Pilatus PC-12 Crash Mesquite Texas on 23 April 2020
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- Опубликовано: 26 апр 2020
- Detailed look at what happened and what's inside the Pilatus design and Pilot Operating Handbook.
LINKS:
VASAviation: (tell Victor Blancolirio sent ya!)
• Boutique Pilatus PC-12...
PC-12 Stalls Factory Demo:
• PC 12 Stalls
AV Web PC-12 Review:
• Pilatus PC-12NG Flight...
NBC 5 Dallas:
www.nbcdfw.com/news/local/pla...
PC-12 POH (outdated)
pilatus-aircraft.com/data/tec...
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www.patreon.com/user?u=529500...
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www.paypal.me/juanbrowne 
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I have owned a PC 12 for 20 years and it has been basically bulletproof. However one of the best pieces of advice I ever received at SimCom was “when in doubt, there is NO doubt”. Immediately on NG rollback cycle the PCL once to confirm rollback and then engage the MOR (it is the only thing left to do before feathering the prop) and fly directly to nearest airport and land. Figure it out on the ground. Having said that I still think this pilot would have been fine if he didn’t drop the gear so soon - the PC 12 drops like a rock with gear down and no power. Thankfully he survived and hopefully he will make a full recovery and be flying again soon. Another off topic tidbit is one time we clipped a bird on rotation with the right AOA gage, bending it upwards to indicate a very high angle of attack. If we were in a Max the pusher would have engaged but thankfully the Pilatus guys engineered the system so that both AOAs must agree before the pusher pushes you down. The stick shaker immediately came on but we just flew a normal pattern (shaking the entire time) and came back and landed and called maintenance.
Nice comment
Also “figure it out on the ground “
EXACTLY
@@jwb2814 As retired USAF enlisted aircrew (with some PC-12/U-28 time, amongst others), your comment took me back to some "interesting” days with SOCOM. “Figure it out on the ground” was a phrase I heard more than several times. Might have said it a few times myself! Thanks for bringing back some of those memories. Some of the best days of my life, really. Cheers from Virginia!
After some analysis on the flight path, we came the conclusion that a successful off field landing would habe happened.
The only way the damage to the nose, the tearing off of the wing, can be explained, is that the stick pusher did indeed push the nose down AFTER flaring and attempting a nose up landing.
The recommendation is that 🔥in case of a soft field landing the stick pusher must be turned off, overriding the stick pusher is possible, but only if one is prepared for it, not a time when the attention is outside to watch for ditches.
Long experience landing on poorly maintained sand and soft fields in central Cameroon, where the nose gear should be held up for as long as possible, it was common to operate with the CG near the rear limit for exactly that reason. The normal procedure is to do a low level overflight to watch for depressions on the field.
I am always in doubt. For me every flight is doubtfull. It’s more of a balance between risk and continue flying.
Excellent job doing your research on the PC-12! I flew the PC-12 series 10 for a couple of years. The sim classes at that time were handled by Simcom. Most PC-12's do not use a Garmin flight deck (which is disappointing in my view). During my sim flight training (every 6 to 12 months), we used the Manual Override Lever when the pilot saw an uncommanded decrease in power (Ng). If you were not quick to apply the Manual Override Lever, you could lose the turbine power. Below 50% Ng you can get a compressor stall, then having to do a re-start. In the sim, we would practice multiple engine failures primarily on takeoff... usually at 600-800ft AGL, no time to think, so reactions have to be instinctual. So the procedure was, if the pilot noticed a decreasing Ng, we were taught to immediately use the Manual Override. If that didn't stabilize or increase the power, we would immediately feather the prop, push the nose over to best glide. In the case of a takeoff engine failure, I could turn the plane at nearly a 45 degree bank, keeping the airspeed just above stall and return to the airport. Almost every time it was successful (didn't want to tempt fate in the real plane). The key to extending the PC-12 glide was feathering the prop... it is a huge drag on that aircraft. As you said, in actual flight training we never used the Manual Override as it could cause severe damage to the engine. Keep up the good entertainment and work!
Hans Schwarz I’m surprised you didn’t point out that NG in a turboprop is the same as N2 in a two spool turbofan.
Thanks for your prospective input!👍
Your best video YTD Mr B. gathering all the facts and data. I could see you working as an expert in Court Case ligation in the future.
great info Hans
That's in my town and I heard nothing about it
Juan as always great job! Always told my pilots that in the event of an emergency caused by an aircraft component failure, never factor in the idea of trying to "save" the aircraft in your decision making. The aircraft has already failed you and deserves to die - you don't! Besides, if you have to sacrifice the aircraft to protect yourself, you will be rewarded with a new and hopefully better aircraft! Yours continues to be the best aviation channel on RUclips.
Thanks James!
So in your reasoning, this aircraft let the pilot down so it deserves to be smashed up ? This pilot caused the crash , not the plane .
@@gusm5128”Losing my engine” seems relevant.
Hi Juan, I'm a huge fan of your page. I was a captain at Boutique Air until late last year when I left for a 121 job. I flew this exact tail number numerous times, most recently about a year ago into Telluride. You did a phenomenal job covering all the info about this crash, just as you always do! If there is any insight I can provide I would be more than happy. Thanks for another great upload!
Thanks Jordan!
wow, must have been a maint issue, as far as i know it's one of the safest air frames out there, especially flying in to "to hell you ride" , since it was loss of power I can only surmise the pilot killed the fuel accidentally , or a mechanical or fueling issue..but that remains to be seen, too bad it's just spare parts. I've spoken to a pc12 pilot (one runs commuters to Toronto from here in Niagara very economically ), he has total confidence in the air aircraft . At this point we can only speculate what went wrong, but at least the pilot survived, and the fuselage seems pretty much intact..
@@blancolirio Juan, watching the video back now, I would like to address the comment you made about practicing the use of the MOR. Something unique to Boutique is that all initial and recurrent training is done in the actual airplane. To my knowledge, the company has never sent pilots to a full simulator training course. And just like you said, using the MOR in the actual airplane would never be done.
You can NOT turn off the fuel inadvertently in a PC-12. It requires a very definite, and totally separate set of movements. A small latch must be released, and then a large handle must be raised 90 degrees. This handle is mounted on the aft of the pedestal, and pilots have no reason to ever use it, except in situations like this. It certainly wouldn’t happen in a mindless, automatic fashion. Also, if it had been fuel related, he would have a fuel low press CAWS message, along with a master caution, and would be in no doubt as to what was happening. This gets back to flying the aeroplane and running the emergency checklist.
@@Jordandelara Many PC-12 operators use the MOR in flight during training events. Pilatus has no limitation against this. I'm actually surprised that Boutique Air would not do this during training events if you aren't using the simulator. So your first experience with the MOR lever is during an actual emergency? That's crazy.
Engine trouble on a single engine is 'flight over', direct vectors to nearest suitable airport. Not even a decision.
Exactly...no reason to miss that runway.
Agree. It was a flight chops video that pointed out that you need to make those types of decisions in advance. Like a takeoff briefing - "If x happens I will do y". So you don't have to consider the options, just do what you mentally practiced.
I am still alive because of that rule several times over.
SR22 has one more option: Cirrus Airframe Parachute
Yup. Engine problems of ANY sort are not going to improve - borne out by statistics. Just make that assumption from the word go and act accordingly and get yourself down safely ASAP.
His choice of heading back to DFW brought back the old adage one is taught when first flying twin engines a/c. "When you lose one engine, the second will just barely get you to the scene of the crash".... When things start to go back with an engine... take the first alternate and let the mechanic put his tools in a truck.
As others have stated, he said I have pumps on and ignition on. Having worked on PC12s for a few years, I have operated the MOR lever to do standard maintenance checks. The important thing is to move it slowly because you’re bypassing the FCU. The maintenance check was to keep the PCL at idle and move the MOR slowly to max and make sure the engine temperature, speed, and torque did not exceed the limits. Even though the PT6 is a reliable engine, when they fail it’s usually the compressor/turbine or FCU. In a single engine airplane, engine trouble means land now; in a multi engine airplane, engine trouble means land soon (there are exceptions).
Gracias Juan!
Great overview/blow-by-blow. When I heard the pilot ask for vector to DFW (30 miles away) after having requested the closest landing strip at Rockledge (sp?), I could tell he had just assured a tragic outcome.
As I listened to this radio exchange yesterday I was thinking he was sounding like he was seriously underestimating the danger he was in. Get it down and get it down now. Electives are not good in an emergency.
Just as bad as Get thereITIS
Especially, when the engine that's in trouble, is the *_only one you've got!!_*
Exactly . It's not a car .
The pilot ignored the old saying Aviate, Navigate, Communicate. He put unnecessary Communication first, and gave ATC a lengthy explanation of his problem.
Phil D ..I agree. As an owner/pilot of the PC 12 I find this baffling. I can go into the details of why he shouldn’t have been fooling around with this airplane and a possible faulty FCU, but I think it’s self explanatory to most people here. Sounds to me like he was more worried about what his employer might say, a schedule setback or facilities equipped to do repairs/maintenance on the aircraft. Now, I can promise you his employer is “somewhat” more angry, there isn’t a schedule at all anymore and there isn’t a repair facility in the world that can solve his issue. THREE MILES from a perfectly good runway with a fluctuating NG and he decides to go THIRTY MILES. End of conversation with zero excuses.
I love when you collaborate with VAS. Best of both worlds.
Thank you sir for putting this all together! Thank you sir for putting all your videos together. You have saved lives over the years...you just don't know which ones or how many.
You're putting together fantastic videos, Juan. Thanks for what you're doing!
Juan, this was a very good presentation. I'm a turboprop pilot myself, but with two engines (PW-127). I agree with your comment about never turning away from the landing spot. As a former glider pilot, I like to practice dead stick landings in the simulator when we have extra time left after the session. If I'm too high, I have several options: Extend the downwind, extend the base leg, make S-turns on final, use flaps and gear as airbrake, etc.
And I use a Slip to drop altitude fast.
Great explanation, Juan! Victor had his video up not long after you had first mentioned this incident - I believe it was the same day. Just listening to the audio made it very clear what had happened, but that video at the airport was priceless. This demonstrates exactly how decision making can go south in the heat of battle. Could clearly see every link in the chain form, from that initial decision to try and head to DFW. A great learning moment for everyone, no doubt about it! At the first hint of engine trouble, get that SOB on the ground! Worry about everything else later. THANK YOU, as always! 👍🍻
Thanks again from down under. As a retired GA reconational pilot I emensely enjoy your posts you have a way of explaining. I am sure you are an exceptional diligent pilot. Stay safe and a speedy return to your chosen career.
Hi Juan, thanks for an excellent presentation of the Pilatus PC-12 accident. The combination of ATC tracking, on the ground video, the operators manual, and the company's stick shaker video was well put together and made everything so clear on what can happen and what should happen. Thanks!! - Dean from Minnesota
The pilot was extremely detailed with ATC regarding the problem, but too detailed. I've watched so many Aopa accident case studies where the pilot provides technical jargon that most controllers don't understand unless they are also pilots on the side. ATC just needs to hear the emergency declaration and the requested intentions, (souls/fob). Glad this guy made it.
Maybe he wanted to make a record in case he didn't make it so people would know what going through his mind.
I think he was providing the commentary IN CASE he didn't make it.
I reckon he said "Do you have me in sight, sir?" because he'd lost the airport by turning away. That happened to me in training - altitude is quickly lost in the turn away and the sight picture is much changed.
Thanks Juan, great summary as usual and look forward to more info when it’s released! The PT6 is usually a pretty reliable beast unless mistreated- I have about 1800 odd hours on PT6A-42’s (Cheyenne III). Glad you’re teaching your son the right things to do: When I had 2 hours flight time, it was always “Aviate, Navigate, Communicate”.
With 28,000+ hours in everything up to and including 747-400’s, it’s STILL “Aviate, Navigate, Communicate”!
And WOW 😮 , that PC12 stall, don’t think I ever flew anything with a stall as nasty as that!
Outstanding discussion and presentation of flight conditions, thanks JB. Your attention to detail and insightful commentary of the incident is greatly appreciated.
Such a good, detailed analysis based on what can be known so far. I had my engine oil temp redline in unfamiliar airspace and a lot goes through your mind. I asked the controller for vectors to the nearest airport with maintenance facilities. He sent me to a rural airport that had no repair facilities, plus the runway had workers on the last 1/3rd of the runway. Very challenging, but I was able to land and call my mechanic. It will be interesting to hear from this pilot as to what happened.
He said the NG was 85% and thought it was recovering. Some folks think out loud in emergencies, like; Oh Shh. ATC would understand that. Prayers for the pilot.
You beat me to it. I seemed like he was thinking out loud, working the problem, and overworked. It's easy to say he should have done something else from the comfort of my comfy couch. He also may have felt some company pressure, lots of aviation companies are struggling. Land the plane now, wait, it's doing better so go back to the company hanger, oh crap, survive. He did, and the company has one less aircraft to store and maintain. Could have been worse...
docdurdin he needed to concentrate on flying the plane not telling ATC what he’s doing and what’s happening? Why does he need the packs? On aviate navigate and communicate right ? But we can Monday morning this to death prayers for him
He was putting information on record just in case. If you are single pilot and you have a cockpit voice recorder but no one to talk to, a cockpit voice recorder is useless.
can't commend you enough juan for all your solid content.
Agree 100%- I would like to know this pilot’s experience/total hrs and hrs in type- did a lot of thinking out loud with ATC
Yes, Juan; great job as always.
Thank goodness the pilot survived. I’m not in the industry but appreciate your perspective.
As the veteran ( I don’t like the word survivor),of a few engine outs in singles. Fly the airplane, Fly the airplane and then Fly the airplane! Nothing is more important than reaching a survivable flat spot.( not necessarily an airport) if you’re lucky enough to still have some power use it to get to that flat spot right frickin now. it may come in handy to get over last minute barriers. If anyone’s curious. Mine were. Lost windscreen, landed on Oklahoma ranch. Lost compression.landed in Kansas wheat field and lost prop blade (engine broke from three mounts) landed in somebodys back yard.FLY THE AIRPLANE.
Mike Maloney Ok Mike, now I am curious lol. “Lost windscreen???” In all of my years of flying that is a new one. And “lost prop blade”? This one isn’t hard to believe, but please do tell. Thanks! Glad you made it through them all.
I almost lost a prop blade in a C210... shook like crazy. glad you made it. great advice. I hope you keep buying lottery tickets.. :)
Mike Maloney: How many hours do you have. Ever wondered how many time Bob Hoover crashed before he became adamant about flying the plane thru the plane crash. That’s is the one thing he used to drill into people’s heads, fly it through the crash!
My best friend bought a C421 with newly overhauled engines. Swore it was the best investment he made until the 3rd month he had it. one of the engines blew, but apparently the mounts came lose and the motor somehow shifted. He said that his 2 business partners were trying to call their wife’s to tell them that were crashing, he was reassuring his customers that he had the best pilot... and his pilot was struggling to keep control long enough to get it on the ground because he could barely control it. Now he only charters turbines, won’t get in a piston
Wow Mike. Not sure if I should call you "Lucky" or "Tough Luck". Have you ever pissed off a "God" of some kind? Either that or you are a really nice guy "cause someone likes you"
Sent my daughter from Pendleton Oregon to Portland Or. on a Boutique Pilatus. I would rate them a 9.9 out of 10 for customer service and the aircraft looked to be impeccably maintained.
I as a pilot (and my daughters protector) did a partial exterior preflight as best I could via Ziess 7x40 binoculars from behind a fence at about 150ft. As I said the aircraft was very well maintained and clean. The pilot carried himself very professionally.
This guy sounded very professional as well … right up until he crashed it.
One of your best videos yet, Juan! I know some folks don't agree with the idea of dissecting an accident before the NTSB report comes out, but those reports often take forever and by the time they come out, people have often forgotten the accident and moved on. Besides, there are some accidents in which there are lessons that are pretty obvious, pretty quickly. This is such an accident. I am sure that the NTSB will figure out why that PT6 failed, but pilots care more about how the situation should be handled when it happens. Great research, great presentation. Thank you!
Lot's of lessons to be learned from this crash. This indecision toward diverting once the problem first appeared is something we have to fight constantly within ourselves. Same way, no need to pass all those infos to ATC (who did a great job, by the way). It is procedural. Even on our heavies we shouldn't wonder around when one of our engines start to play funny. Imagine that on a single engine aircraft... As pilots say back in Brazil, "quem tem duas, tem uma; quem tem uma, não tem nenhuma", or, in a direct translation from portuguese "who has two, got one; who has one, got none". Although I have some experience flying at night and IMC on a single engine myself and feel very comfortable doing it, it of course requires a quick response once things get weird, and I have my share of stories to tell. Great video by VASA and an excellent job by you again. Easy said than done, the engineers saved another pilot. But a lesson to be learned by us all. The PC12 pilot, to who we wish a quick and complete recover, for sure have learned.
PPL and long term motorcycle safety instructor. Love reviewing NTSB data as a learning experience. Really like your approach to reporting these. It’s always easy to hangar fly, when the fecal matter is hitting the rotary device it is real tough to stay ahead of the immediate situation.
"...LAND AS SOON AS PRACTICAL/POSSIBLE." The day I had an engine fire in a Navajo, I asked for vectors to the closest airport with a 3000 ft runway. It was a successful outcome, but I was strongly criticized by management for not flying an additional 7 miles back to the home (maintenance) airport.
That's the short version. Here are some more details:
I departed TEB about 10am local on an IFR cargo flight to Detroit. Climbing through 5,000 ft, IMC, we were in contact with NY departure and at that time of day it is like a very busy party line - everybody wants something from ATC. Then my copilot said, "Hey Mike, we've got an engine fire on the right side!" I looked out and sure enough - orange flames coming out of every opening of the nacelle. IDENTIFY (yeah it's that one over there with all the flames), VERIFY (it's still the one burning) SECURE. I did that too, throttle idle, mixture to cutoff, prop to feather, boost pump off, cowl flap closed. I had the copilot tell NY we had an emergency. When he did that, the party line went instantly silent and a different voice came on from ATC, "What is the nature of your emergency and what services do you require?" We answered the question and requested vectors to the closest suitable airport and a descent. "Turn right to heading 010, Morristown will be 12 o'clock and 3 miles. Descend and maintain 1,500; you are cleared to land any runway...." Then he gave us the surface wind MMU altimeter setting and the tower frequency - "contact them if able, but you are cleared to land." The rest was just like all the training flights we all have done, landing safely.
I was really impressed with how all the other pilots went radio silent, and the professional handling by New York departure. I could not have asked for better service than what we got that day. Hats Off to NY ATC!!
Friend of mine had something similar happen, in regards to the management complaint. He said to them, "ok, lets go up, I'll shut down the engine and we can try it your way." Guy didn't take him up on the offer or mention it again..in that case it was handling a soon to fail engine. Anybody complaining about landing at nearest location after any in flight fire not the result of being shot at shouldn't be in aviation, in my opinion.
Screw Management, they don’t have to raise your children. Neither management nor owners will ever push me to fly.
Fuck management, ALL if their concern was with Money and time. I told my wife, I bet the reason he tried for Dallas was he concern about management being pissed the schedule would be messed up.
My apologies for language, but to often part 135 pilots have to deal with horrible managers/dispatchers.
“You have chosen wisely.” I’m willing to bet your Co pilot didn’t criticize you. Nor your family and friends.
Put very simply- you did the right thing, AND lived to tell the tale.
Management can go jump with that attitude.
As a PC-12 pilot and B738NG/Max and A320 capt I thank you very much Juan for your beautiful video and messages😊
You’re a respectful, professional. It’s a pleasure to listen to your analysis. I bet you’re FO’s are stoked to get paired with you.
As always Juan a great dissection of the PC-12 incident. The pilot was definitely overwhelmed and in my opinion was more worried about the airplane and not himself. Engine out... land, land, land.
What an amazing, tough and smart aircraft. Seems it saved the pilot's life. I hope he makes a fast recovery!
Love this format, love the depth you’re sharing
Juan, I just love your videos. As a teenager, I trained as a glider pilot but have not flown a glider in excess of forty years. Life got in the way LOL. You not only report on situations but give explanations that mean that the ignorant learn about aviation. So many armchair aviators with so many answers. Thanks for the facts. As Joe Friday of Dragnet would say, "just the facts Mam".
Thanks for your excellent reporting and for making sense of the chaff.
I used to build cabin lighting for Pilatus , but so what... Great detail on this unfortunate situation. Thank Juan
PC12 is such a beautiful 😍 plane , If I had the millions for one, I'd own one for sure. Another great video and breakdown !
Juan, excellent as always. However this was most Excellent! Thanks for your time and efforts.Bob
Thank you, Juan! Not very often I listen very carefully to the very end what one might say. You are a mighty teacher!
Brilliant coverage again !
Another absolute gem, Juan. Heading to Patreon now!
Thank you for always sharing your analysis as always. Great job as always
Juan San, great segment as many others have commented here. I didn't have time to read the scores of responses yet, but having just watched your outstanding video and a number of the responses, the following comment flashed into my mind based upon my experience as both a retired Part 121 and a retired military fighter/attack/recce pilot: in any emergency the very first procedural steps are: 1. maintain aircraft control,
2. analyze the situation and take proper action, and 3. land as soon as possible. That encompasses the outstanding, life-saving priorities you have wisely instilled in your son: Aviate, Navigate, and Communicate. Keep up the good work, Brother!
I heard enough, once he left a perfectly good airport to try to reach DFW. Never ever leave a suitable emergency airport, in hopes of reaching another.
I know accident reviews are about learning rather than blame, but this was just horrible airmanship. Bad decisions, waffling over RT instead of flying the aircraft, and then the stall is just unforgivable.
We train for this. We practise this. A lot. You basically have one job to do with engine out on a single - pitch down for your required airspeed and stick on it. Pitching up thinking it will take you further is the action of someone who has never had any training.
Ng is the gas generator RPM (in percent) in the PT-6 (analogous to N2 in a single shaft engine). The PT-6 is a free air turbine engine and uses concentric shafts. The expanding gases from the gas generator turn a separate turbine that powers the propeller through a gearbox. Primary power setting indication is torque.
The PT-6 engines are very reliable and rarely fail. If you have a PT-6 starting to fail like in this case, it should be approached as a land as soon as possible. Easy for me to say but it is unfortunate he talked himself out of landing at Rockwall only 3 miles away. As it turned out he might have completed that landing before the engine completely failed.
That is exactly what I'd said. He should have downed at Rockwall!
Covering the chapter 3.4.4. of the emergency procedures, Juan was surprised about the instruction to "land as soon as practical", and so was I. Apparently, Pilatus judges a partial loss of power as a situation where they leave the impact of the power reduction and the risk calculation up to the pic...either land as soon as practical or escalate to as soon as possible...depending on what? The analytical talent of the pilot in an emergency situation and doing the 100% correct risk assessment? Later, and that part of the checklist wasn't discussed in the video, chapter 3.6.11 covering Engine NG, step 4 clearly states "land as soon as possible"....which, in this case, was the problem and the only right thing to do. Greeting from Switzerland, only 40km from the Pilatus factory :-)
if you only have a single shaft wouldn't that be N1 ?
I only had one PT-6 fail on me and it was at V1... damn thing. But for the rest of the 8000 hours it worked flawlessly. Love those P&W's.
NG N1 is gas producer NF NP N2 is output
Thank you for walking me through this, I find what can happen in the cockpit very interesting. Thank again.
NG is the gas generator rpm, analagous to N2 on a jet engine. ITT is Interstage Turbine Temperature.
ricm96 has it right.
Ng is the (core) gas generator. In a turboprop, Torque is the measure of power output absorbed by the prop.
If Ng decreases, the engine can not produce as much torque.
Watch Stevio Kinevo's videos. He always talks about NG on the TBM.
I guess Juan ment NG is the primary engine instrument on turboprop like the N1 is on Jet planes....😊 or EPR on the MD82!
Kelvin Gladwin
NG is pertinent during starts. Failure of Ng to accelerate during start is indicative of a hung start.
When setting power, the Torque indicator is used. ITT can also be a limiting factor when setting power, but Ng is not referenced when setting power.
Gianni Dameno S1nglengine
Except it isn’t.
Ng is NOT the primary engine instrument to set or measure power output in a turboprop.
Torque is used to set and measure power in a turboprop and is most analogous to N1.
Ng is analogous to N2, the core of the engine, the section that is the gas generator.
Thank you for the update Juan!
Alright - looks like you have a new camera. Thanks for the update.
Juan this hits home as I almost died at 21 when in a rental Bonanza my student pilot friend made a couple or 3 bad / delayed decisions, we landed on fumes in a declared emergency.
Quick solid decision making skills can make all the difference....!
As I pushed back from the gate in my E140, I started both engines, had a short taxi and I said the only traffic was a little airplane, the PC-12. We taxied right behind N477SS to R35L from DFW, and it all looked fine to us. I was ENY 4151. Crazy to think that I was one of the last people to see that plane intact.
Well done. I hope the pilot survives his injuries. He certainly had his hands full.
Been waiting for this video.
Fascinating! Appreciate the analysis for us non pilots. Best flight blog going!
Thank you for all your videos Juan!
as always competent assessment and background information. And Pete reiterating the priority order to become an old pilot ;-)
I was certified as an AV8B engine operator. We had to demonstrate “Manual Fuel Operation”. You essentially shut off the fuel control unit then controlled fuel to the engine with a hand throttle. First action turn the igniters on . Then move the manual fuel lever VERY carefully ! This is only performed to verify “Manual Fuel” functionality. Incorrectly done you could severely damage or scrap the engine. “Manual Fuel” was the pilot’s last chance to keep the engine operating. The AV8B is a single engine jet ground attack aircraft.
I personally thank you for this information. I respect this as a learning tool. Please dont let others with bad attitudes stop you from helping all of to learn. THANK YOU SINCERELY JUAN
Monday morning quarterback: Condition lever cutoff feather, flaps 40, firm surface gear down, soft surface, snow, mud or water, gear up, AofA slow diamond, touch down 73 to 75 knots. Push enabled 64 knots flaps 40.
Juan, you're a flight instructor extraordinaire!
I’m a better pilot now, from just watching this! Thanks Juan!
Oh yea and thanks Pete!
Thanks Juan, very educational for a GA pilot. Always good to see "Hot Shoe" Pete.
Watching the panel during the stall brought the video together. I’m doubting that I would be looking at the panel in this situation.
Great channel
EXCELLENT video Juan. I am curious if any Pilatus pilots will chime in and share their insight.
Well, I've been flying for longer than most pilots live and the mantra I've always heard is: Make a decision and don't change your mind and fly the airplane all the way to the crash. Another one along that line was when Rex Harrison trashed out a beautiful Ryan PT-22 by landing it 50 feet in the air over a perfectly good golf course.
Rex Harrison or Harrison Ford?
I know who Rex Harrison is!
Brother, we're old.
Awesome job Mr. Browne. Very informative with plenty of sources. I believe with an expensive bird like that it woulda made money sense to have a copilot. A capt in training sitting right next to this guy. He was probably dealing with the startle effect all the way to the ground. Glad he survived and look fwd to more info and the NTSB report. Thanks again. 👍👍✈️✈️🇺🇸🇺🇸
Always tremendous coverage and insight sir!
Best theme music around - - Love that sound when Your videos start !!
Juan: Great job on the narrative. Could you do a session on explaining the graphics from VAS pertaining to what the symbols mean? When I watch VAS videos I can't determine the airport from other indications. Thank you for what you do sir!
Sometimes when I watch them I'm not sure where North is. Is North always up in those videos?
souocara38able , North, is always to the top of the presentation. Smaller airports , are just a line, depicting the orientation of the runway. At larger airports, as you look over at DFW, you see the runways depicted, and the dash lines coming out from them, depicting the final approach course. They are 1nm apart, and can be used to provide a radar surveillance approach.
VASAviation has a video that explains the radar map: ruclips.net/video/J3NSzvVQAjU/видео.html
Amazing as always Juan!
stalling the plane on purpose was the hardest part of getting my ppl. so counter intuitive but so necessary. great video as always.
You're raising a great pilot! Your grandson is a smart boy.
Good job, Mr. Brown.
Best reply yet! Grandson, ROTFL
The PT-6 is flatlined at 1700 RPM prop speed when flying. Only the prop AoA adjusts the power when flying. So losing NG is a direct loss of propulsion force equivalent to that indicated on the instrument.
I should have continued..a loss of power in a turboprop can also be a result of the propellor pitch control - it's not necessarily the engine.
I very much look forward to your aeronautical research and investigations. Thank you, Juan !!
“Just declare the emergency, fly the aircraft” ..solid advice right there. Don’t bother explaining everything that’s going on to ATC and waste both your and their time. Let them know your 7700 and focus on the task at hand.
Great content as always Juan. Thank you for keeping all of us informed on what’s going on out there!
He said I have "pumps" on not props. It kind of cut out when he said it but engine issues call for fuel pumps and auto ignition ON.
Exceptionally good video Juan! Quite an eye-opener. I wouldn't hesitate to fly in a Pilatus. As you indicated, it is a safe and popular aircraft. I've seen videos of them operating in the mountains in Asia, short field approaches in the Caribbean etc which they walk. I wonder, though, whether the T-tail is a factor in that stall behaviour. The low wing shouldn't be a problem, IMHO. Regards!
Gracias Juan for the video. We all know deep inside how vulnerable we are when facing the unexpected so this is out of the equation. Aviation safey has been built upon us all being ultra-critical not hypo- critital. Hey I almost go seasick with so much video editing. (bad joke. Brilliant. Well done)
Juan, your video presence and professionalism makes you a premier broadcaster, far better than ANY of today's national media "stars". Networks better pick you up fast
Great analysis! Thanks for this study. The pilot had a responsibility to his employer let alone to himself to put that plane down asap. Engine fails never get better.
That's a properly definitive statement. "Engine fails never get better"
Good Job Blanco!! As usual
The psychology behind these decisions is so absolutely intriguing to me. Wouldn't you want to safeguard and preserve your life? As you said there was a runway right THERE! But no - with a sketchy engine he passes on that! I mean, this is mind boggling. Same with non-IMC rated pilots who can see the weather going downhill but KEEP GOING. Why?! Fantastic channel by the way! Have my sub!
-- Bummer! -- blancolirio, thank you for your analysis and review.
Young or inexperienced pilots will often talk their way thru an emergency. My belief is he is thinking out loud, and venting stress. I try not to be too hard on a pilot after their first engine loss. His adrenaline rush was probably massive which hinders the logic function of his brain. This is a physiological limitation and will become manageable with time. The company may need to rethink their training..... Just a thought.
Exactly what I thought. Adrenaline. I remember Al Haynes from United and the Sioux City Crash came to our Commuter company to talk with the pilots about how to handle emergencies and what he learned and he passed that information to us and I never forgot it. He said, "never raise your voice and get excited, talk your way through the emergency, because if you raise your voice the other pilots will ramp up their adrenaline and you will make mistakes, stay calm and live and work together". This is kind of what this channel is like too. So many pilots and thousands of hours of been there, done that. It is refreshing to see the positive comments.
also there is no flight recorder on board so reporting to the tower is a nice way of recording what is happening in real time so if the worst outcome happens there is some record of what was going on from the pilots point of view
Thank you to all the Patreons.
Does someone know if a pilot's relief tube is a common feature on many airplanes? Sounds sort of fancy compared to a Gatorade bottle.
patreon is a rackett
Fascinating video and excellent explanation of the stick shaker on this aircraft.
Thanks much! as you mention a SFO landing, preferred landing procedure. USAF taught me, With sufficient runway, aim to land 1/4-1/2 way down runway!
Should have declared an emergency gone direct to the nearest airport.
Always easy to shuttle in a few MM to for repairs. We don't care what airport you send us to, just let's have an aircraft in one piece to work on!!! Have tools will travel!!!
He put to much faith in the pc-12 engine sounds like to me. Lucky it wasn't at night
Are you serious? With 5,000' altitude, he should have shut her down, feathered the prop and set up on a straight-in approach, dirty her up and execute a dead stick 8-point roll. If Bob Hoover could do it, so could anybody crazy enough, with a malfunctioning engine, to fly away from a first suitable landing field.
Done and done ✅
In addition to land as soon as possible or practical, rotorcraft have a land immediately. Meaning put it down in a field.
The part where he says that there is a sound. Is that just from loss of Ng or a sign of something mechanically coming apart
looked like a very well researched, very logical , and visually confirmed explanation by a very experienced person to me ... not just an average armchair quarterback with no clue...TXX!!! Juan ...Pretty darn well done ..as usual !!..id guess that as a pilot id wanna get somewhere they could fix the problem but would just prefer to land safely in one piece... and would'a taken the closest field and STAYED with that decison..(hearing the instructor i had and the FAA designee that signed my cert )....ps ..its usually not a good day when you hear .."BRACE FOR IMPACT"
This learning excercise reminded me 1. Not lower the gear (or flaps) until final and 2. to dissipate altitude don't turn away from your landing site. I know this but in a time of crisis it might not be my first thought! Another important thought- how do I compensate for headwind/tailwind. Great learning experience despite the unknowns.
For helicopters manual operations is done in the acft I teach at FS almost everyday during the initial course and everyday in the recurrent course.
The Open Cirrus glider had a similar stall. You had to pull and hold the nose up to provoke a stall but when it stalled it went almost straight down. Similar height loss as well.
Awesome Session Juan!!
Thank You!!
Outstanding video Juan, very informative. I've heard that the PC 12 doesn't handle stalls very well. You have to be on top of your game to successfully come out of one with that airplane. That stall/recovery video was really an eye opener, in showing how violent the stall characteristics are in a Pilotus.
Excellent Presentation. A few things I can elaborate on as an experienced PC12 Pilot:
NG is the compressor section (anagalous to N2 in most jets), it's (mostly) irrelevant for power output until it drops below ~80-85% (flight idle), the primary power instrument is Torque, represented on the top-left of the engine instrument panel picture in your video. This isn't to say NG doesn't show you if you're making power, just that it's secondary to Torque when making power setting adjustments in-flight.
When/If NG drops below 80% uncommanded (while in flight idle) you clearly have an engine problem and should engage the MOR (Manual Override) lever, and if it drops below 60% you're now in "sub-idle" and will likely need starter assistance below 50% to keep the engine running (along with MOR lever operation.) I couldn't find it on youtube but at Simcom there is a video showing MOR operation with a test-flight induced FCU failure and the response of the MOR lever at various altitudes. Lower altitude = faster/worse NG rollback. We train with the MOR lever every recurrent in the sim.
When used with caution, the MOR lever is safe to operate in flight for training purposes. There's no way to simulate a FCU (fuel control unit) failure in-flight without a test-flight type setup. In the sub-idle condition the MOR lever can absolutely devastate an engine, which is why you always check that it is fully stowed during engine startup.
One more note on your video:
The pilot said "pumps on" not "props on", referring to the wing tank fuel boost pumps., not the prop heat. Typically we are trained to do this if we have a "fuel pressure" amber warning, likely as a result of a fuel filter clog.
I can (and shouldn't) speculate on 4 reasons for the engine trouble:
1) Fuel Control Unit (FCU) failure. The MOR lever should be able to rectify this to get the plane to a safe landing site.
2) Bypass valve failure. The BPV is intended to prevent compressor stall/surge. If it fails open, the compressor section will be bypassing compressed air back to the engine inlet and power may be greatly reduced.
3) High-pressure fuel pump failure. The engine only has one of these and without it there is not enough fuel pressure to feed the engine.
4) Clogged fuel filter. The bypass should engage, but this raises questions as to why it clogged in the first place, and if clogged, what sort of debris/foul material was being sent along via the bypass to the engine/high-pressure fuel pump.
His mixup of runway numbers is a clear indication that he’s overloaded. Part of the reason he’s overloaded, in my opinion, is that he’s talking way too much to atc. Just declare mayday, focus on the aircraft.
Yeah. He never even actually declared an emergency.
SFMC 98 When you do declare an emergency, it’s just you and the controller on the frequency. No other chatter. At least that is the way it was when I had an engine failure in a MU2 years ago and could not maintain the altitude assigned by ATC. They told me to stand by for lower and that’s when I declared an emergency and told them I was descending.
Love your videos Juan.
I have over 10,000 hours in a VW golf gti, 0 in an aircraft but this stuff fascinates me. Great content sir.