AccidentReview BonanzaGo AroundGoneWrong
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- เผยแพร่เมื่อ 13 พ.ย. 2021
- Accident Review- Bonanza Go Around Gone Wrong. Where should you start a Go Around? Don't wait until the last second!
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FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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I was too high for comfort and called a missed approach coming into our home field at the end of my IFR checkride. I figured my rating was going to have to wait for another day. To my surprise at the time, the examiner complimented me on a good decision and gave his endorsement.
We were at Reno Air Races in 2013. A Biplane pilot came into land. He was the last biplane to land. There were 6-8 jets on the taxiway waiting for him to get down. He landed, bounced and went around. He did that at least 2 more times, it might have been 3. My youngest was a couple of hours away from solo'ing. I told him to remember that day and that pilot. With thousands of people watching, a bunch of jets sitting and waiting for him, he still kept his head and did what he needed to do to get the plane on the ground safely. I have never flown a Pitts S1, but am told they will humble you fast. That guy did a great job and I often think about him, when I feel the pressure to get the plane down on the ground.
3 ATTABOYS TO YOU.
With Pitts, they say the hardest aerobatics start when you touch down.
Used to tell both my helicopter and airplane students that the “Go Around” Is the greatest maneuver ever invented in aviation and should be regularly practiced especially when you don’t need to be doing one for real.
The vast majority of approaches are flown with the idea that we're going to land unless there's a reason to go around.
You'll do better if you adopt the idea that you'll go around unless there's every reason to land.
Like your statement " Don't force it! Take your time do it right." the best advice on getting a plane down and stopping...is to do it right...
I was taught very early in my training back almost 49 years ago to go around if things weren’t going as planned: too high, too fast, too far down the runway, something or someone encroaching on the runway, etc. Going around should be second nature-but too many pilots subconsciously believe that going around is a sign of poor skills. In actuality, it’s a sign of good judgment. And it’s always best to use good judgment to avoid having to use extraordinary skills.
Agree I would think a the safer pilot is the best pilot ☺️
Me too .. in a PA28. It was always rammed into us when learning to fly that a go around had no stigma to it at all ... any doubt, just do it! I wonder why this poor bloke didn't?
my FI was ex navy with many cats and traps. he always told me when flying into an airport where you have never landed, enter the pattern and plan that first attempt will be a go around with landing being the 2nd option.
That’s good teaching
My first CFI was a retired Marine Corps A-4 guy, but he approached the C-152 with the same rigor and expected the same level of professionalism from me. Proper altitude, airspeed, distance and alignment were emphasized at each point in the approach, and if it wasn’t right, we went around. We also practiced full-flap go-arounds from the flare. Flying “by the numbers” became an ingrained habit pattern for the rest of my flying years. Train the way you fly and fly the way you train!
Excellent!
My instructor hammered it into me. If the picture's not right, throw the landing away and go round. Don't ever try to retrieve a bad approach. Better 20 minutes late in this world than 20 years early in the next. Condolences to the next of kin.
I like the way you talk: Take your time, stabilize way out, call a go around early if needed.
Wise words, put calmly and clearly in an un-patronising way. So helpful to me as a student pilot. Thanks.
Thanks, excellent.
As a weekend Mooney warrior, before each landing I verbalize for myself loudly reasons for Go Around. One of them (in case of short RWY) is when I do not achieve stable touchdown in the first 1/3 of RWY.
Lg, M
Years ago, I flew into Angwin with my wife in our LongEZ. The EZ has no flaps, so the approach speed is relatively high (90 kts). I made a practice pass first to get the feel of the approach path. Landing to the south, you pass over some trees that are not shown well in the 3D vision depiction of the airport. I went to minimum speed on final, then to idle power and dove a bit after passing safely over the trees. I accepted the extra 10 kts that I picked up in the dive and just held it off a few feet above ground to let it bleed off. The runway at the time was fairly broken up asphalt. I went all the way to the end going easy on the brakes (5" wheels). It was the narrowest runway I had flown into at the time. I suspect that this pilot was caught up in a similar situation. Angwin is a challenging field if you're used to long, wide runways with clear approaches.
You have the best and most intellectual analysis of of these unfortunate incidents.. No 'probable' about it..👍
Landings are just go arounds with a full stop in the middle. I assume I'm going around until I've got the 3 gear down on the runway with speed dissipating. That is a mentality we all need to have. There is nothing wrong with staying in the air - it is the safest place to be in an airplane.
I like your philosophy Ali!
To sum it up, always set up a stabilized approach, never force a landing, decide to go around early rather than late.
Thanks for sharing, Scott. In my opinion many pilots want to point the airplane at the aim point and forget about airspeed. This is why when you are high you are also usually fast and when you are low, you are usually slow. That is why I make adjusting the airspeed with the elevator the first step. You can’t tell where you are going to land unless you are at the proper speed. Go around will save your life Don't be a shame to go around better be safe and alive than sorry. RIP. 🙏🙏🙏
I'm a CFI in the area and use Angwin Airport to teach mountain airport complexities, It has most of the hazards that need to be addressed without the altitude issues, Trees, Slope, Livestock, Terrain.
I can see how someone coming here for the first time would have issues.
Please get some training if you plan to use this airport.
My CFI took me to Angwin during my PPL and it was tough and had to go around. I was landing 34 which was already hard but I guess it’s the easier side because at least it’s uphill. My initial approach altitude was way too high. It’s also narrower than most of the other airports I’ve visited so it felt like I was higher up on short final. I think you had have to come pretty close to the northern tree line when landing 16, otherwise you’d be high and fast on the downslope.
As a former Bonanza owner, the only thing I disagree with in your video is about retracting the landing gear shortly after taking off to reduce drag. I had the book Positive Flying by Richard Taylor that advised against immediately retracting the gear on a Bonanza as they have fully enclosed retracts and when the doors drop open the drag increases substantially while they cycled. For my straight 35, the recommended max performance initial climb out was 65 mph indicated (at least as I remember it). I think he wrote that there would not be any disadvantage to leaving the gear down at that speed. Of course, before anyone tries this with their plane get the book and read it as my info is from back in the early 80's and it could be different from what I remember. I practiced Richard Taylor's recommended procedures in my Bonanza at low and full GW and this awesome plane (with a 205 hp engine and later a 225) would climb like a homesick angel. I highly ecommend this excellent book to anyone flying a light plane that it has performance numbers listed for.
I’ve flown into 3o8 and landed on 16. It is a tricky airport as left base turn brings the pilot into a rapidly rising terrain and thus makes you feel low and the natural tendency is to pull up which leads to being high for final. That tree line on the end of 16 is a bitch to clear on a hot day but a go around like this one means the aircraft had an even shorter usable runway length to build the adequate airspeed to be able to climb fast enough to clear that tree line.
When I flew out, I was hoping I cleared the trees and said someone needs to top these trees!!
I believe the pilot flying this plane was the uncle of a aviation youtuber and the the woman was a beloved veterinarian and daughter of the pilot along with her husband. Sincere condolences to all family and friends.
I made an impromptu landing at Angwin a couple of weeks ago after a canopy latch came undone. It's one of those "airport on a plateau" in which the visual cues don't line up with normal airport landings. It is critical to make sure you use the altimeter to verify your altitude on approach. I'll admit my landing here sucked. The runway is relatively narrow and, very strangely, there are buildings seemingly right at the runway end. At least it appears this way on approach to 16. If your on your game and paying attention, it's not a big deal. But if you have not briefed the landing and think you are just going to "wing it", it's not hard to see how someone could get into trouble.
The key think you said was "...if you have not briefed the landing...". A GA single plane landing on a 8-10,000 foot runway 200 wide doesn't need much briefing. A Bo on a 3000 footer definitely does.
"This whole flying thing is supposed to be fun" Best advice ever.
I was watching a video where the person gave a great tip. He said to mimic the navy pilots on a carrier landing. Treat every landing as an initial go around
Scott Perdue puts out a new video, as a pilot I watch immediately. It's just common sense to watch his videos, always.
R.I.P. to all onboard and prayers for all the families to get through this difficult time.
Even on a paramotor trike, without ever leaving the ground, I learned a valuable lesson about rushing in aviation. That urge to get up flying ASAP earned me a plate and 6 screws in my 4th metacarpal in my RIGHT hand (naturally :) ). I attempted a takeoff with an unstable wing, and boy did I get bit by that decision! So many things I should've done differently, especially when I noticed the slight tailwind that suddenly appeared. My laziness of not wanting to reset everything 180° the opposite heading played into the instability. The old adage, "Aviation is intolerant of mediocrity" is 100% true - I can attest to that!
I love a good go around. I just plan on it when I have not been up in a while. If it looks good on the first try I will take it but could care less if I have to take another lap in the pattern and enjoy anther few minutes of flying.
Stabilized approach is the first requirement. Think about the Go Around if it needs to happen before it happens. Easy to do if one is prepared.
I agree, the mindset should be it's only an approach, a decision to land can be made later, if the setup looks OK and final checklist is complete. Sometimes situations change and it may be hard to have a set plan. I've done an approach to a new runway at a small airport that looked fine until almost crossing the fence, then deciding to do an abort. I think having flexibility is important.
Told many years ago by a wise instructor to expect a go-around on every approach, then if a successful landing happens, take it as a gift. In the same way that we do our pre take-off self brief for the engine failure that we expect during or soon after take-off. It's all too late when you have to figure out what to do when it all turns nasty; you just don't have the time or the options to choose from.
Should be the attitude whether flying, driving, boating or riding. Just stay ahead of the game.
Excellent !
I have over 1000 landings at this airport and agree it requires care. Mr. Perdue’s analysis is accurate. There are two factors to emphasize. First, there is a 1400 ft altitude difference between the Valley and the runway. An unfamiliar pilot can perceive they are low when they are high requiring a high descent at the last minute. Second, this plane had a throw over yoke so only one pilot could fly. There were two pilots but one was not experienced and the plane, airport challenge and go around was beyond her. Judging from what transpired, it seems likely she was the pilot.
That’s interesting it helps fill in the blanks. It makes sense
I just watched your video on In The Hanger about the B-25 Mitchell emergency landing in Las Vegas. I just want to say I truly enjoy listening to your stories and analogies. Your knowledge and experience is a treasure!
“As soon as there’s doubt, go round about!” Another bit of advice is like here in Australia for unfamiliar fields we are encouraged to overfly the field first, at least 500 feet above pattern/circuit height, start descending on the dead side, and then join cross-wind (rather than downwind, base or final) to allow a bit more time for situational awareness and prep for landing. Cheers.
Good advice, a flyover at an unfamiliar airport. Thank you, Steve. I was not taught that in flight training in the United States.
Sounds like a smart thing to do. What's the rush would be my way of thinking lol.
Having learnt to fly in Australia I would have to disagree. If your not familiar with the field in your head after planning your flight you have failed your job. A precautionary search and landing should not be required at an airstrip like the one in this video. If you stuff it up however, just go around for another attempt.
i do that a at every non controlled airfield...ie overfly first,. Gives a good perspective of what is going on below.
Planning ahead is, off course, absolutely necessary. Then followed by the Aussie-recommended overfly as mentioned above (which is not a precautionary search for an emergency landing) to aid actual situational awareness is an additional, final safety measure, the “icing on the cake” so to speak. Cheers.
Scott, I always wanted to become a pilot but never completed my journey to become one. I love aviation and I live my passion for it through people like you. Thank you for your passion for sharing your knowledge and experiences in aviation.
Same here!
Me too. I had a close Grandfather as a pilot from WW2 and dreamt of being a pilot like him. Funny how we look for inspiration from those close . Still dream of getting rich enough now and getting lessons. Too old now to get it as an occupation lol.
Me too! I'm gonna get my ppl! It's not too late for you fellas either!
I landed at Angwin 40 years ago on one of my first long cross-county flights as a student pilot. I still remember how it was optically intimidating because of the airport sitting up on a plateau and the tall pine trees on the end. I had about 30 hours tt and was flying a C-150. I made sure to do a short field take-off in the morning so I could clear the trees on departure.
Airspeed is king to great landing... Always go around if not stabilized ..do your home work when landing at an airport brief approaches on ground as well
"Take your time and do it right" Good advice for all actions in the cockpit. Rarely is anything in the cockpit so urgent that one needs to rush.
Carrying too much energy is a problem that seems to afflict a lot of Bonanza pilots. ABS instructors are forever trying to get owners to "fly the numbers" and to be set up well in advance of when they absolutely need to be. Being at pattern altitude five miles from the field and at a proper speed really helps stabilize (and standardize) approaches. So is making every landing a precision landing....meaning pick your place of intended touchdown and do what you need to do to arrive there with the right amount of energy and in the proper configuration. That way if you see that spot sliding under the nose you know that it's time to do something (like go around and figure out what you did wrong). It's a good habit to make and it also helps when landing at OSH.
The airplane is speedy. We like to get where we are going fast. But it doesn't give up its energy quickly and while speed is a good thing, too much of a good thing isn't.
Well said Robin!
Bonanzas will fly a lot slower than most give them credit for. In my K35 I fly downwind at 90kts, turn base at 80, final at 70 and touchdown around 60. I've seen many Bo pilots come barreling down final at 100 plus and touch down way long. Also, like Scott, I like to be at gear speed about 5 miles out. One less thing to worry about when you get close to the airport.
@@rhark25 I won't turn base quite that slow, but certainly 90 in a base turn gives buffer for Vmms and isn't hard to bleed down from on final.
🛑🛫📖🛬🛑
Points to ponder
#1) do you have the right airplane for your ability?
#2) time in type???
#3) recency of experience???
#4) regular practice???
#5) doesn't matter what's in your logbook; (that's the past)!
WHAT HAVE YOU DONE LATELY??? 🛑
Kudos, Scott
🛫🛬🇺🇸
Btw:
All of our hearts should be broken for the families of the deceased.
When will we ever demand more than minimum standards?
Something has got to be done to change this horrible rate of GA accidents. 🛑
Famous last words "I was in a hurry"....
I was owner of a straight 35 Bonanza, and could say, they are one fly like a dream and very controllable. Why anyone would rush a landing ,with excess airspeed, is beyond me.I know it's dangerous to be low and slow, but low and fast complicates ones ability to think fast enough for any critical situation . I learned a long time ago, a pilot has to be level headed and ready for anything! Heads up pilots !
Great explanation and examination into this accident. As a current B35N pilot and someone who did student pilot training at the Angwin airport, I can say that it can be a little tricky. I would only land my bo there with passengers if I had done some recent practice touch and goes.
Deepest sympathies to family, friends, loved ones. It's just so sad that pilots continue to make these mistakes. "Physiological incident" ? Scott, you're such a gentleman.
I fly in the area where this happened.. and i would like to add if anyone has an engine failure please do not try to land in the vineyards ever.. the grapes are held on by rebar and will shred your plane into pieces.. we call them death grapes here
As a Bonanza pilot myself I appreciate your point of view considering your background and experience. It’s a very sad deal and 100 percent avoidable. Keep up the good work Scott!
Great video, thanks for taking the time to make these.
Thanks Scott. It seems you may have pretty much written the final NTSB report. I look forward to your take and insights after that report as well.
You are a solid, terrific reporter, You Tuber. Thank you for your service is insufficient. Blessings to you and yours.
There's nothing I can really add, you covered this fully, with perfect explanation as far as I'm concerned Scott- I'm betting in 2 years, the NTSB will finally understand this, as well.
The only thing I can think of to add? You're not driving a CAR, you're flying an Airplane, you do NOT bend it to YOUR will, you follow what you've learned, from the most experienced, and only do what your craft & training, is telling you to do.
Otherwise, more time than not- this.
Being where it is, with that terrain, that looks like a really challenging short final... I believe the NTSB report should also include that part and a pilots mental preparedness for that kind of landing. it's one of those approaches where two parts of your training will disagree on what you should do, and that is an airport problem... how familiar was the pilot with it, my guess, probably not,
it sounds to me like a familiarization may be needs to be compulsory for flying into such a field....?
never been there myself.
what would more knowledgeable people think?
I once did a go around with a full load of passengers when I encountered 0 0 vis at about 50 feet the wheels touched during the go around.. You always must be prepared for it. The funnest part was one passenger complained to the airline asking why I did not complete the landing. My boss answered it was to keep you alive.
Good review. But also reading the comments is also incredibly educational.
Good analysis Scott. If I ever find myself high and close to a uncontrolled airport I generally just extend the downwind leg until I am at pattern altitude. Then, I make base to final farther out. It is the easiest thing to do with least amount of "heroics" required.
Good idea
Thanks for the video Scott!!
Been there. Problem with bonanzas is that these ponies like to fly fast. Slowing them down and loosing altitude on final is almost impossible. Need to slow sown five miles out…
Superb video . Thanks!
I'm not a pilot but you are an awesome man I watch your videos frequently as I love planes. Your analytical perspective and wonderful personality are a great combo
Excellent clip Scott! You delivered the message perfectly. Don't rush any part of the flight. Standardize the procedures. So you don't apply the three D's. By perform something Dumb, Dangerous or Different. And probably avoiding Difficult is a good idea too. RIP all on board!
My instructor took me to Angwin as one of the fields that we go around to.
I personally think its mostly about EGO...I believe many crashes are because 1. you have passengers and don't want to miss the approach and landing because you might look less than perfect, and 2. If you don't have passengers you might hold yourself to an artificial self-imposed standard. Or be worried about what folks watching from the ground might say. I remember landing hot at Milton T 50 or so years ago in a Cherokee 140 with three passengers and trying to get the plane to stop. I almost bent the brake leaver I was pulling so hard. I got it stopped but if I had not, the runway ended in a 50-foot embankment with a lot of trees at the bottom....it would not have been pretty. You learn a lot the older you get and sadly some never learn.
carrying passengers should mean you are MORE CAREFUL to follow procedures... not only are you risking your own life, but that of others who TRUST you!
it should mean if anything, you leave a greater safety margin...!
Couldn't agree more - nothing wrong with a go-around - gives you 3-5 more minutes of flying this time, and hopefully many years of additional flights. No idea why pilots are so eager to do a "reverse lottery" - risking so many minutes of their lives to save so few minutes. Condolences.
Well put. From the standpoint of economics it's a very poor investment versus return. Another thing I learned is that you can't make an airplane land until you make it stop flying.
I disagree Dermick
Power pilots rely too much on the go around IMO.
As a power pilot and glider pilot my aim is to get the approach right 1st time every time.
We don't have a choice in gliding!!
More training emphasis should be put on accurate final approaches with little or no power.
Power pilots should try flying gliders.
It certainly makes you achieve better and more accurate landings.
I'm convinced there would be less accidents if glider training was part of the power pilot's syllabus.
Cpt Sully is the ultimate example of what I mean !
Exactly, what happens when your instructor pulls the engine on you in the downwind leg , no go around
@@michaelsullivan3553 My instructor was the same way. Once you entered the pattern, she expected you to be able to make the field from any point in the pattern with a total loss of power. Go arounds are sometimes necessary and potentially life saving, but you can't depend on having power every time. Like Scott says, manage your energy.
Fly out of Napa KAPC and have friends that had witnesses to the crash😢. They said a prop strike on one of the porpoise bounces happened and definitely high and fast😢
long flight into an unfamiliar field maybe ??? and having lived in Napa Valley and Lake county just to the north very familar this is a tricky airport and not sure the temps but could have had some density altitude issues on top of dragging the gear..
I was there that morning and don't recall it being particularly hot.
Very thoughtful analysis and advice
Great review and reminders. Thanks again Scott
My CFI taught me that every approach should be designed as a go-around. If by some miracle you determine you can land successfully, "Well bully on you -- go ahead and land!" It sounds silly, but I never turn final without planning my escape. So far so good a mere two go-arounds, both due to ground traffic.
Good advice
The V35 has a 175 mph gear speed and slows down very fast. If he entered the downwind at cruise he could have just extended the downwind until he was at 80 knots and continue with a wider pattern. It is clear the pilot never had a stabilized approach and became myopic determined to land. I am with you, every pattern is the same in my F35 Bonanza. No changes. This pilot was all over the place and got to deep into it. Probably would have been better off just running off the end of the runway.
Great analysis!! Thank you for caring to save lives!
Thank you for what you do!!
I've flown into Angwin a few times in my 210. Not an easy "optical" approach, but an easy go around well before touch down would' ve saved lives. A shame indeed. RIP.
I forced a landing once..... *once.* I was a student on one of my first solos doing touch-and-goes and ended up high and fast. That little voice in the back of my head thought we should go around, but the idiot flying the airplane disagreed. It felt like I bounced that Cessna 150 halfway down the runway. I learned a very valuable lesson that day.
Scott,
another reasoned and well explained report. keep them coming.
I needed to see this one. I’ll soon be stepping up from a 172 to a faster and much more aerodynamic plane. I know that I’ll need to plan my descent/slow down to pattern altitude/speed so as to start out stabilized.
This is why I don’t fly with other pilots.
Thanks for sharing.
@Galileo7of9 that’s a negative.
Nothing personal
Agree, wish people would think the same when they where driving as well. There has to be some major flaws in our minds when we are on the move. Rater get there a little late then never.
Great advice.
Practice, practice, practice! Be current, be proficient, be slow flight proficient, generally speaking “every take off & set up to land should be the same”, (within parameters)? Playing catch up with altitude, speed while in the pattern is a sure recipe for disaster!
1983, I worked at an FBO in New Cumberland, PA. We had a crash with four on board all passed away. The pilot was a good friend & my boss a passenger was a high school friend the other two a business partner of my high school friend & his young son. Beach Sport/Musketeer was the plane it was underpowered & had the tendency to stall hard on the left wing. The plane was improperly weighted with both adults in the back seats the father was a large man 300+ my school friend was a thin man the boy in the front was 12 & very light. The pilot was 20 a thin person. Aircraft was on a sightseeing tour when it didn’t have sufficient power to take the weight that was improperly set. The trim wheel was full front. The aircraft went down under good control of the pilot according to witnesses was going to land in a elementary school field but it had too many people playing ball & frisbee so the pilot came around lined up with a street putting it down was going smoothly until a over head electric cable was caught by the rudder & slammed the nose into the street. The aircraft burst into flames. Yes, the wings hit several parked vehicles contributing to the fire. The pilot saved people in the field but unfortunately those on board were not saved. The wittinesses commended the pilot for not landing in the field also they complained about the overhead electric wiring.
Mr. Purdue, I really enjoy your programs and I struggle to hear every word. I'd be the 1st to admit I have a hearing loss, but could you please speak up? Thanks.
Yes,, Scott please speak up or turn the mic up ,really look forward to your videos ,but i too struggle to hear you on this one today !!
yes indeed, this one seemed very quiet.
Good evening to all from SE Louisiana 16 Nov 21.
I have landed at this airport. There are trees more than 50ft tall on end of runway. You have to do a good short field landing with full flaps and very good airspeed control.
The trees in the windshield are taller than they appear.
Forcing any issue rarely yields satisfactory results.
"It makes no sense to hurry up, and so mess up, what I am doing now in order to get started on what I plan to do next." - Hugh Prather
Don't push the river -
Thanks for sharing.
On point!
The best part of a go a round is the next approach is more stable and feels good. I feel for the pilot that died. Wish the "instructor voice" we all hear in our heads as we fly had kicked in.
Yes, the fundamental mistake happened long before the go-around attempt.
The sad fact is that the more challenging and unstable the approach is, the more time it takes to realize that a go-around is necessary. The reason is that an unstable approach can "hijack" the pilots full mental capacity, delaying the recognition of the inevitable need to go around. To avoid this, I was taught that if we didn't have the time to do our landing checklist, e.g., due to turbulence, traffic, too much occupied with saving a bad approach, it is a reason by itself to make a go around, because we are "behind the airplane". Single pilot airplanes with retractable gears are specifically sensitive to gear up landings, if this sort of discipline isn't followed. Yes, it's hard, because maybe the there is no real issue, but the emphasis is on the word "maybe". We got to be sure, or reject the landing.
Ego plays a part in almost everything we do.
Stalled, spun in ...
I like your statement that on a forced landing “ you earn the the right to lower the gear”. To me it’s similar. Correct airspeed,altitude, alignment, earn the right to make the safe landing. Otherwise go around and make the needed corrections. I’d rather walk away from a smooth controlled landing, rather than taking a chance of walking away from a bouncy uncontrolled landing.
Sad story.
I always try to use as little runway as possible. Nail your approach speeds and you’ll see most runways are plenty long for this aircraft.
So, descent planning… altitude to lose from cruise to traffic pattern 5 miles from the destination
3 X the alt plus 3 = miles to start the Descent! It’s in a free book from the Air Force called pilot math
If you're too proud to go around for this scenario, extend your downwind by a few miles and do a straight in approach. Get your speeds right, altitude right and your mindset right. If you're over 10 knots and not accounting that for headwind on final, go around. I've made plenty of mistakes with my approaches even with veteran pilots watching me and I'd still hold no shame in going around even if they criticize me for it. Going around is fine. You can hide your mistakes that way. Trying to force it though? Pilots going to judge you for that.
Always sad when there’s such an accident. Let’s definitely learn to from it. And like you said, always flying the pattern the same is ideal. You flying at your age is a testament to keeping the pattern the same. And speed is one of the most important factors for a good landing. As a student pilot, I once forgot to shutoff the carb heat on go around and wasn’t getting out of ground effect. I hope to not make the same mistake twice.
Never try to land when behind, unorganized, and unstabilized-it increases the chance for an accident. You need to be prepared and on the numbers ahead of time.
Even with this good practice, every landing should be done as if you will be going around. Just in case a tractor pulls onto the runway or some other random unforeseen event occurs.
Good advice 👍 I'm not a pilot but I find the thought process interesting 😃
Thank you.....sad lesson. GA must do better.
First landing of the day should be a go around. unless one is up to date on their pattern work.
Every approach is a go around but if the approach looks good, we will land.
Hello Mr. Perdue. You seem to be a very knowledgable pilot. I wanted to ask you about a lingering question in my mind in regards to three small plane crashes, which have taken place recently, with the last one being in a residential neighborhood in Pembrooke Pines, Florida I think it was. I looked at the impact video caught on residential garage camera clearly showing an intact fusilage after impact with a hedge and a street and the back of an SUV, which also killed the only passenger in the vehicle. The driver was not seriously injured. The impact, although great looked survivable inside the plane only to see the entire area ignite and be engulfed in flames a few seconds after the plane comes to rest. I can't help but wonder if many people actually do survive the initial plane crash, only to perish in the fire which insues after impact ? In all three recent small engine plane crashes with 100% fatalities, the crashes all had intense fires after impact. What do you think about this ?
Mark, I did a couple of videos on that Pembroke Pines crash. It didn't look survivable to me.
Scott, a video request to consider please.
Years ago, maybe 30+, 60 Minutes did an expose on a deceased Air Force pilot. His wife was suing the Air Force for information disclosure. I believe the incident occurred overseas, maybe in Asia.
The pilot crashed into a mountain during IFR conditions. The Air Force investigation disposition was pilot error. I believe it would’ve been spatial disorientation or something along those lines.
If I remember right, some information came from anonymous sources within the Air Force that there were wiring issues caused from wear inside the aircraft fuselage framework and the Air Force was keeping it quiet. I believe, once all the information came out, it showed the internal wiring harness was rubbing on fuselage frame work and it was causing a short periodically. This caused the gyro to go inverted. The pilot pulled up in the clouds & dove into the mountain. I obviously may have a lot of this information incorrect.
I just watch the video with you and Wilson and the 60 Minutes expose popped into my head. I think it would be a great accident review and topic to discuss about all sorts of issues such as spatial disorientation and why in particularly this pilot (a professional fighter pilot) could not feel the difference along with many other topics. I think of this collision occasionally and it scares me that a fighter pilot could fall victim to spatial disorientation (along with all of the other issues that were present) how easily it could happen to me. I believe the pilot was flying an F 16. Whether you do or don’t do a review, thank you for your consideration and all of your videos.
He was rattled way before the accident.
That V35 even gear down would out climb the tree with full power and prop full forward then mixture. Remember these planes were designed when grass strips were the norm and much shorter than 3000’. Also most general aviation planes 10 degrees will give you Vx and 7 degrees Vy.
Mixture, Prop, THEN Throttle.
@@FlyWirescottperdue
It’s been close to 30 years since I flew a Bonanza, been stuck in Turbo Props and Jet.
Most likely fly a piston when I retire.