This is a great lesson about "gas" that I'm certain reflects your experience doing lots of ferry work -- you were ALWAYS mentioning fuel calculations throughout your many trips in the first book. That this was a guy with ATP rating and more than 17,000 hours in his log really should give cold chills to any pilot watching this.
@@KerryDMcCauley Why is it that when pilots are short of fuel many don’t reduce their A/S to max-range speed . It will give them more time to sort their charts and comms , as well as giving them that extra range which is needed ? It’s a bit of a rhetorical question here because I don’t think many GA pilots could tell you immediately what it is . Most would guess Vbg , but not be sure . I don’t know what it is for a 210 , however I’d venture about 10-12knts above Vbg -- It has to a bit higher than a power-off glide since the propeller needs to be producing thrust , rather than windmilling and giving drag .
@@davidwhite8633or you could use “Carson speed” I think I got it from Rod Machado. It’s 1.316 times Best Glide speed. Some call it…”how to waste the least amount of fuel while wasting fuel”
@@KerryDMcCauley I remember you from Dangerous Flights too! I’m SO GLAD I found your RUclips channel you’re such a great pilot & an inspiration to me as a young pilot! 😊 Also I’ve read both your books and loved them! 😊 Thanks Kerry! -Caleb’s Aviation RUclips channel 😊
This 17,000 hour pilot failed to properly plan the flight before ever taking off. There clearly wasn’t a proper evaluation of the weather at his destination, and there was no alternate airfield planned with the worst weather forecast to be well above the minimums for the approach to be flown. These guys jumping in the airplane, firing up the ipad, and go flying without any consideration for the “what ifs”. Not sure why GA pilots are so willing to accept such high levels of risk. Don’t know what CFIs and CFIIs are doing but they’re sure helping guys like Juan Browne and Dan Gryder have successful youtube channels.
Just a guess , but maybe most weren’t GA hours. It’s a lot different fighting it out down low in the clagg by yourself without a competent co-pilot , dispatcher , reliable turbine engine , at least 3 of every instrument you need, and a right seat who can access any any change in information for alternates plus a shitload of current weather information including pireps from other air carriers ahead of you on the same route !
He should have told ATC that he was on minimum fuel much, much earlier. And, tell them he's having possible navigation issues. ATC could have vectored him to the airbase much earlier.
Hey Kerry, I really appreciate you highlighting this sobering story for the benefit of all of us. I appreciate your mix of entertainment and information. Keep em coming, looks like you are only 50 subscribers away from your goal! I wish I could subscribe twice.
I can imagine it is very hard to fly in dark conditions and bad weather, all alone man man it’s like being lost in the forest if you lose sight once it’s hard to get back on track.
The clearance to Palomar while on missed approach from French Valley was going to take him a considerable distance north to the Paradise VOR before re-directing him south to Palomar via V186. I have flown that clearance to Palomar on many occasions coming out of KCNO. To backtrack all the way to PDZ and then to fly that clearance would have itself exhausted his remaining fuel. He also could have asked for an emergency approach into March AFB. At one time they had PAR approaches there in addition to ILS approaches to a 13,000 foot runway.
Yes, he made a good decision not to go to Palomar for the reasons you mentioned. Too bad he didn't ask for more help or at least tell ATC he had fuel issues.
So did this guy have a GPS? The way he was flying about didn't look like he did. At the beginning wasn't he setup for RNAV into French Valley? I am scratching my head. Thanx.
My buddy and I heard this guy coming into CCR Monday night. He couldn’t find the airport in VFR conditions. If you look at the flight track for Monday you will see he flew right past the airport. I’m thinking he was using an iPad for navigation. If he managed his fuel correctly he should have 5 hours on board if he had full tanks at CCR. I’m thinking rusty pilot and possibly his autopilot wasn’t working. Very sad for all involved (Family’s and ATC).
He didn't really fly like someone with 17,700 hours and an ATP. Might have gotten old or was tired. And yes, probably flying with an iPad which might explain why he couldn't take an RNAV approach. But I fly with an iPad as a backup and it works great.
@@KerryDMcCauley I agree I use an iPad as a back up. I have a P210 and have over 1000 hours flying it. He was flying like a low time pilot that was way over his head. The weather wasn’t that bad 500 OC is a pretty routine approach for a current IFR pilot. I’m thinking the iPad was the primary RNAV device he was using. We will know the answer to that because the airplane was intact. Thanks for the video, as a P210 owner/pilot it gets my attention when one goes down. Sadly it’s usually pilot error, it’s an easy airplane to fly as long as you are current.
hi Your videos are very nice, but I found some reasons why your videos are not being viewed. If you want, we can talk more about its problems. Waiting for your reply.
@@jaw065unless you’re cleared “straight/in” or on a NoPT segment (he wasn’t), you **are** required to do the PT, even if you’re aligned. It doesn’t always happen in general practice, but that is the rule.
I personally knew the pilot & have spoke with him on a number of occasions. I can confirm that plane had an old King GPS & doubt he had updated databases, I question if the GPS was legal for IFR. Makes me think he didn't anticipate going missed at F70 & that why he accepted the GPS approach into F70 then denied one into KCRQ
I don't think the pilot was panicky.. If at all too calm. But i think he was flying a plane with limited navigation and/or instruments with faults. A 17k pilot knows how to fly an ILS.
I agree he didn't sound panicky, but how do you explain his poor performance? A 17k hour pilot with ATP should be able to fly an ILS but he wasn't even close. It's possible he had equipment problems but not likely. Probably never know.
Man, this is so tragic. Miramar was right there like you pointed out. Just saying “fuel min” or “fuel emergency” and ATC would have helped him live another day. RUclips just recommended your video and I immediately subscribed. After reading your book “Ferry Pilot”, I knew I wanted to hear your input on all things flying.
This is a great lesson about "gas" that I'm certain reflects your experience doing lots of ferry work -- you were ALWAYS mentioning fuel calculations throughout your many trips in the first book. That this was a guy with ATP rating and more than 17,000 hours in his log really should give cold chills to any pilot watching this.
I know the saying is "speed is life" but maybe it should be fuel is life.
@@KerryDMcCauley Why is it that when pilots are short of fuel many don’t reduce their A/S to max-range speed . It will give them more time to sort their charts and comms , as well as giving them that extra range which is needed ? It’s a bit of a rhetorical question here because I don’t think many GA pilots could tell you immediately what it is . Most would guess Vbg , but not be sure . I don’t know what it is for a 210 , however I’d venture about 10-12knts above Vbg -- It has to a bit higher than a power-off glide since the propeller needs to be producing thrust , rather than windmilling and giving drag .
@@davidwhite8633or you could use “Carson speed” I think I got it from Rod Machado. It’s 1.316 times Best Glide speed. Some call it…”how to waste the least amount of fuel while wasting fuel”
Hey i remember you from the discovery show program, you're an excellent pilot, glad i found your channel, thanks!!!!!😁👍
Cool, thanks!
@@KerryDMcCauley I remember you from Dangerous Flights too! I’m SO GLAD I found your RUclips channel you’re such a great pilot & an inspiration to me as a young pilot! 😊 Also I’ve read both your books and loved them! 😊
Thanks Kerry!
-Caleb’s Aviation RUclips channel 😊
Great analysis. Sometimes in these types of situations the stigma of not wanting to "declare an emergency" comes around bites you.
This 17,000 hour pilot failed to properly plan the flight before ever taking off. There clearly wasn’t a proper evaluation of the weather at his destination, and there was no alternate airfield planned with the worst weather forecast to be well above the minimums for the approach to be flown. These guys jumping in the airplane, firing up the ipad, and go flying without any consideration for the “what ifs”. Not sure why GA pilots are so willing to accept such high levels of risk. Don’t know what CFIs and CFIIs are doing but they’re sure helping guys like Juan Browne and Dan Gryder have successful youtube channels.
17,000 hours? he didn't sound like he had 17,000hrs on the radio
I know, very strange.
Just a guess , but maybe most weren’t GA hours. It’s a lot different fighting it out down low in the clagg by yourself without a competent co-pilot , dispatcher , reliable turbine engine , at least 3 of every instrument you need, and a right seat who can access any any change in information for alternates plus a shitload of current weather information including pireps from other air carriers ahead of you on the same route !
He should have told ATC that he was on minimum fuel much, much earlier. And, tell them he's having possible navigation issues. ATC could have vectored him to the airbase much earlier.
Incredible lessons here. Ty Kerry
Hey Kerry, I really appreciate you highlighting this sobering story for the benefit of all of us. I appreciate your mix of entertainment and information. Keep em coming, looks like you are only 50 subscribers away from your goal! I wish I could subscribe twice.
I can imagine it is very hard to fly in dark conditions and bad weather, all alone man man it’s like being lost in the forest if you lose sight once it’s hard to get back on track.
The clearance to Palomar while on missed approach from French Valley was going to take him a considerable distance north to the Paradise VOR before re-directing him south to Palomar via V186. I have flown that clearance to Palomar on many occasions coming out of KCNO. To backtrack all the way to PDZ and then to fly that clearance would have itself exhausted his remaining fuel. He also could have asked for an emergency approach into March AFB. At one time they had PAR approaches there in addition to ILS approaches to a 13,000 foot runway.
Yes, he made a good decision not to go to Palomar for the reasons you mentioned. Too bad he didn't ask for more help or at least tell ATC he had fuel issues.
So did this guy have a GPS? The way he was flying about didn't look like he did. At the beginning wasn't he setup for RNAV into French Valley? I am scratching my head. Thanx.
I don’t know why the pilot was so hesitant to declare an emergency?
My buddy and I heard this guy coming into CCR Monday night. He couldn’t find the airport in VFR conditions. If you look at the flight track for Monday you will see he flew right past the airport. I’m thinking he was using an iPad for navigation. If he managed his fuel correctly he should have 5 hours on board if he had full tanks at CCR. I’m thinking rusty pilot and possibly his autopilot wasn’t working. Very sad for all involved (Family’s and ATC).
He didn't really fly like someone with 17,700 hours and an ATP. Might have gotten old or was tired. And yes, probably flying with an iPad which might explain why he couldn't take an RNAV approach. But I fly with an iPad as a backup and it works great.
@@KerryDMcCauley I agree I use an iPad as a back up. I have a P210 and have over 1000 hours flying it. He was flying like a low time pilot that was way over his head. The weather wasn’t that bad 500 OC is a pretty routine approach for a current IFR pilot. I’m thinking the iPad was the primary RNAV device he was using. We will know the answer to that because the airplane was intact. Thanks for the video, as a P210 owner/pilot it gets my attention when one goes down. Sadly it’s usually pilot error, it’s an easy airplane to fly as long as you are current.
hi
Your videos are very nice, but I found some reasons why your videos are not being viewed. If you want, we can talk more about its problems.
Waiting for your reply.
Wouldn’t you be expected to do the procedure turn at tiqmu seeing as how he wasn’t cleared straight in?
If you are heading in the same direction as the approach course a course reversal(procedure turn) is not required nor expected.
@@jaw065unless you’re cleared “straight/in” or on a NoPT segment (he wasn’t), you **are** required to do the PT, even if you’re aligned. It doesn’t always happen in general practice, but that is the rule.
I personally knew the pilot & have spoke with him on a number of occasions. I can confirm that plane had an old King GPS & doubt he had updated databases, I question if the GPS was legal for IFR. Makes me think he didn't anticipate going missed at F70 & that why he accepted the GPS approach into F70 then denied one into KCRQ
That makes sense.
I don't think the pilot was panicky.. If at all too calm. But i think he was flying a plane with limited navigation and/or instruments with faults. A 17k pilot knows how to fly an ILS.
I agree he didn't sound panicky, but how do you explain his poor performance? A 17k hour pilot with ATP should be able to fly an ILS but he wasn't even close. It's possible he had equipment problems but not likely. Probably never know.
it kinda does sound like equipment problems coupled with that gut wrenching feeling your fuel is getting too low in the worst conditions
Man, this is so tragic. Miramar was right there like you pointed out. Just saying “fuel min” or “fuel emergency” and ATC would have helped him live another day.
RUclips just recommended your video and I immediately subscribed. After reading your book “Ferry Pilot”, I knew I wanted to hear your input on all things flying.
Can you please define hard IFR? Is there soft IFR?
Sure, low ceilings at night.
👍✅ Another sad outcome.