Juan, as a retired FAA POI, I can assure you that the NTSB does not have the staffing to visit every mishap. It is most common for the FSDO with responsibility for the area where the mishap occurred to respond in person to the site, conduct the investigation (we are all trained in mishap investigation at the Transportation Safety Institute in OKC) and report our findings to the NTSB Investigator with oversight of the investigation. There is always communication between the NTSB and the FAA Inspector(s) working the mishap site. We insured the medical examiner who took possession of the remains got toxicology sample kits (Tox Boxes) to send fluid and tissue samples to the FAA CAMI office in OKC for analysis, and their findings become a part of the Investigation. Unless the mishap involves a Certificated Air Carrier (Part 119, 121, 133, 135, 137 or 141) with fatalities, the NTSB usually doesn’t respond unless it’s a high visibility accident (large number of fatalities or property damage). The FAA always does, and collects the data which is passed to the NTSB Investigator who writes the report. Usually, the NTSB includes the FAAs recommendations in their report, but often coms up with their own recos for preventing a similar mishap in the future. The FAA investigates the accident, but it is ALWAYS the NTSB who determines the PROBABLE CAUSE of the accident. The process usually works well in my experience. Keep up the good reporting.
This is the truth about it.ntsb does not go to a lot of GA accidents.i been at several and they are very very good at what they do.mel,commercial,in st.a&p,IA,5,000+ all part 95 and135
Also, doesn't the NTSB have additional responsibilities (bridge failures, road traffic, train wrecks) that have nothing to do with aviation? Not necessarily an apologist for the Board, but I've noticed that some aviation enthusiasts don't mention its other investigative duties.
Couldn’t agree more, Juan. In the litigious society we live in today, those with deep pockets will be the ones who direct the way things run. A new Cirrus costs a million dollars. One million dollars for a piston single. Liability protection in aviation was whittled away in the 1970s and 80s, and now we are paying for it when we buy or rent aircraft. I personally refuse to believe that aviation is a rich man’s game, but the courts and the regulators, and every bad apple that went into flying without the love, care, or concern toward safety and proficiency have made that possible...a piston single in the seven-digit price range.
Most of these aircraft are probably business tax write-offs. So the burger flippers and burrito rollers, who have no write-offs, windup paying for those planes.
@@ziggy2shus624 I think you may be right in some cases, but product liability is the greatest destroyer of general aviation as it applies to single engine airplanes.
@@doctwiggenberry5324 interesting to note that no one is forcing burrito rollers to roll burritos nor burger flippers to flip burgers. People have choices. Instead of flipping and rolling food they can get an education and become lawyers or corrupt politicians that would make TONS of money by selling our country to the biggest foreign donors, paid to play, but I’d digress.
@@uwekonnigsstaddt524 your missing the point. This discussion wasn't about how much people make but instead about how much you have to make to be a part of General Aviation.
Preface: this is not a criticism of Juan. He's a national treasure, always has the straight information, the go-to guy for whatever topic he wants to report on. Anyway, so we don't toss the baby out with the bath water, the NTSB is not always right in its conclusions about what caused an accident. They are very, very good, and their documentation is invaluable to independent technical experts who investigate cases, but they miss things, and are often just a little too reliant on OEMs in formulating conclusions. Absent litigation that brings in external engineers, root causes can remain either undiscovered, or have their discovery delayed until later accidents bring them to light. A few examples include a runaway fuel control module caused by air leaks around a gasket due to unaccounted-for pressure set, MLG collapse on a light business jet that used the gear retract actuator as a side brace. Actuator locking cogs designed to prevent uncommanded retraction were tapered, and would vibrate out of lock in certain side load conditions, and a helicopter trim mechanism that would suddenly drive to full pitch forward, ultimately found to be caused by accumulated silver flakes in the bottom of the pilot's trim switch shorting out. The contacts in the switch were silver plated, and the mechanical action for electrical actuation was a sliding motion. There are things to change in product liability and tort law that would radically reduce insurance costs, such as caps on awards, trials being held before 3-judge panels, limits on product time in service, etc., but pointing to litigation in general as the culprit in high aircraft sticker price is, in the view of this engineer/private pilot, a bit myopic.
Thanks, Juan... I've heard stories about law suits against Beechcraft years ago where a Baron crashed into a near vertical mountain... but shoulder harnesses were not offered at that time... the public is still paying the price/cost of that one. But the stinking LAWYERS got lots of money. What is the portion of product price we now pay due to LIABILITY... Unbelievable.
This is actually the main problem making aviation prohibitively expensive. Without tort reform, general aviation will slowly be destroyed by frivolous lawsuits.
I remember hearing some tale in the late '80's about an old guy dragging an even older Cessna single out of his barn, where it had been sitting forever, and getting it in the air only to have the seat track fail as he was on final, sliding him forward onto the yoke and diving into the ground. The family sued Cessna and that lawsuit was the beginning of the end of GA manufacture in the mid 80's. And why current GA aircraft cost so much, to cover liability insurance for the manufacturers. All I know is that I as a poor E4 struggling to pay for my flying lessons, I looked at the tailfins on my '64 Caddy and wondered how much I could get outta GM if I tripped and whacked my head on one...
but but but there's a flu out there we labeled as covid, and it's very scary per the media. even though it's less deadly than the flu if you're under 80yrs old, and you need a test to know if you actually have it .. yeah, it's that horrific
Juan, my friend , you could not have said it any better . Glad youtube has brought us together to keep me informed and educated! On behalf of my fellow aviators , enthusiast and junkies alike . Thank you for taking the time , we appreciate it!
Great points Juan!. It's extremely odd that the NTSB can't properly investigate this accident. A number of things stand out to me as probable causes: 1. The pilot got behind the aircraft & mentally couldn't keep up with such a powerful turboprop as a TBM 2. The pilot set the pressurisation incorrectly, got hypoxia and lost it completely 3. The pilot had overtourqued the engine & it cut out & coudn't recover it (failed to set cruise power properly) 4. Critical failure in the engine ie overspeed govenor 5. The pilot was distracted by something ie too much XM Sirius radio causing them to miss critical steps 6. Something nefarious happened to the pilot to take him out ie hit job 7. The plane ran out of fuel/fuel system issue 8. Spatial disorientation coupled by huge pressures to descend so quickly, realising they were well behind the 8-ball To give ppl idea of the mental gymnastics required, check out steveo1kinevo IFR videos in the TBM850 he flies. Steveo is super sharp & can keep up with the mental acuity needed to fly a TBM but if the pilots mind was pre-occupied with the breakup of the firm, its a recipe for disaster!
Thank Juan. Great report. I did not know the fact why GA got so expensive. This is modern world. People with money telling people without them what to do.
There was an instructor who crashed in a TBM not far from my town a few years ago. Turned out to be a loss of control into terrain from FL 260 for undetermined reasons. He was instructing a lawyer (aircraft owner) just hours before the crash. All kinds of lawsuits followed that incident. Great video Juan and you should not have had any heat given to you about the lawyer issues, you are correct in your views.
There are already prominent aviation plaintiff attorney firms gathering information. A few law firms already claim what they know and what it doesn't know is 1.) "The pilot had only flown this aircraft 8 hours in the prior three months." 2.) "It is unknown the recency of the pilot’s training or total flying experience." 3.) Summarizes with this "Only the most experienced air crash litigators should be engaged to work this case". "The crash of prominent New York City Lawyer Stephen Barnes bears some very unusual twists as the NTSB decides not even to travel to the scene to commence its investigation. While the NTSB blames COVID-19 for its decision not to travel, it apparently ignored CDC guidelines about how masks and washing hands will protect us all from that influenza." The sharks are circling the chum in the waters.
Great reporting of the accident, and the straight talk regarding the NTSB and aviation safety was good to hear. I wish there was more oversight and outreach focused on part 91 operators , not to burden them but to be there as a partner to help to reduce the many senseless GA accidents and the associated loss of life.
Thanks for the updates and comments. Candid views from knowledgeable people are always appreciated. Enjoy going back to work! In your industry it's a privilege in these times. Don't worry about your post frequency. What you say is far more important than saying it often.
I am a pilot and 30+ year law enforcement officer, and I have been working DAILY through the entire COVID-19 pandemic (along with my paramedic, fire fighter, and EMT brethren), encountering people from all walks of life and high-risk situations (I work in a county with over 1 million people + travelers from around the world). We have the proper PPE, and take precautions when and where We have the luxury to do so, but many of the dangerous situations in which I’m involved do not afford me the luxury of prior proper preparation (and yes, I have lost five coworkers to the contributing effects of COVID-19). Given the science we now know, the incredibly high survivability rate for those who are not in high-risk demographics, and the therapeutics available, I find it absolutely ludicrous that members of the NTSB are still using the excuse of ‘COVID-19’ not to travel to these crash sites. Given the circumstances surrounding the dissolution of the law firm, how is anyone able to determine if there was any criminal wrongdoing in the cockpit, or if it was suicide? The failure to conduct an investigation should be criminal in and of itself.
Hi, i watch all of your input of your shows I’m a retired USAF aircraft Maintenance line Chief, on C141, C133 and C5s for 5 years stationed in Hawaii with Temp Duty time in the Philippines at Clark AFB during our time with Vietnamese war. The Maintenance problems were enormous, the stories i can tell would curl your hair. Thanks for your input.
My CFI's husband works for the FAA around the area the plane crashed. She told me the NTSB didn't travel because they sorta knew it had to be pilot error because airplanes dont just drop out of the sky.
Sounds like things went wrong when ATC told him to descend from FL280 to 8 k that close to the airport. I live near there and the papers said that wreckage was found in a couple hundred yard area with the main parts drilling over 10 feet into a swamp..high water table made recovery difficult. Wonder if comms on the way back to Buffalo was any indication of issues and things to come?..did he know where he was?..at that altitude and that close he would have had to go over the lake to get down.
With the apparent rate of descent the first time I saw this, and the sharp turn during the descent, the FIRST possibility that came to mind was an in-flight breakup. I'd love to know about the four corners too~!
Imagine our surprise in the late '90s to find a new Cessna 172 with around 20 hours on it in Anchorage, AK, available to rent by my licensed long time ago schoolmate. It even had a new car smell! In the span of a short afternoon we left it 15% older than when we found it! Other aviation highlights of this backpacking trip: First float plane ride (Beaver). Imperceptible touchdown on the water. First ski plane ride (Cessna 185, Doug Geeting Aviation, Talkeetna, AK) for a trip to the Ruth Glacier below Denali. The glacier is surrounded by high mountain walls so you have no horizon reference. Our pilot pointed out just after getting airborne that as we were gaining height above the glacier in what looked like a climb, our vertical speed indicator was showing we were actually descending! Trippy! Juan, I could see some clear blue sky a long ways off through your trees. It's a welcome change from the last few months. Fair skies!
Very savvy circle around the doctor/lawyer enigma. I remember when it was reserved for twins with an engine failure on takeoff. Nobody wants to classify a segment of pilots, and the sadness of losing loved ones. Reality suggests that mistakes were made and the consequences unfortunate. If real tort reform was embraced, all could learn without financial outcomes that cripple industries. Thanks for your frankness Jaun.
Juan, you have summed it up perfectly as to why GA is so suppressed. Few people in general aviation in the 1970s would never have forseen how litigation over the past three decades would result in a single engine aircraft costing so much as they do today.
I believe your approach to lawyers and aviation. I learned to fly back in the 60s flying 150s and 172 Cessnas. Now I'm starting to believe that I was flying during a barnstormer age compared to today.
Juan, thanks for your thoughts and analysis. I fly a TBM 700 (850). It is a solid, well made and very capable plane. I too wonder at what the pilot was attempting to do. While the plane can descend at a fairly steep angle generally 2000 feet per minute is my personal limit. Otherwise the nose down attitude is too much for me or passenger comfort. So I too wonder if the pilot misunderstood ATC thinking they wanted him down to 8000 without the extra ATC turns. The question really in my mind is what was going on in the plane for the pilot to have missed the earlier ATC attempts to contact him. Was there a problem with the radio, was there some other distraction that the pilot felt he was guilty of and was trying to "make up" the non communication with ATC by making the dive he thought they were asking him to do? We likely may never know what really happened. Sadly two lives are lost and as you say many law suits will pop up and insurance rates will continue to sky rocket.
Juan -- I love ya!! I subscribe, watch, like, and comment on your videos. But as a lawyer, I can tell you that the insurance industry has some DARN GOOD lawyers of their own. In fact, many of the insurance defense lawyers are sharper that those representing the injured folks. It's not as easy as you might think to prevail for the injured persons. It takes solid facts.
Your passionate makes me weep. If this situation occurred within a lawyer's family member with, a fellow dying...I would not me typing this message to you .I think you need to work for the NTSB...you're the best.
OMG, you can see me here Juan? I was always under the impression that broadcasts were one way only. Man...I've probably done some dumb stuff thinking I'm alone over here. Thanks for the heads up!!
The problem is quarantine requirements travelling from state to state. They may have well been required to quarantinefor 14 days upon arrival. Makes the investigation rather hampered.
Hmm, I thought it would be in the family's interest that the NTSB stay off site. It's in the manufacturers' and the FAA's interest that the NTSB get on site, isn't it?
Juan! You've taken the words right out of my mouth. I was quite poorly the last month (NOT COVID) so I've had plenty of opportunity to catch up on my favourite video topics. I've arrived at virtually the same conclusion as you, just watching the general aviation video's. Wealthy guys who can afford this kit are generally too busy to LEARN THE TRUE SKILL AND DISCIPLINE OF FLYING. Just like this high flying lawyer for example. Yet at the bottom end where people are generally more really interested people who have the time (BUT NOT THE MONEY) they are sold light weight under powered kit with Minimal Training. BOTH EXTREMES boosting the profits of the Undertakers. You commercial and Military Guys are OK! A combination of deep government pockets and the ability to batch order commercial flight training, makes it a profitable exercise all round for you guys. Just watching the youtube history of this L39 Viper Jet is a lesson on precariousness of going into the aviation business. I TRULY THINK THESE HIGH POWERED TURBO PROPS AND TURBINE ENGINE'D AIRCRAFT SHOULD BE LITERALLY REMOVED FROM THE HANDS OF THESE WEALTHY PROFESSIONALS UNLESS THEY HAVE COMPLETED MANDATORY SAFETY COURSES.
10:11 you said that very politely! Yes, the "techies" in the Bay Area have a similar mindset, especially with TAA, like the Cirrus! Had an incident in the pattern with a clueless Cirrus pilot, yesterday. Self-centered narcissism with little situational awareness and empathy.
@@jcampbell2481 yeah maybe. The pilot did seem to have intermittent or sporadic radio contact with ATC. Whether that was because of a medical event. The reason I mention pilot error is that it appeared he got behind in flying the aircraft safely while trying to descend rapidly due to the fact he was still at flight levels so close to his destination airport. I’m not a pilot but a retired military air traffic controller so that’s my two cents worth......
.. or a medical issue.... ATC queried if everything was OK, so they obviously suspected something wasn't right. Why would Pilot then ignore further radio calls and not make a call himself if he was fully "with-it"?
Did he takeoff VFR & thereafter get on top VFR? If so, he lost it when he descended into IFR conditions. That could explain why he waited till he was 40 miles from the airport before he contacted ATC. He was hoping for a BINOC. From the way Juan explains the NTSB report, it seems he was light on IFR experience. That's my guess Juan.
JUAN, HELLOthanks for this update, but is a TBM 700, OR AN 850 ? Have zero idea on pressurization setting , on 700, 850. Is automatic, but the model that the man from ROCHESTER NY to HILTON HEAD, Ibelieve, is set on one screen of the GARMIN panel, overlooked, then asked for 20 thousand ft,
Always appreciate your videos Juan! Not sure if you happen to fly with AAL, but my dads been on 777 with them for the remaining couple years before retirement. He's based out of LAX but we live just outside of Sacramento, so I think we're practically neighbors!
@@magyar2000 Very true. I live in Scotland and we have some very weirdly pronounced place names such as Milngavie, Aberchirder and Friocheim none of which are pronounced as they are written. 😂
Exactly the same thing happened to a plane i was passenger in. Beech 1900. Pilot was under instruction. Arrived over the destination airport at flt level 230. I'm just glad there was an instructor on board!
The lawyers will go after anyone even peripherally involved that has deep pockets. I have seen this happen in the 90s in an accident I witnessed. Overloaded commercially operated Bonanza crashes on take off with one fatality. PIC found at fault, not sued. Goodyear, who's tires were on the plane, got sued.
A good friend that use to instruct flying in the Davis area told me once that doctors (with some $$$) were notorious for landing with the gear up....probably flying too much airplane and not enough experience
It sounds like he got way behind the plane. A lawyer in a plane some of them dont fly enough to stay current. That rate of descent was way too high and I’d bet that plane came down in more pieces than one
That 13800 ft/min is 160 mph in vertical speed. The ground speed was 90 kts faster than its Vne. That isn't getting behind. That isn't rushing a descent. That's out of control.
Good luck during IOE, Juan!!!! Great reporting on this accident. I was also waiting to hear if the 4 "corners" were found in close proximity or not too. Frustrating.
Coincidentally, Christmas week 1965 I was in a high speed derailment with fatalities at Corfu NY. Pulpwood log wedged in a switch frog, train at 79 mph. Fatalities in the next car behind mine that rolled over. At least most passengers walk away uninjured from a train wreck.
I saw something on another aviation channel that stated quite plainly that the aircraft broke up in flight which caused the loss of control, thank you for reading directly from the actual preliminary report. There's an old saying I've heard before, that a successful business tries to fix the problem before they try to fix the blame, but in the case of attorneys, I agree that often they're more interested in fixing the blame. They'll say that by holding a company accountable, they'll force them to fix the problem. But I too remember the days of nobody producing light aircraft, until the term of liability was reduced significantly enough to make producing light civilian aircraft financially feasible again. I do not particularly like the term you use, "twisting the truth", as I have numerous attorneys in my family, but we all know there are attorneys who will do exactly that. Unless the investigators find something that specifically throws the blame on a failure of the aircraft while properly maintained and being operated well within the published flight envelope, this seems to clearly be a tragic case of serious pilot error. I've heard other people, pilots included, saying that moving up to very high performance, turbine-powered aircraft really should require a commercial certificate. As a pilot who was commercially rated, single-and-multiengine-land, instrument-rated pilot, I never flew anything alone more powerful than a Piper PA-44 Seminole (or a Cessna 182T, depending on your perspective), so I cannot speak well to that statement. The only thing I flew more powerful than that was a Beechcraft Baron (not certain offhand of which model or variant), and that was with a well-experienced instructor. I would not have done it alone. Pilots know crashes happen. Mistakes are made. And sometimes it *is* the fault of the aircraft, but either way, we as pilots want to use it to learn how to make ourselves and general aviation as a whole safer and just better. Congratulations on getting back to the flight line!
That was very thorough, Juan even though NTSB data was thin. Your taking equal time to contextualize this accident in terms of the culture of aviation is helpful and over time, will contribute to General Aviation safety.
Well said. I lost someone from my flying club in a totally avoidable accident (wrong fuel selection in a complex aircraft just short of the runway on approach). Highly intelligent, a master in his field but completely unsafe in flying and rejecting equivalent help to improve. And what followed? Lawsuit after lawsuit... Lots of fun on your way back into the cockpit!
This is an interesting one. First, I believe the NTSB is abdicating it’s responsibility in failing to travel to these accidents. Second, clearly there was something wrong on that aircraft, long before it reached the Buffalo TRACON. Two things jump out at me. One is the flight altitude of FL280, the second is the failure to respond to Boston Center on the hand off. This begs the question, was the pilot on oxygen, assuming the aircraft was not pressurized, or if it was pressurized, was the pressure altitude set and functioning correctly? No mention of either in the report. This could potentially explain the otherwise inexplicable actions of the pilot. I also agree that there are many instances where private pilots with substantial wealth get into serious difficulties because of inexperience and or lack of proper training. It’s equally possible that this is yet another case of a lawyer flying a plane that greatly exceeded his ability to properly control. I don’t know what, short of recurrent training requirements and periodic check rides can change that situation. As all good pilots know, aviation is totally unforgiving. Good pilots live to fly another day, and bad pilots, regardless of their wealth, pay for their mistakes with their life. Keep up the great reporting and commentary. Good to see you back in the air.
Why are you commenting if you aren't aware of the capabilities of the aircraft? Yes, the TBM is pressurized. 28,000 feet is a perfectly normal cruise altitude. The TBM-700's service ceiling is 30,000 feet. There is no human who could properly control any aircraft if the pressurization failed and they didn't notice it in time while flying 1000 feet under the summit of Mt. Everest. At FL280 you have 2-3 minutes of useful consciousness. If the cabin altitude crept up to 18,000 feet, you've got 30 minutes or so. At 22,000 feet, you are down to 10 minutes. Pressurization failures have killed plenty of professional pilots with more certs than this guy. But that is speculating on a cause on my part.
This a genuine question: Is a "hot" aircraft (high speed, high rate of climb, high minimum control speed) intrinsically more dangerous than something like a C-172? Or does the higher performance solve many potential issues that a lower performance plane may have?
Thank You as always. Your insight into aviation is of great service to all of us, whom have no piloting experience. Did you not say that the passenger was a family member in your previous report. If that is so. Was he possibility in a heated discussion with that family member. Could this be the reason he got behind the airplane.
If it’s named after the Greek Island, well then it’s correct pronunciation is ‘Kor Foo’. If the locals choose to pronounce it incorrectly , that’s fine by me 😉
@@5roundsrapid263 I wasn't correcting Graeme or Juan. I was just saying Kor Foo is the European English pronunciation. The Greek word is totally different. Americans often butcher foreign language words and placenames, like Notre Dame LOL.
It is strange that the NTSB is not going to the TBM-700 crash, as the news reports (accurate ?) state that the NTSB is going to a small plane crash in Colorado. A Beech Bonanza left Telluride airport, el. 9,000 ft ,and crashed about 10 min. later. Two people a board, an airline pilot and his bride of two days. Apparently, the pilot attempted a forced landing in very difficult terrain, unfortunately no survivors. see Kathryn's Report.
Congratulations! It’s always good to get back in the saddle.👍 We’ll never know what was going on in that cockpit, but missing routine radio calls and the late decent would indicate a high level of distraction followed by some very poor decision making. TBMs are really slick and prone to over speeding if one is complacent. The passenger had to be terrified. Just a heartbreaking mess that could have and should have been avoided.
Believe a local. There is a universal policy in the US to pronounce towns named after international places differently than the original name. I could name limitless examples. Lima, OH=Lyema like the bean, not Leema, Milan, MI=Mye-lan not Mill-an. However, the large number of Native American place names are usually pronounced correctly, as the spelling is phonetic in English.
@Five Cats One Bus Also a western New Yorker. Don't forget Nunda "Nun-DAY", Chili "CHYE-lye", Castile "CAST-eyel", Ischua "ISH-oo-ay", Conesus "kun-EE-shis", and Leicester "Lester".
As a retired lawyer that ran a whole network of defense attorneys nationwide for automobile liability for the flights that are used to operate I concur the aircraft made in the 1960s and 70s were excellent aircraft it was generally pilot error. My father once owned part of a private airport in North Jersey they finally sold out because it was just getting too expensive to run a private airstrip insurance costs lawyers etc. The solution for the general aviation industry is to form a captive insurance company in all of the companies insured through the same operation that’s the first thing then we get Congress to pass some protection to limit the amount of liability payments to plaintiffs You may know this but how much of that Cessna 172 that cost $500,000 is an insurance cost to the manufacture?
I'm so glad you said this. I worked at a small airport for a time to put myself through flight school, and was completely amazed at the idiocy of the super-rich idiots who owned Cirruses and would do incredibly stupid things with their planes.
Good report, thanks. And good editorial opinion about how some pilots have monetary wealth but not necessarily a wealth of pilot training and knowledge in operating the high-performance aircraft they can afford to buy. That even extends to light certified general aviation aircraft. Think Icon and their small amphibian and how they initially marketed it. Side note: Several videos ago you said there would never be an Apple product on your channel. Why haven’t you switched to an Android tablet?
Juan, as a retired FAA POI, I can assure you that the NTSB does not have the staffing to visit every mishap. It is most common for the FSDO with responsibility for the area where the mishap occurred to respond in person to the site, conduct the investigation (we are all trained in mishap investigation at the Transportation Safety Institute in OKC) and report our findings to the NTSB Investigator with oversight of the investigation. There is always communication between the NTSB and the FAA Inspector(s) working the mishap site. We insured the medical examiner who took possession of the remains got toxicology sample kits (Tox Boxes) to send fluid and tissue samples to the FAA CAMI office in OKC for analysis, and their findings become a part of the Investigation. Unless the mishap involves a Certificated Air Carrier (Part 119, 121, 133, 135, 137 or 141) with fatalities, the NTSB usually doesn’t respond unless it’s a high visibility accident (large number of fatalities or property damage). The FAA always does, and collects the data which is passed to the NTSB Investigator who writes the report. Usually, the NTSB includes the FAAs recommendations in their report, but often coms up with their own recos for preventing a similar mishap in the future. The FAA investigates the accident, but it is ALWAYS the NTSB who determines the PROBABLE CAUSE of the accident. The process usually works well in my experience. Keep up the good reporting.
This IS a High Profile accident! (IMHO). The lawsuits resulting from this accident will be very counterproductive for part 91 General Aviation.
This is the truth about it.ntsb does not go to a lot of GA accidents.i been at several and they are very very good at what they do.mel,commercial,in st.a&p,IA,5,000+ all part 95 and135
Also, doesn't the NTSB have additional responsibilities (bridge failures, road traffic, train wrecks) that have nothing to do with aviation? Not necessarily an apologist for the Board, but I've noticed that some aviation enthusiasts don't mention its other investigative duties.
I admire your measured restraint when saying it how it is regarding the lawyers 👍
Couldn’t agree more, Juan. In the litigious society we live in today, those with deep pockets will be the ones who direct the way things run. A new Cirrus costs a million dollars. One million dollars for a piston single. Liability protection in aviation was whittled away in the 1970s and 80s, and now we are paying for it when we buy or rent aircraft. I personally refuse to believe that aviation is a rich man’s game, but the courts and the regulators, and every bad apple that went into flying without the love, care, or concern toward safety and proficiency have made that possible...a piston single in the seven-digit price range.
Most of these aircraft are probably business tax write-offs. So the burger flippers and burrito rollers, who have no write-offs, windup paying for those planes.
@@ziggy2shus624 I think you may be right in some cases, but product liability is the greatest destroyer of general aviation as it applies to single engine airplanes.
@@doctwiggenberry5324 interesting to note that no one is forcing burrito rollers to roll burritos nor burger flippers to flip burgers. People have choices. Instead of flipping and rolling food they can get an education and become lawyers or corrupt politicians that would make TONS of money by selling our country to the biggest foreign donors, paid to play, but I’d digress.
@@uwekonnigsstaddt524 your missing the point. This discussion wasn't about how much people make but instead about how much you have to make to be a part of General Aviation.
Preface: this is not a criticism of Juan. He's a national treasure, always has the straight information, the go-to guy for whatever topic he wants to report on.
Anyway, so we don't toss the baby out with the bath water, the NTSB is not always right in its conclusions about what caused an accident. They are very, very good, and their documentation is invaluable to independent technical experts who investigate cases, but they miss things, and are often just a little too reliant on OEMs in formulating conclusions. Absent litigation that brings in external engineers, root causes can remain either undiscovered, or have their discovery delayed until later accidents bring them to light. A few examples include a runaway fuel control module caused by air leaks around a gasket due to unaccounted-for pressure set, MLG collapse on a light business jet that used the gear retract actuator as a side brace. Actuator locking cogs designed to prevent uncommanded retraction were tapered, and would vibrate out of lock in certain side load conditions, and a helicopter trim mechanism that would suddenly drive to full pitch forward, ultimately found to be caused by accumulated silver flakes in the bottom of the pilot's trim switch shorting out. The contacts in the switch were silver plated, and the mechanical action for electrical actuation was a sliding motion.
There are things to change in product liability and tort law that would radically reduce insurance costs, such as caps on awards, trials being held before 3-judge panels, limits on product time in service, etc., but pointing to litigation in general as the culprit in high aircraft sticker price is, in the view of this engineer/private pilot, a bit myopic.
You hit the nail right on the head about the frivolous lawsuits and how that negatively impacts general aviation.
Thanks, Juan... I've heard stories about law suits against Beechcraft years ago where a Baron crashed into a near vertical mountain... but shoulder harnesses were not offered at that time... the public is still paying the price/cost of that one. But the stinking LAWYERS got lots of money. What is the portion of product price we now pay due to LIABILITY... Unbelievable.
This is actually the main problem making aviation prohibitively expensive. Without tort reform, general aviation will slowly be destroyed by frivolous lawsuits.
@@rbrosz A good chunk of the problem was created by tort reform laws in the first place.
@@rbrosz Without tort reform America will fail at the hands of lawyers.
Want a good example of what liability adds to products? Look at stepladders. They add it by the foot.
I remember hearing some tale in the late '80's about an old guy dragging an even older Cessna single out of his barn, where it had been sitting forever, and getting it in the air only to have the seat track fail as he was on final, sliding him forward onto the yoke and diving into the ground. The family sued Cessna and that lawsuit was the beginning of the end of GA manufacture in the mid 80's. And why current GA aircraft cost so much, to cover liability insurance for the manufacturers.
All I know is that I as a poor E4 struggling to pay for my flying lessons, I looked at the tailfins on my '64 Caddy and wondered how much I could get outta GM if I tripped and whacked my head on one...
Thanks for your brilliant interpretation of this accident.
“Twisting the truth” great comment 👍
Come on, NTSB. Get out there and do your duty.
COVID Restrictions - chill out
@@CapStar362 Bullshit
but but but there's a flu out there we labeled as covid, and it's very scary per the media. even though it's less deadly than the flu if you're under 80yrs old, and you need a test to know if you actually have it .. yeah, it's that horrific
So nice to hear you say "Back in the 777 in November!"
Juan, my friend , you could not have said it any better . Glad youtube has brought us together to keep me informed and educated! On behalf of my fellow aviators , enthusiast and junkies alike . Thank you for taking the time , we appreciate it!
Great points Juan!.
It's extremely odd that the NTSB can't properly investigate this accident.
A number of things stand out to me as probable causes:
1. The pilot got behind the aircraft & mentally couldn't keep up with such a powerful turboprop as a TBM
2. The pilot set the pressurisation incorrectly, got hypoxia and lost it completely
3. The pilot had overtourqued the engine & it cut out & coudn't recover it (failed to set cruise power properly)
4. Critical failure in the engine ie overspeed govenor
5. The pilot was distracted by something ie too much XM Sirius radio causing them to miss critical steps
6. Something nefarious happened to the pilot to take him out ie hit job
7. The plane ran out of fuel/fuel system issue
8. Spatial disorientation coupled by huge pressures to descend so quickly, realising they were well behind the 8-ball
To give ppl idea of the mental gymnastics required, check out steveo1kinevo IFR videos in the TBM850 he flies.
Steveo is super sharp & can keep up with the mental acuity needed to fly a TBM but if the pilots mind was pre-occupied with the breakup of the firm, its a recipe for disaster!
Thank Juan. Great report. I did not know the fact why GA got so expensive. This is modern world. People with money telling people without them what to do.
Thanks for all the effort Juan, as always. 🙂
There was an instructor who crashed in a TBM not far from my town a few years ago. Turned out to be a loss of control into terrain from FL 260 for undetermined reasons. He was instructing a lawyer (aircraft owner) just hours before the crash. All kinds of lawsuits followed that incident. Great video Juan and you should not have had any heat given to you about the lawyer issues, you are correct in your views.
Obviously lawyers have a detrimental effect on the flight capabilities of a TBM.
@@lwilton Obviously you missed the point.
@@johndemerse9172 very clearly he missed the point
Juan, appreciate your passion. Best to you and the family.
...great work, as always Juan...wishing you continued success...
There are already prominent aviation plaintiff attorney firms gathering information. A few law firms already claim what they know and what it doesn't know is 1.) "The pilot had only flown this aircraft 8 hours in the prior three months."
2.) "It is unknown the recency of the pilot’s training or total flying experience." 3.) Summarizes with this "Only the most experienced air crash litigators should be engaged to work this case". "The crash of prominent New York City Lawyer Stephen Barnes bears some very unusual twists as the NTSB decides not even to travel to the scene to commence its investigation.
While the NTSB blames COVID-19 for its decision not to travel, it apparently ignored CDC guidelines about how masks and washing hands will protect us all from that influenza."
The sharks are circling the chum in the waters.
👍🏻👍🏻 great follow up reporting Juan, you’re still my go to for news.
Great reporting of the accident, and the straight talk regarding the NTSB and aviation safety was good to hear. I wish there was more oversight and outreach focused on part 91 operators , not to burden them but to be there as a partner to help to reduce the many senseless GA accidents and the associated loss of life.
Thanks for the updates and comments. Candid views from knowledgeable people are always appreciated. Enjoy going back to work! In your industry it's a privilege in these times. Don't worry about your post frequency. What you say is far more important than saying it often.
I am a pilot and 30+ year law enforcement officer, and I have been working DAILY through the entire COVID-19 pandemic (along with my paramedic, fire fighter, and EMT brethren), encountering people from all walks of life and high-risk situations (I work in a county with over 1 million people + travelers from around the world). We have the proper PPE, and take precautions when and where We have the luxury to do so, but many of the dangerous situations in which I’m involved do not afford me the luxury of prior proper preparation (and yes, I have lost five coworkers to the contributing effects of COVID-19). Given the science we now know, the incredibly high survivability rate for those who are not in high-risk demographics, and the therapeutics available, I find it absolutely ludicrous that members of the NTSB are still using the excuse of ‘COVID-19’ not to travel to these crash sites. Given the circumstances surrounding the dissolution of the law firm, how is anyone able to determine if there was any criminal wrongdoing in the cockpit, or if it was suicide? The failure to conduct an investigation should be criminal in and of itself.
Hi
To the Bahamas 🇧🇸 where it’s much warmer
Hi, i watch all of your input of your shows I’m a retired USAF aircraft Maintenance line Chief, on C141, C133 and C5s for 5 years stationed in Hawaii with Temp Duty time in the Philippines at Clark AFB during our time with Vietnamese war. The Maintenance problems were enormous, the stories i can tell would curl your hair. Thanks for your input.
My CFI's husband works for the FAA around the area the plane crashed. She told me the NTSB didn't travel because they sorta knew it had to be pilot error because airplanes dont just drop out of the sky.
Sounds like things went wrong when ATC told him to descend from FL280 to 8 k that close to the airport. I live near there and the papers said that wreckage was found in a couple hundred yard area with the main parts drilling over 10 feet into a swamp..high water table made recovery difficult. Wonder if comms on the way back to Buffalo was any indication of issues and things to come?..did he know where he was?..at that altitude and that close he would have had to go over the lake to get down.
With the apparent rate of descent the first time I saw this, and the sharp turn during the descent, the FIRST possibility that came to mind was an in-flight breakup. I'd love to know about the four corners too~!
Juan, you are one in a million! Unique, common sense explanation for us non-pilots. Thank you sincerely.
Imagine our surprise in the late '90s to find a new Cessna 172 with around 20 hours on it in Anchorage, AK, available to rent by my licensed long time ago schoolmate. It even had a new car smell! In the span of a short afternoon we left it 15% older than when we found it!
Other aviation highlights of this backpacking trip: First float plane ride (Beaver). Imperceptible touchdown on the water. First ski plane ride (Cessna 185, Doug Geeting Aviation, Talkeetna, AK) for a trip to the Ruth Glacier below Denali. The glacier is surrounded by high mountain walls so you have no horizon reference. Our pilot pointed out just after getting airborne that as we were gaining height above the glacier in what looked like a climb, our vertical speed indicator was showing we were actually descending! Trippy!
Juan, I could see some clear blue sky a long ways off through your trees. It's a welcome change from the last few months.
Fair skies!
Thanks Juan. Admire the unapologetic way you stand by your commentary regarding the lawsuits and their impact on GA.
Very savvy circle around the doctor/lawyer enigma. I remember when it was reserved for twins with an engine failure on takeoff. Nobody wants to classify a segment of pilots, and the sadness of losing loved ones. Reality suggests that mistakes were made and the consequences unfortunate.
If real tort reform was embraced, all could learn without financial outcomes that cripple industries.
Thanks for your frankness Jaun.
Juan, you have summed it up perfectly as to why GA is so suppressed. Few people in general aviation in the 1970s would never have forseen how litigation over the past three decades would result in a single engine aircraft costing so much as they do today.
That is the reason I follow you. Just tell it like it is. Thanks for your interest in serving this so badly needed type of reporting.
I believe your approach to lawyers and aviation. I learned to fly back in the 60s flying 150s and 172 Cessnas. Now I'm starting to believe that I was flying during a barnstormer age compared to today.
Juan, thanks for your thoughts and analysis. I fly a TBM 700 (850). It is a solid, well made and very capable plane. I too wonder at what the pilot was attempting to do. While the plane can descend at a fairly steep angle generally 2000 feet per minute is my personal limit. Otherwise the nose down attitude is too much for me or passenger comfort. So I too wonder if the pilot misunderstood ATC thinking they wanted him down to 8000 without the extra ATC turns. The question really in my mind is what was going on in the plane for the pilot to have missed the earlier ATC attempts to contact him. Was there a problem with the radio, was there some other distraction that the pilot felt he was guilty of and was trying to "make up" the non communication with ATC by making the dive he thought they were asking him to do? We likely may never know what really happened. Sadly two lives are lost and as you say many law suits will pop up and insurance rates will continue to sky rocket.
loved that smile at the end of the video, glad your soon to be back in the air.
@Peter Mortensen and you can bugger off
Juan -- I love ya!! I subscribe, watch, like, and comment on your videos. But as a lawyer, I can tell you that the insurance industry has some DARN GOOD lawyers of their own. In fact, many of the insurance defense lawyers are sharper that those representing the injured folks. It's not as easy as you might think to prevail for the injured persons. It takes solid facts.
I absolutely love your insight. It’s kind of cool, knowing you’ll be here in Dallas for a short bit
Your passionate makes me weep. If this situation occurred within a lawyer's family member with, a fellow dying...I would not me typing this message to you .I think you need to work for the NTSB...you're the best.
Thank You AGAIN for your time and effort to express information of the GA world.
Totally unacceptable that the NTSB didn't go to the accident site. Thanks for the update, Juan.
Sounds like the classic get-there-itis rate-of-descent profile.
OMG, you can see me here Juan? I was always under the impression that broadcasts were one way only.
Man...I've probably done some dumb stuff thinking I'm alone over here. Thanks for the heads up!!
The USA needs sweeping tort reform. Especially in aviation and healthcare. Settlement limits would be a start.
Everyone else is working and the NTSB doesn't travel to accident sites...this is crap. The family deserves better.
The problem is quarantine requirements travelling from state to state. They may have well been required to quarantinefor 14 days upon arrival. Makes the investigation rather hampered.
@@TheBeingReal that's bullshit and you know it.
Hmm, I thought it would be in the family's interest that the NTSB stay off site. It's in the manufacturers' and the FAA's interest that the NTSB get on site, isn't it?
N62BL
I know what it means to wait.
They have a job and it needs to be done.
@@HazellRahh I would imagine with the force he hit the ground with there wasn't too much left of him to autopsy
Juan! You've taken the words right out of my mouth. I was quite poorly the last month (NOT COVID) so I've had plenty of opportunity to catch up on my favourite video topics. I've arrived at virtually the same conclusion as you, just watching the general aviation video's. Wealthy guys who can afford this kit are generally too busy to LEARN THE TRUE SKILL AND DISCIPLINE OF FLYING. Just like this high flying lawyer for example. Yet at the bottom end where people are generally more really interested people who have the time (BUT NOT THE MONEY) they are sold light weight under powered kit with Minimal Training. BOTH EXTREMES boosting the profits of the Undertakers. You commercial and Military Guys are OK! A combination of deep government pockets and the ability to batch order commercial flight training, makes it a profitable exercise all round for you guys. Just watching the youtube history of this L39 Viper Jet is a lesson on precariousness of going into the aviation business. I TRULY THINK THESE HIGH POWERED TURBO PROPS AND TURBINE ENGINE'D AIRCRAFT SHOULD BE LITERALLY REMOVED FROM THE HANDS OF THESE WEALTHY PROFESSIONALS UNLESS THEY HAVE COMPLETED MANDATORY SAFETY COURSES.
💜AGREED! FAA, MAKE IT SO!:-|💜
Thank you Mr. Browne. Possible Spacial D or Hypoxia? Regards to Lt. Pete. 👍👍✈️✈️🇺🇸🇺🇸
Medical emergency - heart attack ??
💜👌💜!:-)💜💜💜
Congrats Juan on getting back on the flight line. Good luck.
Yes Juan You said Corfu correctly . I hunt the area North and South of Corfu and buy Tobacco nearby . Thank you for the Update .
You always ask the right questions. I haven’t heard four-corners before.
10:11 you said that very politely! Yes, the "techies" in the Bay Area have a similar mindset, especially with TAA, like the Cirrus!
Had an incident in the pattern with a clueless Cirrus pilot, yesterday. Self-centered narcissism with little situational awareness and empathy.
First. Again HEAR HEAR! Absolutely spot on re lawsuits. And almost criminal that NTSB is not viewing the site.
Agree with you Juan: my guess too it was pilot error.
Maybe a heart attack?
@@jcampbell2481 yeah maybe. The pilot did seem to have intermittent or sporadic radio contact with ATC. Whether that was because of a medical event. The reason I mention pilot error is that it appeared he got behind in flying the aircraft safely while trying to descend rapidly due to the fact he was still at flight levels so close to his destination airport. I’m not a pilot but a retired military air traffic controller so that’s my two cents worth......
.. or a medical issue.... ATC queried if everything was OK, so they obviously suspected something wasn't right. Why would Pilot then ignore further radio calls and not make a call himself if he was fully "with-it"?
Did he takeoff VFR & thereafter get on top VFR? If so, he lost it when he descended into IFR conditions. That could explain why he waited till he was 40 miles from the airport before he contacted ATC. He was hoping for a BINOC. From the way Juan explains the NTSB report, it seems he was light on IFR experience. That's my guess Juan.
Juan, you are only speaking the truth of the matter. Thanks for your videos and your knowledge.
JUAN, HELLOthanks for this update, but is a TBM 700, OR AN 850 ? Have zero idea on pressurization setting , on 700, 850. Is automatic, but the model that the man from ROCHESTER NY to HILTON HEAD, Ibelieve, is set on one screen of the GARMIN panel, overlooked, then asked for 20 thousand ft,
As always great perspective on all accounts relative to aviation. Have you the time to maybe do a review of the Colorado fires?
High profile. So NTSB should have made the effort to attend..
Totally agree with you!
lawyers in love... best to avoid this sue crazy event.
Jackson Browne - Lawyers in Love 1983
Its a little ridiculous the NTSB investigation isn't a important enough to still do during rona.
@@ThePinkPanth3r It seems that reps from P/W, Hartsell & Socata plus rep from the local FSDO were able to make the scene.
Excellent information Juan. Thanks for the update
Thanks Juan!!
Have Fun!!!
Thank You Juan Browne for your opinions, which are based on your real-world experience. Not speculation . . . . Respectfully, Bob
Thank you for the update Juan. Congratulations on getting back in the 777
Always appreciate your videos Juan! Not sure if you happen to fly with AAL, but my dads been on 777 with them for the remaining couple years before retirement. He's based out of LAX but we live just outside of Sacramento, so I think we're practically neighbors!
MR Juan... you call them as you see it and tell it the way it is...:-) / no ( bs ) on this tub.... and thank you for all that you do....
Whenever you say "TBM" my brain says "Tunnel Boring Machine", which tend not to fly very well...
Or if one IS flying then
1. something's gone very seriously wrong, and
2. it won't be for long.
;-D
@Wolfgang Preier LOL, no, I didn't.
Considering parts of the a/c were found at a depth of 15’, This WAS a Tunnel Boring Machine.
I believe that"TBM" stands for Tarbes Built Mooney.
Thanks for all your videos Juan. As usual very well informed. Minor point; Corfu is a Greek Island and it’s pronounced corfoo not corfew.
Pronunciation can be local. In New York City, "HOUSTON" is pronounced "Howston"; in Texas it's "Hyewston".
@@magyar2000 Very true. I live in Scotland and we have some very weirdly pronounced place names such as Milngavie, Aberchirder and Friocheim none of which are pronounced as they are written. 😂
Excellent correspondence Juan 👍🏻👍🏻
Exactly the same thing happened to a plane i was passenger in. Beech 1900. Pilot was under instruction. Arrived over the destination airport at flt level 230.
I'm just glad there was an instructor on board!
The lawyers will go after anyone even peripherally involved that has deep pockets. I have seen this happen in the 90s in an accident I witnessed. Overloaded commercially operated Bonanza crashes on take off with one fatality. PIC found at fault, not sued. Goodyear, who's tires were on the plane, got sued.
COVID19 is being used as an excuse for a lot of people not to do what they are supposed to do. Very odd attitudes.
Thanks for your post. And good luck with getting back to work!
Glad to hear the great news, Juan.
Thank You for this! Wow, just wow!
Beautifully said Juan! Amen.
Well said, Juan !
A good friend that use to instruct flying in the Davis area told me once that doctors (with some $$$) were notorious for landing with the gear up....probably flying too much airplane and not enough experience
Having spent some time in the medical field, it's easy to imagine a doctor spacing out the landing gear. Lol - Med school is hard core -
Eddy A, there are only two kinds of pilots that fly retractable gear airplanes, those that have landed with the gear up, and those who will!
Always great reporting, Juan.
Thanks for your update Juan, well done
It sounds like he got way behind the plane. A lawyer in a plane some of them dont fly enough to stay current. That rate of descent was way too high and I’d bet that plane came down in more pieces than one
That 13800 ft/min is 160 mph in vertical speed. The ground speed was 90 kts faster than its Vne. That isn't getting behind. That isn't rushing a descent. That's out of control.
Good luck during IOE, Juan!!!! Great reporting on this accident. I was also waiting to hear if the 4 "corners" were found in close proximity or not too. Frustrating.
Good luck, Juan! Thank you for your fine work.
Coincidentally, Christmas week 1965 I was in a high speed derailment with fatalities at Corfu NY. Pulpwood log wedged in a switch frog, train at 79 mph. Fatalities in the next car behind mine that rolled over. At least most passengers walk away uninjured from a train wreck.
I saw something on another aviation channel that stated quite plainly that the aircraft broke up in flight which caused the loss of control, thank you for reading directly from the actual preliminary report. There's an old saying I've heard before, that a successful business tries to fix the problem before they try to fix the blame, but in the case of attorneys, I agree that often they're more interested in fixing the blame. They'll say that by holding a company accountable, they'll force them to fix the problem. But I too remember the days of nobody producing light aircraft, until the term of liability was reduced significantly enough to make producing light civilian aircraft financially feasible again. I do not particularly like the term you use, "twisting the truth", as I have numerous attorneys in my family, but we all know there are attorneys who will do exactly that. Unless the investigators find something that specifically throws the blame on a failure of the aircraft while properly maintained and being operated well within the published flight envelope, this seems to clearly be a tragic case of serious pilot error. I've heard other people, pilots included, saying that moving up to very high performance, turbine-powered aircraft really should require a commercial certificate. As a pilot who was commercially rated, single-and-multiengine-land, instrument-rated pilot, I never flew anything alone more powerful than a Piper PA-44 Seminole (or a Cessna 182T, depending on your perspective), so I cannot speak well to that statement. The only thing I flew more powerful than that was a Beechcraft Baron (not certain offhand of which model or variant), and that was with a well-experienced instructor. I would not have done it alone.
Pilots know crashes happen. Mistakes are made. And sometimes it *is* the fault of the aircraft, but either way, we as pilots want to use it to learn how to make ourselves and general aviation as a whole safer and just better. Congratulations on getting back to the flight line!
Tell it like the facts say, be damed to the lawyers, we the gen public pay so such high insurance rates. Great job Juan !!!!
That was very thorough, Juan even though NTSB data was thin. Your taking equal time to contextualize this accident in terms of the culture of aviation is helpful and over time, will contribute to General Aviation safety.
Juan- you hit it out of the park on this one! Just look at what frivolous litigation has done to the medical field- you are right on!
Excellent reporting! Thank you Juan
Thank fior the straight talk, Juan. See ya here!
Exactly the 1st question. The NTSB doesn't make house calls anymore?
Are we ever going to see any more music videos from you and the boys ??? They were great!
Well said. I lost someone from my flying club in a totally avoidable accident (wrong fuel selection in a complex aircraft just short of the runway on approach). Highly intelligent, a master in his field but completely unsafe in flying and rejecting equivalent help to improve. And what followed? Lawsuit after lawsuit...
Lots of fun on your way back into the cockpit!
This is an interesting one. First, I believe the NTSB is abdicating it’s responsibility in failing to travel to these accidents. Second, clearly there was something wrong on that aircraft, long before it reached the Buffalo TRACON. Two things jump out at me. One is the flight altitude of FL280, the second is the failure to respond to Boston Center on the hand off. This begs the question, was the pilot on oxygen, assuming the aircraft was not pressurized, or if it was pressurized, was the pressure altitude set and functioning correctly? No mention of either in the report. This could potentially explain the otherwise inexplicable actions of the pilot.
I also agree that there are many instances where private pilots with substantial wealth get into serious difficulties because of inexperience and or lack of proper training. It’s equally possible that this is yet another case of a lawyer flying a plane that greatly exceeded his ability to properly control. I don’t know what, short of recurrent training requirements and periodic check rides can change that situation.
As all good pilots know, aviation is totally unforgiving. Good pilots live to fly another day, and bad pilots, regardless of their wealth, pay for their mistakes with their life.
Keep up the great reporting and commentary. Good to see you back in the air.
Why are you commenting if you aren't aware of the capabilities of the aircraft? Yes, the TBM is pressurized. 28,000 feet is a perfectly normal cruise altitude. The TBM-700's service ceiling is 30,000 feet. There is no human who could properly control any aircraft if the pressurization failed and they didn't notice it in time while flying 1000 feet under the summit of Mt. Everest. At FL280 you have 2-3 minutes of useful consciousness. If the cabin altitude crept up to 18,000 feet, you've got 30 minutes or so. At 22,000 feet, you are down to 10 minutes. Pressurization failures have killed plenty of professional pilots with more certs than this guy. But that is speculating on a cause on my part.
This a genuine question: Is a "hot" aircraft (high speed, high rate of climb, high minimum control speed) intrinsically more dangerous than something like a C-172? Or does the higher performance solve many potential issues that a lower performance plane may have?
yes.
Thank You as always. Your insight into aviation is of great service to all of us, whom have no piloting experience. Did you not say that the passenger was a family member in your previous report. If that is so. Was he possibility in a heated discussion with that family member. Could this be the reason he got behind the airplane.
Corfu (pronounced ‘Kor Foo’ ) Same as Foo Fighters.
Juan , ‘Vasaviation’ has a helicopter crash near JFK ... VMC into IMC.
No, it's not "foo". It's "few". I grew up 10 minutes from there. Juan said it correctly.
Kor Foo - is the European English pronunciation.
If it’s named after the Greek Island, well then it’s correct pronunciation is ‘Kor Foo’.
If the locals choose to pronounce it incorrectly , that’s fine by me 😉
@@5roundsrapid263 I wasn't correcting Graeme or Juan. I was just saying Kor Foo is the European English pronunciation. The Greek word is totally different. Americans often butcher foreign language words and placenames, like Notre Dame LOL.
It is strange that the NTSB is not going to the TBM-700 crash, as the news reports (accurate ?) state that the NTSB is going to a small plane crash in Colorado. A Beech Bonanza left Telluride airport, el. 9,000 ft ,and crashed about 10 min. later. Two people a board, an airline pilot and his bride of two days. Apparently, the pilot attempted a forced landing in very difficult terrain, unfortunately no survivors.
see Kathryn's Report.
Congratulations! It’s always good to get back in the saddle.👍
We’ll never know what was going on in that cockpit, but missing routine radio calls and the late decent would indicate a high level of distraction followed by some very poor decision making. TBMs are really slick and prone to over speeding if one is complacent.
The passenger had to be terrified. Just a heartbreaking mess that could have and should have been avoided.
Kinda reminds me of the excessively rapid descent in the Pakistan jet crash.
I grew up 10 minutes from there. Yes, you said "Corfu" correctly :-)
Believe a local. There is a universal policy in the US to pronounce towns named after international places differently than the original name. I could name limitless examples. Lima, OH=Lyema like the bean, not Leema, Milan, MI=Mye-lan not Mill-an. However, the large number of Native American place names are usually pronounced correctly, as the spelling is phonetic in English.
I don't know if it's a particularly American thing or not, but our country is full of cities and towns with non-intuitive name pronunciations.
@@sub-vibes I grew up in Akron, NY which is near Corfu. Juan's pronunciation is 100% correct! 👊👊👊
@Five Cats One Bus Also a western New Yorker. Don't forget Nunda "Nun-DAY", Chili "CHYE-lye", Castile "CAST-eyel", Ischua "ISH-oo-ay", Conesus "kun-EE-shis", and Leicester "Lester".
Juan you are correct on the pronunciation of Corfu, I lived there for many years!
So sad none the less!
As a retired lawyer that ran a whole network of defense attorneys nationwide for automobile liability for the flights that are used to operate I concur the aircraft made in the 1960s and 70s were excellent aircraft it was generally pilot error.
My father once owned part of a private airport in North Jersey they finally sold out because it was just getting too expensive to run a private airstrip insurance costs lawyers etc. The solution for the general aviation industry is to form a captive insurance company in all of the companies insured through the same operation that’s the first thing then we get Congress to pass some protection to limit the amount of liability payments to plaintiffs
You may know this but how much of that Cessna 172 that cost $500,000 is an insurance cost to the manufacture?
$350,000 at a minimum!!!!!!
I'm so glad you said this. I worked at a small airport for a time to put myself through flight school, and was completely amazed at the idiocy of the super-rich idiots who owned Cirruses and would do incredibly stupid things with their planes.
Good report, thanks. And good editorial opinion about how some pilots have monetary wealth but not necessarily a wealth of pilot training and knowledge in operating the high-performance aircraft they can afford to buy. That even extends to light certified general aviation aircraft. Think Icon and their small amphibian and how they initially marketed it.
Side note: Several videos ago you said there would never be an Apple product on your channel. Why haven’t you switched to an Android tablet?