I was wondering??? A good explanation of the systems but nothing about what happened that the guy felt he had to return in such a hurry that he ran his aircraft up the butt of another one.
Kinda thought it ended abruptly, but almost appropriately, like after proving the plane would still be flyable you made your point and it needed no more explanation.😂
Or land long... Or do a quick 360 to get some spacing. Neither of those clowns in the Grumman should fly again. And this incident is another reason why I always flew with an Icon handheld radio...
@@jeffkellyb7712 closing so fast because deploying the flaps on that plane require the electrical system. Can easily land with flaps up, but not so much when another plane is ahead of you on the runway...
@@davidlawrence3230 Not looking good to outsiders like me. It seems to me a pilot should know what systems need to be operational to fly the plane, and what don't.
A friend of a friend got taken out by a T-28 in Compton a few years ago. He lived, albeit quite injured, his student didn't, and the Trojan pilot probably thought he hit a speed bump... Never knew they were there to begin with...
Yeah, but I'm pretty sure this is considered required knowledge for the PPL. Particularly using the artificial horizon and turn coordinator as backups for each other, and the VSI as well.
Idk most older aircraft is controlled with hydraulics mostly . So if you're able to maneuver , the simple switches used to read your inputs would tell you if you're screwed or not
@chlyon if you didn't know that , did you know if you hold both hand with you palm away from you . Your left hand will make an L haha . And the righty tighty is always 100% , may be 5ish% a$$ backwards haha
Back soon after my PPL, with about 150 hours aboard, I owned 1/10 of a Grumman Cheetah -- great plane! I was up for a BFR and the CFI suggested we do it at night as I had only a few night hours. Well off we went, and very shortly the alternator did a self-destruct into little pieces. No juice. The CFI calmly looked over and said "great, now we can study electrical failures". We simply circled above the runway as he went through this same drill shown here, to impress upon me that this was not time to consider dying, but rather to manage the situation, save the battery, with the lights and flaps till the runway was assured, and land the airplane in a safe manner. My first and only in-flight emergency. A lesson well taught and well learned.
A nice story, and an excellent instructor you got! I had an electrical failure in flight as well during (early) training. The only two things my instructor did were asking me what to do, and watching me landing. That was a lesson well learnt.
I always enjoy it when Juan shows the inner workings of an aircraft. Switches, gauges, indicators, etc. It shows you really need to know your stuff even in a light aircraft, yet as we've seen on his and other channels, some seem to think it's no more complicated than getting in a car and starting the engine.
This brings back a great memory from my long ago flying days. I was on the return leg of my night cross-country instrument training flight when the lights started to flicker and the radio to fade. My instructor immediately recognized it as an alternator failure. "Do we need to land now?" I asked. "Nah," he said. "We don't need all that fancy electrical stuff." It was a clear, moonless night, so I cancelled my IFR flight plan and we disconnected the alternator and pulled all the electric except for the nav lights. He had me continue to our un-towered field in complete darkness, navigating as best I could with my VFR chart and my flashlight in my mouth. 45 minutes later we arrived and had enough juice in the battery for the landing lights. What an awesome lesson!
Being a pilot doesn't require you to be a mechanic, but you damn well are required to know the basics of how these systems work for exactly reasons like the video. You have to be able to make good safe decisions based on the circumstances and react decisively without overreacting. Unfortunately, the pilot from the video is getting a pretty hefty dose of that lesson and it could impact his pilot career.
@@Kaipeternicolas I agree but sadly we know the FAA has very little ability to do much of anything in that regard. Hell, Trevor Jacob already got his certificate back.
I wondered the same. It seems the implication is that the POV aircraft landed with zero spacing because electrical power was out. The pilot mistakenly believed that he had no time for maneuvering (or troubleshooting) and instead needed to get on the ground immediately. In reality, all of his critical systems were perfectly operational and he could have gone around. Still would have loved more direct commentary from Juan.
I feel like part of the video is missing in this upload. In the video he refers to some things he'll come back to later, but never does. No usual outro either.
This is weird. Juan says "I'll get back to this guy," but he never did. The video just cuts off. Maybe he had an emergency call to fill in for another crew?
It doesn't sound like there is really much more to add right now...at least until the preliminary report or more info on that pilot. Juan could critique the accident pilot further but so has everyone else already. Based on what he showed here, it all speaks for itself until we get more relevant info, if any.
If I had to speculate I'd say there was a glitch during the final edit or upload and for some reason the whole video didn't get uploaded since there is no outro. He usually does a great job at production/editing so I'm going with technical problems.
From the comfort of my recliner, I would agree, but there may have been other unseen factors that led to this decision. In the end everyone walked away and this is now an insurance adjuster's problem. I have had failures in flight that led me in the wrong direction in - thankfully none of them led to a collision and all of them were before TH-cam and LiveATC. Any of us can irrationally freak out: If you doubt me, enter "spider car crash" into the search bar above.
As an A&P for 20 years in GA, It is amazing how much many aircraft owner do NOT know about what’s going on the forward side of the firewall. I always wanted to teach a “Forward of the Firewall 101”. I had one owner point to his alternator and ask if that’s the magneto….. wow.
As a fellow A&P and a CFI, I couldn’t agree more. The only thing I would add is that lack of mechanical knowledge forward of the firewall extends aft of the firewall as well. I don’t know if it’s lack of interest or lack of knowledge amongst most CFI’s, but many lack fundamental systems knowledge.
Not a lot of analysis on this video. I’m not a pilot, but I think he panicked after losing electrical supply, but mechanical systems and magnetos are self-sustaining. No need to make a panic landing.
Because he panicked. He thought that having no electrical was an emergency and thought he needed to get the plane on the ground immediately. Pure panic, didn't think.
"The alternator belt turns the propeller" Per a licensed pilot and would-be renter during pre-flight. He didn't fail the checkout for that reason - although a contributing factor. Rather, almost killing us when "correcting" his base to final overshoot ..by attempting to put us in a cross controlled stall at under 400 feet AGL.
I know absolutely nothing about flying but between you, Dan Grider, and Hoover from the pilot debrief, I feel as though I am learning something. Thanks! ❤
Exactly, BUT considering this pilot who is willing to fly his plane into another plane he sees landing just below him, a go around may have meant flying over Interstate-45 (he's in Pearland-Houston). I-45 in Houston is full of traffic ALL THE TIME. In his state of mind (and attitude) he may have been willing to wipe out a whole lot of cars on a freeway! In the end I guess he figured he was going to HIT SOMEBODY, and as they say "hit something cheaper" (vs a lot of cars) and deal with only the Fly people vs. Fly people+police+highway and roads people+motorists+their insurance companies. Whew! I still can't believe this guy landed behind that plane. I thought it was a bird at first.
Once heard a student call the tower at Chicago Midway stating his vacuum gauge was at zero and ask the controller if it was an emergency? Could not believe he was sent solo not knowing what to do if the vacuum pump failed. Another pilot on the frequency told him it was not a big deal and just ignore the attitude indicator and look out the window.
I think one of the biggest motivators today for pilots to be uber-diligent in maintaining their basic flying skill is fear. Fear that they could be featured in a Blancoliro video.
Yes, which is no bueno. Lets remain respectful at all times. Some great pilots have done silly things. It happens. You or i could be next. The great thing in aviation is we share and we learn, we promote that officially through the nasa-self-reports, lets not destroy the culture on YT please.
@@101jtag 🤷♂ Nothing I said was in any way disrespectful of anyone. To your point, there are plenty of comments on this incident that are pointedly disrespectful and I don't condone those.
@@101jtag Yes good point, even if we think something is absurd, we can be kind of course on the internet that is not common at all, Juan did a ok job of not piling on here. I must admit occasionally I am left shaking my head at the decisions made by certificate holding pilots who I can't believe passed a flight test.
01:25 sums it all up .... "panic return". Wasn't an emergency, etc. I've had more than a handful of electrical failures on small planes, none of which forced an "emergency". The most pucker factor I've ever had was a master electrical failure on a 172RG. This aircraft uses powered gear retract and deployment. However, it does have a hand pump for deploying the gear. The only related electrical loss was the "3 down and green" gear down and locked indicator lights. I could see the mains were down and the weight of the plane would have done nothing more than full deploy them, but the nose gear could not be seen, so I did a low pass in front of the tower and (yes, I had a handheld radio) asked them to verify nose gear down, which they did. I then performed a normal landing, with a longer rollout not stomping on the brakes in case the nose gear was not actually locked. The point was that, in all that time which amounted to over a half hour from failure, not once was not having ANY electrical an emergency.. and I flew the plane calmly and normally.
Me too. It seems the implication is that the POV aircraft landed with zero spacing because electrical power was out. The pilot mistakenly believed that he had no time for maneuvering (or troubleshooting) and instead needed to get on the ground immediately. In reality, all of his critical systems were perfectly operational and he could have gone around.
I feel like what needed to be said was said. Everything else has been covered by all the comments. Lol. Once Juan asked Mike to shut off the Master switch while letting the engine run, I chuckled and said "Well... that's all I needed to know."
@@fontcaicoya5686 I don't watch this channel to get a feel for what the random commenters in the replies think happened, I'm here to watch Juan explain everything in his own factual, no nonsense, and above all through and complete way. Compared to regular blancolirio videos, this one just felt really weird, like the last 15min accidentally got cut off in the upload or something. I hope he does a part 2
I think Brownie hit the "send" button on this one to get the subject matter out there expediently so he can now further edit and redress the subject when he's able to spend the time. 😅😢
Severe brain lock. If this pilot ever wants to fly again, he should be required to fully re-train and re-certify. Additionally, a full cognitive evaluation should be performed to determine if there are any underlying conditions that might have contributed to his exercising such profoundly poor judgement.
The engine is producing power, it’s a clear and a million, and you have passengers onboard to spot traffic and assist with checklists…but you decide to tailgate a Cessna and collide with it after landing. I understand that losing your electrical system is cause for a little caution, but the weather was good and you had time to troubleshoot and fly the pattern. This was a glaring example of poor ADM and this guy needs some refresher training or an FAA mandated “vacation” from his privileges for a while. Great instructional video, Juan. The future generation of pilots need mentors and practical guidance on how things work on the airplane beyond just flipping the switch.
The accident pilot should have simply gone around. He apparently thought the electrical failure was a dire emergency, when it's really more of an inconvenience. His engine was running just fine and he could easily fly the plane with no problem.
Yeah, SMH at this moronic decision. Besides the obvious poor choice, once on the ground didn't have enough sense to at least go right onto the grass?!?!?
I’m an experienced line service person at a busy FBO. I ALWAYS tell new trainees to never assume GA pilots know what they’re doing. It’s safer for everyone…..
Hmm. How about a word for whatever instructor let someone with that level of ability loose on the world? Sheesh. Maybe his instructor was the guy who landed in traffic over in VIctoria TX.
Thanks for bringing this right down to an educational perspective. There are so many people who would put themselves in the exact same situation because they can't understand that they have options when they do.
The guy Lost electricity in this plane and decided to land it right behind another aircraft. Instead of going around because he had a perfectly good engine.
The Tiger’s cooling air exits are uncommonly forward, they are the NACA vents”on either side of the nose gear strut, directly below the engine. Also, the Tiger originally had a rubber boot from the cowl as the nose gear strut transition.
Thanks for the basic primer-I remember all these things but have to be reminded once in awhile. I use to put a vibration hour meter under the seat to catch cheats on my leaseback. Some might unhook the tachometer cable to save hourly charges. You should have seen when I told them we billed off this hour meter not the tach hour meter.
I remember a great lesson my instructor taught me: that engine will run and run without electrical system on. As long as your engine is turning and the mags are hot, it’s self-sustaining. He proved it to me by turning on the engine then turning off the master switch. She kept running without a hitch. You’ll lose a lot of stuff you’d prefer to have but the engine will still have fuel and spark. This was in a skyhawk.
One of the first things I do with my students on the ground is to pull the cowling and go through the engine compartment almost as you did here. Just understanding everything hanging off the accessory case, why it's there, and what it does, really helps pilots work their way through emergency scenarios better. I also make a demonstration at some point of getting the engine running on the ramp and then flipping off all electrical switches including both masters, just to prove that the engine will continue to run even with no electrical power as most people understand it. (I usually do that off in the runup area to avoid risking anyone walking around the ramp being near an aircraft with its meat-grinder propeller turning but no beacons or strobes.)
Well, that explains a small question I've had hiding under the dust in the back of my mind for years. About 30 years ago we were doing what one of my husband's engineering professors said never to do: flying in a third world country on that country's airline. I guess it was safe enough though, because they took all the precautions. First we waited in the airport terminal for hours, for the fog to clear. Weather had to be good at both airports before the flight would be permitted to take off. They had no way of knowing whether there might be sheep or other livestock on the foggy runway. Staff at the respective airports had to telephone each other to verify conditions were right. This depended on the copper telephone wires having not been stolen, which was a thing in that country years before it became popular in the U.S. Finally we boarded the regional twin prop plane. A mechanic set a ladder by the right wing, and I watched him carefully unscrew four screws on a small rectangular cover on the engine nacelle: loosen one, loosen its diagonal, loosen another, etc. I don't know what he was checking; maybe the oil. But he definitely looked like he was following a procedure. When all was ready, the plane was silently pushed back, then tugged a ways out from the terminal. Finally we stopped, and a guy standing out in the middle of nowhere walked up and attached a huge electrical cable to one engine. The engine was started, and once it was happily roaring, the cable was disconnected, then taken to the other engine. After they were finished with the cable, the man on the ground walked back out into the field and took a leak. Finally we began rolling, took off, and had an uneventful flight to our destination. Except one ceiling panel kept coming unlatched, swinging rudely from the ceiling, and foiling the efforts of the smiling flight attendant to make it behave. We took the same flight back, with no incident, except ticketing took forever because one man was paying his fare in coins. So your comment possibly answers the unspoken question I've had all these years: If it takes all that to-do just to start the engines on the ground, how would you restart them if one or both of them quit in the air? I guess they have electric power up there that they didn't have on the ground.
@@EXROBOWIDOW The mechanisms in use for a small GA aircraft like these differ from an airliner, but the basic goals of reliability and redundancy are the same... once the engine(s) are running normally, it takes a pretty big malfunction to get them to stop. I've had to reassure nervous first-time passengers in my plane when I had trouble getting the engine to start (fuel-injected gasoline engines on hot days can be very cantankerous),... "don't worry, she may seem temperamental, but I promise you, once I get her running smoothly, she will STAY that way."
Seen that Cessna just ahead of this airplane, and nobody talking, gave me goose bumps. I'm like "what are they thinking?" Wow, certainly fortunate it wasn't worse. I'm sure the FAA will have their last saying here. Back in the 80s, I transitioned to a Cheetah, (the school required an endorsement for the Tiger), and that nose wheel being a caster wheel, it's touchy, but that airplane was clean, and didn't seem to wanted to slowdown. Sliding that cockpit door/roof on final was very cool, especially in the Tulsa summers.
I saw the airplane on final ahead right off. WTF?! This looks like the pilot was sucked into a tunnel vision situation. I didn’t know that an electrical failure would cause a pilot’s peripheral vision to wind down along with the flight instruments.
Dad taught me in the 60's to look at the drive belts on the various cars he owned. I learned if the water pump kept turning...press on. If the power steering belt broke, be ready for hard steering. Which belt drove which component and which combination of driven accessories were/were not critical. He once drove out of a bad neighborhood with a flat tire. Tire and wheel were ruined but we avoided potential confrontation.
I feel like I missed something in this video, which to me is light on connecting the video at the beginning to the segment with Rick's plane. In any event, there appears to be agreement that the pilot messed up. But I don't really appreciate the connection between the two. I am guessing the point is, keep flying the plane if it is still running and don't feel like you have to land on top of another plane if it is in your way.
Juan's tour of a similar plane was to illustrate that the accident plane was completely and perfectly flyable for a nice calm go around. No need to land and crash into the other plane.
Juan might have completed his analysis...... but had to "clean it up" (by chopping it off) for general consumption...and to not get a 'strike" against his channel...
Agree. This is the first time that I can’t understand what Juan’s point of view is. Also the details of what this guys were trying to accomplish are not mentioned. Is there another video that we should watch first? Maybe from VAS aviation or something?
It seems the implication is that the POV aircraft landed with zero spacing because electrical power was out. The pilot mistakenly believed that he had no time for maneuvering (or troubleshooting) and instead needed to get on the ground immediately. In reality, all of his critical systems were perfectly operational and he could have gone around.
About 20 years ago a c152 maintained by the company i still work for was subjected to a forced landing. The pilot chose a field of tall crop and as you all have already guessed, suffered from the standard c152 nose gear collapse. This in turn flipped the aircraft over onto it’s back. The pilot and passenger fortunately escaped with minor cuts and bruises. The reason for the forced landing, the LV light came on whilst he was around 10-15nm from the home field so a mayday was declared. The culprit for the LV light was a failed alternator. The pilot was “experienced”, and in my opinion ought to have known correct procedure and options. I’m fortunate to be an engineer and pilot so i feel although I’m better educated on the in’s and outs of the various types of aircraft i fly, but am reminded almost weekly by owners/students/renters at how little is taught during the ppl process.
Cockpit cams that can see the controls and the view ahead would be most useful and not even expensive to implement. The problem is a lot of owners wont like the sentiment of fitting some tech that potentially documents their demise.
@@billkraemer4710 It's clearly already being done by some. There was a Beech Bonanza crash covered recently on the Pilot Debrief channel where the pilot had such a camera mounted to the cabin roof looking at the controls/instruments and it made it really easy for investigators to see what caused the accident. For GA flying I don't imagine much or any certificating would be needed to affix a go pro type camera, possibly with a memory module in the tail somewhere. No shortage of TH-cam pilots already have multiple cameras all over their aircraft.
At 1:11 "Will get back to this guy in detail in a minute".... and nine minutes and 37 seconds later the video ended without ever getting back to the actual accident!!!!!
I assume so. In fact, I guess this would be part of preflight planning, as a possible failure at takeoff. My experience is in sailplanes, though, where systems are vastly simpler and you absolutely must know how to deal with failures.
Accidents like this one are mind boggling! I made numerous touch and goes there as a student pilot over 40 years ago. I even did a successful(planned) dead stick landing there with my instructor. Didn't crash either! I used to rent and fly Grumman Tigers like that one at Hobby airport, too. Loved flying those.
I see some issues there on the demoed aircraft. Those worm hose clamps which you can see on vacuum hose from vacuum pump are not very reliable. They are getting loose over the time and they are not clamping with equal force around the hose. Possibly ok on the car but not on the airplane.
I'm reminded of a time when I needed to replace a dead battery in my car. I needed a jump from a friend but neither of us had cables, so I just connected his battery long enough to start my engine, then disconnected it and gave it back to him. Many years later as a more safety-conscious adult I don't recommend this as a procedure to any one obviously, but I knew this would work at the time because I understood that engine's ignition system didn't rely on the battery, and the car did indeed stay running all the way to the parts store.
My opinion is that the pilot knew the pax was recording for YT and used the electrical failure as an excuse to make himself youtube famous with a dramatic emergency landing but he never expected the aircraft in front to brake and turn in front of him and that's where it went wrong.
Holy F. I was in the right seat on a piper cherokee ages ago (1989), KHGR-KOSH when everything went dark. Rental plane. Alternator fails, we’re 30 minutes from our alternate (CAK) , then everything goes dark when the battery fails at 2200 over eastern Ohio. Pilot had a handheld radio, we were IFR, I called pan pan as he flew and then we set it down at CAK. IFR but on a clear night, we knew we had plenty of fuel. PAN-PAN to get a straight in. Basic lesson was aviate-navigate-communicate. The guys in the back slept through it all. PIC was a colleague in grad school in AE, Marine Harrier pilot. Alternator belt failed, and I didn’t recognize it slipping - I’m sure the ammeter/voltmeter were giving early indications. No panic, and the runway at CAK was sooo wide and long…
@@allangibson8494 And after the alternator was fixed, we launched at 0100 for KAZO. Idiots we were, as the PIC, the GA pilot (sleeping in the back), and the 2 student pilots all had our own Blancolirio Aeronautical Decision Making Tools and should’ve just gone to a motel. None of us checked the repair, so of course the cowling on the right side flew up immediately at rotation, and we came back in. Common sense (or fatigue) then took over and we went to a motel. When the alternator failed on approach to CAK, cockpit went totally dark. PIC handed me his handheld radio, tuned to approach, and I managed comms. Night VFR, no clouds, visibility 10+, and CAK in sight and unmistakable. If we’d been IMC, or CAK below VFR minimums, or an hour earlier over the mountains of WV, I wouldn’t be typing these comments.
I feel like the system knowledge is almost beside the point in this case. If you are that desperate to get down, why not aim for the grass? Adrenaline does weird and wonderful things to our minds sometimes, I guess.
Thanks for the interesting video explaining some of the tech in the electrical and fuel supply system. I worked at the Grumman assembely plant for 5 years. I checked the production date on the accident aircraft and I probably would have worked the engine/flight control-tail surface/landing gear station on that aircraft. The oil and fuel pressure guages are direct "mechanical " type with hose connections directly to the guages. Funny thing I remember I was on vacation the week of the A/W date. My wife and I went tent camping for the first time that week.
Juan just explained that an electrical failure is an inconvenience in VFR conditions in small planes, not a reason to panic and destroy two good airplanes. He was showing us that all the critical stuff still works.
My uncle told me about the mail and bush pilots when I was young. He said that they didn’t have modern gauges back then. One figured it out. It’s cold up there in Alaska. The had a bottle of booze to keep them warm. One guy put I holder for his bottle in front of him. He saw that the level of the liquid stayed in line with the ground and the horizon. They could see the attitude of the plane in fog. It helped. If you can’t see and your instruments are out you can use a bottle of water to keep your plane in level flight.
I take the point here as being to understand basic flight mechanics....an electrical failute does not necessitate an emergency risk all landing. Prioritise safe flying. Lots of better options for this guy...for a start fly a better circuit to keep spacing on the slower aircraft ahead. Have a separate hand held radio on board and put out an emergency call...get the circuit clear. Take the grass. Ground loop onto the grass etc. etc. Most of all fly the aeroplane...but not into an obstruction . He got flustered by a situation with folks flying with him by the looks of it...possibly a relatively new pilot?
❤❤ I was waiting after seeing it on vass aviation this accident how long it would take you to get on the air and rip this guy but you were very nice in this video you'll talk about it later but you didn't. Why didn't he land at least on the grass and if no one was on the taxiway take the taxiway rather than running into another airplane The pictures I see looks like he almost somehow came down near the back seat with the propellers I can't wait for the NTSB premium and final I wouldn't want to be this pilot. Thanks blancolerio you guys are the best keep up the good work
Thought I would mention that the Surefly STC normal installation doesn't include its own backup battery but instead goes straight to the hot side of the main aircraft battery post with an inline fuse. It's not affected by the master switch, however, a dead battery would cause it to fail
At 6:57 you state that the SureFly mag has an independent source of electrical power, actually if you only have 1 mag it gets its power directly from the ships battery. If you have 2 installed then the 2nd one must have an independent power source.
I have had an alternator fail, a microphone connection die, a tachometer quit, GPS go offline, etc. FLY THE AIRCRAFT. None of those failures require an immediate landing. Not one. Watching that video was definitely a Beavis and Butt-Head moment.
TL:DR Spark plugs, fuel pump and instruments are powered by the engine rotation in a light aircraft and not the battery. The pilot didn't realise this and rear ended another aircraft in a panic to land when there was no danger whatsoever.
I once flew with an CFII in his 7KCAB. On run up there was no mag drop. He that thought having no mag drop was "good", working better than expected. Upon inspection both P-leads were broken at the mags. He had just changed the oil and thought he had maybe tugged on them changing the filter on the back of the engine. This same guy thought he could put springs he got at home depot to replace his tailwheel springs. He is a good pilot, with good skills and loves to fly. No idea how the systems on his airplane work.
I know you’re not working or with the FAA, what is going to happen to him? Or what could happen to him? Because at the very end of the video, his hand was on the throttle indicating he knew the plane still had power.
problem with privatised and/or charter schools. They exist for profit rather than for knowledge. Need national public FAA taught flight schools, only, period.
I dont understand what makes you think you NEED to land on an occupied runway when you have full control and are visual. You can do so many things there to create spacing and avoid collision. This person cant be allowed to have a pilots license without fully (re?)accomplishing a Part 141 course at a minimum.
Stby, technical difficulties, I screwed the pooch on the edit...here comes the rest of the story...th-cam.com/video/4IdeWXph25g/w-d-xo.html
Channeling Paul Harvey :)
had a feeling I was missing something. Thanks for the work you do!
I was wondering??? A good explanation of the systems but nothing about what happened that the guy felt he had to return in such a hurry that he ran his aircraft up the butt of another one.
Kinda thought it ended abruptly, but almost appropriately, like after proving the plane would still be flyable you made your point and it needed no more explanation.😂
@@oldRighty1 ha! Now we'll know the rest of the story....
I saw a comment on VASAviation’s vid about this:
“Right now, Juan is figuring out how to do a video about this without throwing F bombs”
😅
He said “F”UNDAMENTAL a few times
@@Ticklestein on my way to this now 🏃🏾♀️
That there is an easy to imagine 'funny' @Ticklestein. Like any of us working in the garage on a Sunday.
Did he drop one recently? 😆
If it was that much of an emergency land in the grass to the right. Just wow....
Or the taxiway on the left.
Or land long... Or do a quick 360 to get some spacing. Neither of those clowns in the Grumman should fly again.
And this incident is another reason why I always flew with an Icon handheld radio...
@@Turd_Furgeson The guy must have thought the plane was like his car and the engine was gonna stop turning once the battery was drained lmao.
My thought was if you had to land the grass or the taxiway we’re both better targets than the back of another plane. And why was he closing so fast?
@@jeffkellyb7712 closing so fast because deploying the flaps on that plane require the electrical system. Can easily land with flaps up, but not so much when another plane is ahead of you on the runway...
Uhmm, it wasn't the electrical failure that caused this crash. It was the loose nut on the yoke..
😆
OMG…that’s funny…u mean a “loose wing nut”….right….lol
You can sure say that again!! I've never in my life!!
Oh my gosh I can't believe I've never heard this...
That's not what the description of the original video says
Gotta say I never thought I would see a rear ender on a runway
maybe on a catwalk, but a runway...gtfo!
especially right after the video on the mid-air with a static display.. oh man what to do!
Air race at Reno I think it was. Pretty viral video
@@davidlawrence3230 Not looking good to outsiders like me. It seems to me a pilot should know what systems need to be operational to fly the plane, and what don't.
A friend of a friend got taken out by a T-28 in Compton a few years ago. He lived, albeit quite injured, his student didn't, and the Trojan pilot probably thought he hit a speed bump... Never knew they were there to begin with...
Knowing that an electrical failure won't make you fall out of the sky requires a level of knowledge slightly above "lefty loosey, righty tightie".
Wow left loosey righty tighty , I must remembers that
Well said!!
Yeah, but I'm pretty sure this is considered required knowledge for the PPL. Particularly using the artificial horizon and turn coordinator as backups for each other, and the VSI as well.
Idk most older aircraft is controlled with hydraulics mostly
. So if you're able to maneuver , the simple switches used to read your inputs would tell you if you're screwed or not
@chlyon if you didn't know that , did you know if you hold both hand with you palm away from you . Your left hand will make an L haha . And the righty tighty is always 100% , may be 5ish% a$$ backwards haha
Back soon after my PPL, with about 150 hours aboard, I owned 1/10 of a Grumman Cheetah -- great plane!
I was up for a BFR and the CFI suggested we do it at night as I had only a few night hours. Well off we went, and very shortly the alternator did a self-destruct into little pieces. No juice. The CFI calmly looked over and said "great, now we can study electrical failures". We simply circled above the runway as he went through this same drill shown here, to impress upon me that this was not time to consider dying, but rather to manage the situation, save the battery, with the lights and flaps till the runway was assured, and land the airplane in a safe manner.
My first and only in-flight emergency. A lesson well taught and well learned.
A nice story, and an excellent instructor you got! I had an electrical failure in flight as well during (early) training. The only two things my instructor did were asking me what to do, and watching me landing. That was a lesson well learnt.
@@grahaml6668 The Grumman pilot probably owns 1/10 of a C172 now, but maybe not all in one piece.
Except it really wasn't an emergency....
@@mgas1237 At night?
I always enjoy it when Juan shows the inner workings of an aircraft. Switches, gauges, indicators, etc. It shows you really need to know your stuff even in a light aircraft, yet as we've seen on his and other channels, some seem to think it's no more complicated than getting in a car and starting the engine.
All of a sudden, the guy that collided with the T-bird looks like a genius.
This brings back a great memory from my long ago flying days. I was on the return leg of my night cross-country instrument training flight when the lights started to flicker and the radio to fade. My instructor immediately recognized it as an alternator failure. "Do we need to land now?" I asked. "Nah," he said. "We don't need all that fancy electrical stuff." It was a clear, moonless night, so I cancelled my IFR flight plan and we disconnected the alternator and pulled all the electric except for the nav lights. He had me continue to our un-towered field in complete darkness, navigating as best I could with my VFR chart and my flashlight in my mouth. 45 minutes later we arrived and had enough juice in the battery for the landing lights. What an awesome lesson!
That's a great story! Your instructor sounds like a cool head, and you got some extra teaching in that cross-country.
Being a pilot doesn't require you to be a mechanic, but you damn well are required to know the basics of how these systems work for exactly reasons like the video. You have to be able to make good safe decisions based on the circumstances and react decisively without overreacting. Unfortunately, the pilot from the video is getting a pretty hefty dose of that lesson and it could impact his pilot career.
Pilot career? After that I hope he is grounded for the rest of his “career”. 😅
Yeah this seems like knowledge you'd need just to complete a pre-flight check.
You sure about that? Lol
Apparently you aren't required to know the basics, otherwise this video wouldn't exist. 😂
@@Kaipeternicolas I agree but sadly we know the FAA has very little ability to do much of anything in that regard. Hell, Trevor Jacob already got his certificate back.
I have to say I hope this guy doesn't have a career in aviation. He just proved he doesn't belong.
Is there a sequel to discuss the accident?
I wondered the same. It seems the implication is that the POV aircraft landed with zero spacing because electrical power was out. The pilot mistakenly believed that he had no time for maneuvering (or troubleshooting) and instead needed to get on the ground immediately. In reality, all of his critical systems were perfectly operational and he could have gone around. Still would have loved more direct commentary from Juan.
I feel like part of the video is missing in this upload. In the video he refers to some things he'll come back to later, but never does. No usual outro either.
This is weird. Juan says "I'll get back to this guy," but he never did. The video just cuts off. Maybe he had an emergency call to fill in for another crew?
It doesn't sound like there is really much more to add right now...at least until the preliminary report or more info on that pilot. Juan could critique the accident pilot further but so has everyone else already. Based on what he showed here, it all speaks for itself until we get more relevant info, if any.
If I had to speculate I'd say there was a glitch during the final edit or upload and for some reason the whole video didn't get uploaded since there is no outro. He usually does a great job at production/editing so I'm going with technical problems.
This man was handed the smallest problem and still failed miserably. Literally acted on sheer panic and no logic.
From the comfort of my recliner, I would agree, but there may have been other unseen factors that led to this decision. In the end everyone walked away and this is now an insurance adjuster's problem. I have had failures in flight that led me in the wrong direction in - thankfully none of them led to a collision and all of them were before TH-cam and LiveATC. Any of us can irrationally freak out: If you doubt me, enter "spider car crash" into the search bar above.
As an A&P for 20 years in GA, It is amazing how much many aircraft owner do NOT know about what’s going on the forward side of the firewall. I always wanted to teach a “Forward of the Firewall 101”. I had one owner point to his alternator and ask if that’s the magneto….. wow.
As a fellow A&P and a CFI, I couldn’t agree more. The only thing I would add is that lack of mechanical knowledge forward of the firewall extends aft of the firewall as well. I don’t know if it’s lack of interest or lack of knowledge amongst most CFI’s, but many lack fundamental systems knowledge.
I thought you were going to "get back to this guy in a minute"...
lol right? I got to the end of the video and was like wait what? Did I accidentally skip over something 😂
This is one of those stories that's just gonna keep on delivering material I think. lol (glad nobody got injured though!)
I was patiently waiting for Mr Brown's critique.
@@GlutenEruption I had to rewatch the ending to see if I had missed the “getting right back” part…
Hopefully Juan didn’t just fall out after sayin bye to Rick!! Lol! Maybe just too much disgust with the lack of competence of this pilot….🤷🏻♂️
Okay watched the first 54 seconds, why...why no go around?
I'll watch the rest, now.
Not a lot of analysis on this video. I’m not a pilot, but I think he panicked after losing electrical supply, but mechanical systems and magnetos are self-sustaining. No need to make a panic landing.
Because he panicked. He thought that having no electrical was an emergency and thought he needed to get the plane on the ground immediately. Pure panic, didn't think.
@@5thGenNativeTexani wonder if he realized once he was on the ground.. or if someone had to tell him
This clown has no business holding a certificate. Perfectly flyable aircraft and he rear-ends another plane on the runway. Idiot.
"The alternator belt turns the propeller"
Per a licensed pilot and would-be renter during pre-flight.
He didn't fail the checkout for that reason - although a contributing factor.
Rather, almost killing us when "correcting" his base to final overshoot
..by attempting to put us in a cross controlled stall at under 400 feet AGL.
......a licensed pilot trying to skid the turn to final. isn't that the first thing you're supposed to learn about patterns????
Rick is a nice guy to show us his nice plane and priceless t-shirt!
What kind of abject foolery was that???
Was he actually licensed? If so,
Is he still actually licensed??
Until the "hearing"....then maybe not????
I know absolutely nothing about flying but between you, Dan Grider, and Hoover from the pilot debrief, I feel as though I am learning something. Thanks! ❤
Everyone, including me, was screaming "GO AROUND!!".
I was like whereas my popcorn but thats just me
Yup!
Exactly, BUT considering this pilot who is willing to fly his plane into another plane he sees landing just below him, a go around may have meant flying over Interstate-45 (he's in Pearland-Houston). I-45 in Houston is full of traffic ALL THE TIME. In his state of mind (and attitude) he may have been willing to wipe out a whole lot of cars on a freeway! In the end I guess he figured he was going to HIT SOMEBODY, and as they say "hit something cheaper" (vs a lot of cars) and deal with only the Fly people vs. Fly people+police+highway and roads people+motorists+their insurance companies. Whew! I still can't believe this guy landed behind that plane. I thought it was a bird at first.
I"m not even a pilot and I was lolololol
What is he going to say in the accident report? "I swerved several times before I hit the other airplane"?
Once heard a student call the tower at Chicago Midway stating his vacuum gauge was at zero and ask the controller if it was an emergency? Could not believe he was sent solo not knowing what to do if the vacuum pump failed. Another pilot on the frequency told him it was not a big deal and just ignore the attitude indicator and look out the window.
I'm 10 seconds in to the video and all I can think is GO AROUND!
@@halmc8109 No.
@halmc8109 you can always go around..
S turns
I think one of the biggest motivators today for pilots to be uber-diligent in maintaining their basic flying skill is fear.
Fear that they could be featured in a Blancoliro video.
Yes, which is no bueno. Lets remain respectful at all times. Some great pilots have done silly things. It happens. You or i could be next. The great thing in aviation is we share and we learn, we promote that officially through the nasa-self-reports, lets not destroy the culture on YT please.
@@101jtag 🤷♂ Nothing I said was in any way disrespectful of anyone. To your point, there are plenty of comments on this incident that are pointedly disrespectful and I don't condone those.
@6StringPassion. oh yes my comment not directed at you in any way. I agreed, and Juan himself is mostly very factual too.
@@101jtag Yes. Juan, Hoover and Petter especially so.👍
@@101jtag Yes good point, even if we think something is absurd, we can be kind of course on the internet that is not common at all, Juan did a ok job of not piling on here. I must admit occasionally I am left shaking my head at the decisions made by certificate holding pilots who I can't believe passed a flight test.
01:25 sums it all up .... "panic return". Wasn't an emergency, etc. I've had more than a handful of electrical failures on small planes, none of which forced an "emergency". The most pucker factor I've ever had was a master electrical failure on a 172RG. This aircraft uses powered gear retract and deployment. However, it does have a hand pump for deploying the gear. The only related electrical loss was the "3 down and green" gear down and locked indicator lights. I could see the mains were down and the weight of the plane would have done nothing more than full deploy them, but the nose gear could not be seen, so I did a low pass in front of the tower and (yes, I had a handheld radio) asked them to verify nose gear down, which they did. I then performed a normal landing, with a longer rollout not stomping on the brakes in case the nose gear was not actually locked. The point was that, in all that time which amounted to over a half hour from failure, not once was not having ANY electrical an emergency.. and I flew the plane calmly and normally.
I thought he was going to say more about the actual crash.
Me too. It seems the implication is that the POV aircraft landed with zero spacing because electrical power was out. The pilot mistakenly believed that he had no time for maneuvering (or troubleshooting) and instead needed to get on the ground immediately. In reality, all of his critical systems were perfectly operational and he could have gone around.
You and I both.
I feel like what needed to be said was said. Everything else has been covered by all the comments. Lol. Once Juan asked Mike to shut off the Master switch while letting the engine run, I chuckled and said "Well... that's all I needed to know."
@@fontcaicoya5686 I don't watch this channel to get a feel for what the random commenters in the replies think happened, I'm here to watch Juan explain everything in his own factual, no nonsense, and above all through and complete way. Compared to regular blancolirio videos, this one just felt really weird, like the last 15min accidentally got cut off in the upload or something. I hope he does a part 2
I think Brownie hit the "send" button on this one to get the subject matter out there expediently so he can now further edit and redress the subject when he's able to spend the time. 😅😢
I've never seen anything this crazy in all my years. All those places to land at tthat big airport. Boy, I'll never get this one, ever!
Severe brain lock. If this pilot ever wants to fly again, he should be required to fully re-train and re-certify. Additionally, a full cognitive evaluation should be performed to determine if there are any underlying conditions that might have contributed to his exercising such profoundly poor judgement.
Juan, the restraint you show in this video is admirable 🤣🤣🤣
The engine is producing power, it’s a clear and a million, and you have passengers onboard to spot traffic and assist with checklists…but you decide to tailgate a Cessna and collide with it after landing. I understand that losing your electrical system is cause for a little caution, but the weather was good and you had time to troubleshoot and fly the pattern. This was a glaring example of poor ADM and this guy needs some refresher training or an FAA mandated “vacation” from his privileges for a while.
Great instructional video, Juan. The future generation of pilots need mentors and practical guidance on how things work on the airplane beyond just flipping the switch.
He'll probably get that vacation while waiting on insurance, if he owns (owned) the aircraft.
Did he not see the acres of nice flat grass??
Or even the completely empty taxiway?
@@Juttutin He truly had target fixation.
It's difficult to see the grass when your head is up your ..............
Nice that Rick is wearing an “Island Hopper” shirt. Rode that route for 19 years. Brutal! :)
1:12 "We'll get back to THIS guy in detail, in a minute." I think Juan forgot about this.
Did you miss the point of the video? There was NO emergency.... maybe watch it again??
Here it is! th-cam.com/video/4IdeWXph25g/w-d-xo.html
@@MrZrryan2 ??? Did you reply to the wrong comment?
I gather the plane ahead was invisible? What does an electrical failure have to do with self sequencing while landing?
He thought the engine was going to stop
The accident pilot should have simply gone around. He apparently thought the electrical failure was a dire emergency, when it's really more of an inconvenience. His engine was running just fine and he could easily fly the plane with no problem.
@@charleskennedy1712Certified aircraft piston engines use magneto ignitions - no external electric power required.
Yeah, SMH at this moronic decision. Besides the obvious poor choice, once on the ground didn't have enough sense to at least go right onto the grass?!?!?
I’m an experienced line service person at a busy FBO.
I ALWAYS tell new trainees to never assume GA pilots know what they’re doing.
It’s safer for everyone…..
I was told the #1 rule was, do not hit anything with the aircraft.
Least of all the ground
@@andrewtaylor940 Even at the last moments, he could have chosen the chance of taking out a runway light, instead of another fuel retaining machine.
That guy needs to stay out of cockpits FOREVER!
or take additional training
Hmm. How about a word for whatever instructor let someone with that level of ability loose on the world? Sheesh. Maybe his instructor was the guy who landed in traffic over in VIctoria TX.
I am sure he called AOPA after the crash 🙄
Thanks for bringing this right down to an educational perspective. There are so many people who would put themselves in the exact same situation because they can't understand that they have options when they do.
What kind of craziness is this 😯
We're about to find out, seems pretty scary to me.
The guy Lost electricity in this plane and decided to land it right behind another aircraft. Instead of going around because he had a perfectly good engine.
Getting TH-cam viewers.
Pilot was unaware that his airplane would fly just fine with an electrical failure. Should have simply gone around.
😂 shenanigans!
I guess every vintage aircraft without an electrical system is always flying in an emergency situation. 😂😂😂
I assume there will be a part 2 to this video??
Juan might have completed this video but "lost it" in the analysis phase...
so it is abruptly chopped off to save the ears of the innocent.....😀😀😁😁
Yes! th-cam.com/video/4IdeWXph25g/w-d-xo.html
The Tiger’s cooling air exits are uncommonly forward, they are the NACA vents”on either side of the nose gear strut, directly below the engine. Also, the Tiger originally had a rubber boot from the cowl as the nose gear strut transition.
I can't believe the guy actually did that. Hell, even if he had an actual engine failure, what is wrong with the sod beside the runway?
It’s a deep ditch, but many other options existed.
Thanks for the basic primer-I remember all these things but have to be reminded once in awhile. I use to put a vibration hour meter under the seat to catch cheats on my leaseback. Some might unhook the tachometer cable to save hourly charges. You should have seen when I told them we billed off this hour meter not the tach hour meter.
I remember a great lesson my instructor taught me: that engine will run and run without electrical system on. As long as your engine is turning and the mags are hot, it’s self-sustaining. He proved it to me by turning on the engine then turning off the master switch. She kept running without a hitch. You’ll lose a lot of stuff you’d prefer to have but the engine will still have fuel and spark. This was in a skyhawk.
One of the first things I do with my students on the ground is to pull the cowling and go through the engine compartment almost as you did here. Just understanding everything hanging off the accessory case, why it's there, and what it does, really helps pilots work their way through emergency scenarios better.
I also make a demonstration at some point of getting the engine running on the ramp and then flipping off all electrical switches including both masters, just to prove that the engine will continue to run even with no electrical power as most people understand it. (I usually do that off in the runup area to avoid risking anyone walking around the ramp being near an aircraft with its meat-grinder propeller turning but no beacons or strobes.)
Well, that explains a small question I've had hiding under the dust in the back of my mind for years.
About 30 years ago we were doing what one of my husband's engineering professors said never to do: flying in a third world country on that country's airline. I guess it was safe enough though, because they took all the precautions. First we waited in the airport terminal for hours, for the fog to clear. Weather had to be good at both airports before the flight would be permitted to take off. They had no way of knowing whether there might be sheep or other livestock on the foggy runway. Staff at the respective airports had to telephone each other to verify conditions were right. This depended on the copper telephone wires having not been stolen, which was a thing in that country years before it became popular in the U.S.
Finally we boarded the regional twin prop plane. A mechanic set a ladder by the right wing, and I watched him carefully unscrew four screws on a small rectangular cover on the engine nacelle: loosen one, loosen its diagonal, loosen another, etc. I don't know what he was checking; maybe the oil. But he definitely looked like he was following a procedure.
When all was ready, the plane was silently pushed back, then tugged a ways out from the terminal. Finally we stopped, and a guy standing out in the middle of nowhere walked up and attached a huge electrical cable to one engine. The engine was started, and once it was happily roaring, the cable was disconnected, then taken to the other engine. After they were finished with the cable, the man on the ground walked back out into the field and took a leak. Finally we began rolling, took off, and had an uneventful flight to our destination. Except one ceiling panel kept coming unlatched, swinging rudely from the ceiling, and foiling the efforts of the smiling flight attendant to make it behave.
We took the same flight back, with no incident, except ticketing took forever because one man was paying his fare in coins.
So your comment possibly answers the unspoken question I've had all these years: If it takes all that to-do just to start the engines on the ground, how would you restart them if one or both of them quit in the air? I guess they have electric power up there that they didn't have on the ground.
@@EXROBOWIDOW The mechanisms in use for a small GA aircraft like these differ from an airliner, but the basic goals of reliability and redundancy are the same... once the engine(s) are running normally, it takes a pretty big malfunction to get them to stop.
I've had to reassure nervous first-time passengers in my plane when I had trouble getting the engine to start (fuel-injected gasoline engines on hot days can be very cantankerous),... "don't worry, she may seem temperamental, but I promise you, once I get her running smoothly, she will STAY that way."
Seen that Cessna just ahead of this airplane, and nobody talking, gave me goose bumps. I'm like "what are they thinking?" Wow, certainly fortunate it wasn't worse. I'm sure the FAA will have their last saying here. Back in the 80s, I transitioned to a Cheetah, (the school required an endorsement for the Tiger), and that nose wheel being a caster wheel, it's touchy, but that airplane was clean, and didn't seem to wanted to slowdown. Sliding that cockpit door/roof on final was very cool, especially in the Tulsa summers.
he followed the rule aviate, navigate, communicate
I saw the airplane on final ahead right off. WTF?! This looks like the pilot was sucked into a tunnel vision situation. I didn’t know that an electrical failure would cause a pilot’s peripheral vision to wind down along with the flight instruments.
Nothing like turning a minor inconvenience into potentially fatal collision. Great job turning a molehill into a mountain.
Or oppositely, a divot into a revene?
In my 40yrs of flying I’ve learnt that literally anyone can learn to fly. But there are some seriously dumb pilots who should never fly.
I just saw the video from VAS along with the Unicom .. this did not need to happen
Dad taught me in the 60's to look at the drive belts on the various cars he owned. I learned if the water pump kept turning...press on. If the power steering belt broke, be ready for hard steering. Which belt drove which component and which combination of driven accessories were/were not critical. He once drove out of a bad neighborhood with a flat tire. Tire and wheel were ruined but we avoided potential confrontation.
Some times you realize even the cooling system is optional - an engine can be replaced.
I feel like I missed something in this video, which to me is light on connecting the video at the beginning to the segment with Rick's plane. In any event, there appears to be agreement that the pilot messed up. But I don't really appreciate the connection between the two. I am guessing the point is, keep flying the plane if it is still running and don't feel like you have to land on top of another plane if it is in your way.
Juan's tour of a similar plane was to illustrate that the accident plane was completely and perfectly flyable for a nice calm go around. No need to land and crash into the other plane.
Juan might have completed his analysis...... but had to "clean it up" (by chopping it off) for general consumption...and to not get a 'strike" against his channel...
Juan you better have a part 2 to this or I will be highly disappointed.
@@davidisaacson9543 lol the unfiltered part? th-cam.com/video/4IdeWXph25g/w-d-xo.html
Agree. This is the first time that I can’t understand what Juan’s point of view is. Also the details of what this guys were trying to accomplish are not mentioned. Is there another video that we should watch first? Maybe from VAS aviation or something?
I'm completely confused by this video. I thought there was going to be some commentary on what went wrong in the crash.
@@blancolirio I know you need time to keep it rated PG
It seems the implication is that the POV aircraft landed with zero spacing because electrical power was out. The pilot mistakenly believed that he had no time for maneuvering (or troubleshooting) and instead needed to get on the ground immediately. In reality, all of his critical systems were perfectly operational and he could have gone around.
About 20 years ago a c152 maintained by the company i still work for was subjected to a forced landing. The pilot chose a field of tall crop and as you all have already guessed, suffered from the standard c152 nose gear collapse. This in turn flipped the aircraft over onto it’s back. The pilot and passenger fortunately escaped with minor cuts and bruises. The reason for the forced landing, the LV light came on whilst he was around 10-15nm from the home field so a mayday was declared. The culprit for the LV light was a failed alternator. The pilot was “experienced”, and in my opinion ought to have known correct procedure and options. I’m fortunate to be an engineer and pilot so i feel although I’m better educated on the in’s and outs of the various types of aircraft i fly, but am reminded almost weekly by owners/students/renters at how little is taught during the ppl process.
It’s not often you get first person views of an aircraft crash from the cockpit. Maybe all GA aircraft should have dash cams installed.
Cockpit cams that can see the controls and the view ahead would be most useful and not even expensive to implement. The problem is a lot of owners wont like the sentiment of fitting some tech that potentially documents their demise.
@@davidkavanagh189when the FAA gets done approving it, it will be expensive.
@@billkraemer4710 It's clearly already being done by some. There was a Beech Bonanza crash covered recently on the Pilot Debrief channel where the pilot had such a camera mounted to the cabin roof looking at the controls/instruments and it made it really easy for investigators to see what caused the accident. For GA flying I don't imagine much or any certificating would be needed to affix a go pro type camera, possibly with a memory module in the tail somewhere. No shortage of TH-cam pilots already have multiple cameras all over their aircraft.
Well he sure got the "my fault, my fault" part right.
Watching this I was leaning so far left to avoid the crash I almost fell off my chair.
I was cranking my neck trying to see over the dashboard 😂
At 1:11 "Will get back to this guy in detail in a minute".... and nine minutes and 37 seconds later the video ended without ever getting back to the actual accident!!!!!
th-cam.com/video/4IdeWXph25g/w-d-xo.html
Question, do they cover what to do if you lose Electric Power when getting your Pilot's license???
I assume so. In fact, I guess this would be part of preflight planning, as a possible failure at takeoff.
My experience is in sailplanes, though, where systems are vastly simpler and you absolutely must know how to deal with failures.
Beautiful airplane, Grumman knew how to make planes for sure!. Clean looking example, and looks like a very proud owner. Thanks Rick!!!
Accidents like this one are mind boggling! I made numerous touch and goes there as a student pilot over 40 years ago. I even did a successful(planned) dead stick landing there with my instructor. Didn't crash either! I used to rent and fly Grumman Tigers like that one at Hobby airport, too. Loved flying those.
Thanks Juan! I'm already sending this to my PPL students - great scenario-based training material.
Beautiful aircraft.. I always really liked the lines of those old Grumans.
I have tons of hours in multiple AA5B's and never had one start like that. Amazing improvement.
I see some issues there on the demoed aircraft. Those worm hose clamps which you can see on vacuum hose from vacuum pump are not very reliable. They are getting loose over the time and they are not clamping with equal force around the hose. Possibly ok on the car but not on the airplane.
They are standard on aircraft…
They aren’t holding any pressure (vacuum system remember).
I'm reminded of a time when I needed to replace a dead battery in my car. I needed a jump from a friend but neither of us had cables, so I just connected his battery long enough to start my engine, then disconnected it and gave it back to him. Many years later as a more safety-conscious adult I don't recommend this as a procedure to any one obviously, but I knew this would work at the time because I understood that engine's ignition system didn't rely on the battery, and the car did indeed stay running all the way to the parts store.
I've seen a taillight wire disconnected to use as a jump cable. People in third world countries are amazing at getting things done!
My opinion is that the pilot knew the pax was recording for YT and used the electrical failure as an excuse to make himself youtube famous with a dramatic emergency landing but he never expected the aircraft in front to brake and turn in front of him and that's where it went wrong.
Is there an electric lighter in the ash tray?
Edit: just noticed the USB power supply.
And aircraft are still required to have ashtrays…
Holy F. I was in the right seat on a piper cherokee ages ago (1989), KHGR-KOSH when everything went dark. Rental plane. Alternator fails, we’re 30 minutes from our alternate (CAK) , then everything goes dark when the battery fails at 2200 over eastern Ohio. Pilot had a handheld radio, we were IFR, I called pan pan as he flew and then we set it down at CAK. IFR but on a clear night, we knew we had plenty of fuel. PAN-PAN to get a straight in. Basic lesson was aviate-navigate-communicate. The guys in the back slept through it all. PIC was a colleague in grad school in AE, Marine Harrier pilot. Alternator belt failed, and I didn’t recognize it slipping - I’m sure the ammeter/voltmeter were giving early indications. No panic, and the runway at CAK was sooo wide and long…
Belt failures rarely announce themselves…
(But you can sometimes see they are fraying or perished).
@@allangibson8494 And after the alternator was fixed, we launched at 0100 for KAZO. Idiots we were, as the PIC, the GA pilot (sleeping in the back), and the 2 student pilots all had our own Blancolirio Aeronautical Decision Making Tools and should’ve just gone to a motel. None of us checked the repair, so of course the cowling on the right side flew up immediately at rotation, and we came back in. Common sense (or fatigue) then took over and we went to a motel.
When the alternator failed on approach to CAK, cockpit went totally dark. PIC handed me his handheld radio, tuned to approach, and I managed comms. Night VFR, no clouds, visibility 10+, and CAK in sight and unmistakable. If we’d been IMC, or CAK below VFR minimums, or an hour earlier over the mountains of WV, I wouldn’t be typing these comments.
@ Fatigue rates right up there with being drunk. Nothing beats eight hours sleep for either.
I feel like the system knowledge is almost beside the point in this case. If you are that desperate to get down, why not aim for the grass? Adrenaline does weird and wonderful things to our minds sometimes, I guess.
I have been waiting for this commentary
Thanks for the interesting video explaining some of the tech in the electrical and fuel supply system. I worked at the Grumman assembely plant for 5 years. I checked the production date on the accident aircraft and I probably would have worked the engine/flight control-tail surface/landing gear station on that aircraft. The oil and fuel pressure guages are direct "mechanical " type with hose connections directly to the guages. Funny thing I remember I was on vacation the week of the A/W date. My wife and I went tent camping for the first time that week.
Juan , that is one of your best videos! 👍👍 creative, informative and educational.
I thought you said in the beginning of the video you were going to talk about the collision. I didn't hear you say one word about the collision. ???
th-cam.com/video/4IdeWXph25g/w-d-xo.html
I appreciate the tour of the aircraft, but how did that tour connect with the crash in the first part of the video? Was there another video somewhere?
The accident plane was perfectly flyable to do a go around. Juan is explaining that in detail with the tour.
Juan just explained that an electrical failure is an inconvenience in VFR conditions in small planes, not a reason to panic and destroy two good airplanes. He was showing us that all the critical stuff still works.
I like the Air Mike shirt on your friend.
Awesome report Juan! I love these hands on videos!
That is one helluva clean engine compartment. 😃
My uncle told me about the mail and bush pilots when I was young. He said that they didn’t have modern gauges back then. One figured it out. It’s cold up there in Alaska. The had a bottle of booze to keep them warm. One guy put I holder for his bottle in front of him. He saw that the level of the liquid stayed in line with the ground and the horizon. They could see the attitude of the plane in fog. It helped. If you can’t see and your instruments are out you can use a bottle of water to keep your plane in level flight.
You the man Juan! Great showing on the "pilot's discretion" podcast btw! Keep it up!
I take the point here as being to understand basic flight mechanics....an electrical failute does not necessitate an emergency risk all landing. Prioritise safe flying. Lots of better options for this guy...for a start fly a better circuit to keep spacing on the slower aircraft ahead. Have a separate hand held radio on board and put out an emergency call...get the circuit clear. Take the grass. Ground loop onto the grass etc. etc. Most of all fly the aeroplane...but not into an obstruction . He got flustered by a situation with folks flying with him by the looks of it...possibly a relatively new pilot?
Ah, the out of date GPS database brings back flight instruction memories. 😂
❤❤ I was waiting after seeing it on vass aviation this accident how long it would take you to get on the air and rip this guy but you were very nice in this video you'll talk about it later but you didn't. Why didn't he land at least on the grass and if no one was on the taxiway take the taxiway rather than running into another airplane The pictures I see looks like he almost somehow came down near the back seat with the propellers I can't wait for the NTSB premium and final I wouldn't want to be this pilot. Thanks blancolerio you guys are the best keep up the good work
Thought I would mention that the Surefly STC normal installation doesn't include its own backup battery but instead goes straight to the hot side of the main aircraft battery post with an inline fuse. It's not affected by the master switch, however, a dead battery would cause it to fail
Excellent tutorial Juan
At 6:57 you state that the SureFly mag has an independent source of electrical power, actually if you only have 1 mag it gets its power directly from the ships battery. If you have 2 installed then the 2nd one must have an independent power source.
I have had an alternator fail, a microphone connection die, a tachometer quit, GPS go offline, etc. FLY THE AIRCRAFT.
None of those failures require an immediate landing. Not one. Watching that video was definitely a Beavis and Butt-Head moment.
You turned off the master switch and the video ran out of fuel shortly after, I guess you didn't have the aux fuel turned on.
TL:DR Spark plugs, fuel pump and instruments are powered by the engine rotation in a light aircraft and not the battery. The pilot didn't realise this and rear ended another aircraft in a panic to land when there was no danger whatsoever.
With a pilot like that there is always plenty of danger.
Love your videos as a retired pilot.... fun stuff
You are doing a service to society, thank you.
I once flew with an CFII in his 7KCAB. On run up there was no mag drop. He that thought having no mag drop was "good", working better than expected. Upon inspection both P-leads were broken at the mags. He had just changed the oil and thought he had maybe tugged on them changing the filter on the back of the engine. This same guy thought he could put springs he got at home depot to replace his tailwheel springs. He is a good pilot, with good skills and loves to fly. No idea how the systems on his airplane work.
I know you’re not working or with the FAA, what is going to happen to him? Or what could happen to him? Because at the very end of the video, his hand was on the throttle indicating he knew the plane still had power.
Is there such a thing as ground school anymore?
problem with privatised and/or charter schools. They exist for profit rather than for knowledge. Need national public FAA taught flight schools, only, period.
I dont understand what makes you think you NEED to land on an occupied runway when you have full control and are visual. You can do so many things there to create spacing and avoid collision. This person cant be allowed to have a pilots license without fully (re?)accomplishing a Part 141 course at a minimum.
Not ready to hit a "like" until we see the rest of the story. Juan, you can't keep us waiting for the details.
my bad- th-cam.com/video/4IdeWXph25g/w-d-xo.html
Waiting for the rest of the story. Good job Juan explaining basic systems 👍
3:28 best part of the analysis here
Rule 1 don't discuss fault at the scene
I thought rule 1 was "aviate," which this pilot clearly failed to do.
Moot. The video tells the truth.