, loved steam gauges) Had to give up as my CAA licences wouldn't me to repair it (we only had M3, everywhere else I had worked for had B1's). My only acheivement was fitting the very first GPS into a Jodel in the UK. It was so much better than a Doppler moving map but the amount of paperwork I had to do to get it approved was insane. Our local CAA guy was great, he helped me out big time.
oh, and the old boy? Yeah, he was Arnold Palmer.
Fully expected this to end differently than it did, glad that the occupants were able to walk away
Same
Didn't expect the aircraft to walk away too.
My first solo parachute jump was from a BN Islander. A great workhorse.
The aircraft is now 52 years old and still in service!
Glad there was a happy ending. Thanks Allec
Another great video, thank you Allec. Fascinating aircraft these Britten-Normans.
What does a girl have to do to retire these days?! Says the Islander! I feel some planes have souls and marvel at their ability to do their job no matter what! Kudos to you, Alec❤❤
I agree…some of those planes do have souls!
@spaceace1006 There are ghosts in the machines.
I have more hours watching Alec's videos than that pilot had in flight time. Because of that, I knew that when you touch down and braking doesn't work, TOGA.
(Like the song says, you can always go around.)
The Britten is a true workhorse. Would love a deep dive into the history of that ariplane.
Almost half a century old and still cuts the mustard. 🤯
48 year old commercial aircraft that was still in service? That's absolutely outstanding. Most planes at that point are retired or are put into museum service. The oldest active service jet is 47 tears old and is an extremely rare occurrence.
Samaritan's Purse is flying a nearly 55-year old DC-8 (although a 38-year old 757 has largely supplanted it).
Glad the aircraft is still in service,and everybody survived👍
Thank you Alec keep it up!!
Have great week allec❤
The best outcome ever, all survived, no injuries and plane later returned to service.
You can be a commercial solo pilot with 660 hours?
A commercial pilot only needs 250 hours of flight time. Even worse, the pilot is only required to be pilot-in-charge for 100 hours. A more experienced pilot may have turned the landing into a touch-and-go because of the braking issues.
Depends a LOT on what level of commercial, and to a lesser extent what part of the world you're in. Your big airliner, they need a lot more time, especially in the U.S.. But, as mentioned, different levels of "commercial". This bird would be small enough to be a "charter" and thus need less time than a regional jet and much less than an A320 or similar. Though regulations may differ. (Also: quality of time may be a better indicator of a good pilot than quantity of time. )
And I concur on touch-and-go here. If the brakes aren't working, punch it, release the brakes, get airborne again and get to a safe altitude, then turn around and come in so it's a headwind. (And maybe see if someone can dry the runway?) You don't have to land just because you approached. And you don't necessarily have to full stop just because you made contact. Of course, the calculus changes if you're halfway down the runway at partial speed...
Good aircraft, still in service, built to last!
The aircraft is still in service. The pilot, however, is not.
Is the pilot still flying with them ?
It's nice to learn of a relatively happy ending once in a while.
Hey Joshua, could you do Elmina crash for tomorrow's video since the accident report will release publicly today?
The basic ruggedness of the craft saved everyone.
Seems like you're running out of the big ones... No worries though. Glad there are only that many big ones :)
Do N66BK, Cessna Citation Crash, Smyrna, TN 2021. AKA Gwen Shamblon Lara, Remnant Church founder crash.
What happened to the pilot???
Tough little plane
Do you think they’ve made the recommended improvements to the runway?
No brakes... go around!
Did they retract flaps?
You should stop adding disclaimers that link to videos that don't exist.
Yup. Im done with this channel.
@@staubach1979rt Nobody cares. Bye!
@@staubach1979rtsee ya!
@@ThisHandleFeatureIsStupid The people whole click those links do, smarty pants.
Where is the link to the narrated version?
@spaceace1006
He does on some. At the beginning of the video it states there's a Link to the narrated version
Hopefully Mr. OSBOURNE has become a better pilot and won't kill anyone the next time.
Yesterdays Mumbai Airport ,Layer jet Crash Recover This Vedio❤❤❤❤❤❤
Hanging Off A Cliff | FlyMontserrat VP-MNI
Hanging Off A Cliff | FlyMontserrat VP-MNI
Why do you do this???
Is that airport named for “Ozzy Osborne” as that’s his real name?! 😂
That would've been cool, but unfortunately, that would've been John M. Osborne Airport. Apparently it was named for the long standing Chief Minister of Monserrat, John Alfred Osborne.
Better to be hanging off a cliff than the alternative.
This is why you should be more careful about landing in an cliffside airport.
It’s a not an bro wtf are you doing
@@NeonKC What?
@@NeonKCGhetto trash.
🙂👍
This is an old one, I don’t think you have done: en.wikipedia.org/wiki/Swissair_Flight_306
I do not want to be a passenger in a plane that's as old as I am.
A 30 year old captain with 600 hours flying single pilot commercial flights. That's scary. The workload is no less than on any other commercial plane. And the same arrogance occured that has on so many other flights! Listen to those that are helping you... don't land in bad weather with any tail wind. It's a no-brainer!
Did i read that right, the plane is 48 years old, i wouldn't take a 48 year old car to the shops let alone jump inside something and go 2000 feet in the air 😂
660 hours is a very low experience level for this type of operation.
Even though there's nothing wrong with the plane I don't think it is right to carry passengers in aircraft that are nearly fifty years old.
Hanging off a cliff death