Making Informed Decisions: Lessons from Fatal PA-46 Accidents
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- Опубликовано: 15 сен 2024
- In this episode of the Malibu Guru Podcast, Joe and Deanna discuss a series of accidents in the PA-46 world and analyze the common threads between them. They emphasize the importance of understanding the difference between engine failure and power rollback and the need for quick action in either scenario. They also discuss the significance of pre-takeoff briefings and verbalizing emergency procedures. The conversation covers the importance of feathering the propeller in a JetPROP, the higher risk of power rollback in turbine engines, and the need for proper fuel management. They also highlight the importance of understanding flight path markers and using them to make informed decisions during an engine failure. Joe discusses the importance of correctly flying engine-out scenarios and the risks of stalling during a steep approach. He emphasizes the need to practice engine-out scenarios and to avoid stretching a glide. The conversation then shifts to the recent fatal accidents involving PA-46 aircraft and the lessons that can be learned from them.
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Great discussion thanks 👍
Very well done! Everyone who flies even just “similar” aeroplanes should watch this.
Glad you enjoyed it! Thanks for watching!
There needs to be a Meridian guru as well
Well, we kind of hoped we filled that niche also, haha! We specialize in training and maintaining all PA46 variants and try to push content that represents the overall line, but if you ever want to see model specific content, feel free to send your requests and ideas to clint@flycasey.com!
Hi Joe, great refresher. With Ron Cox we always do a simulated engine failure and a rollback, many times 30-40 miles from the airport. Deanna, I have had the don’t make any engine changes below 500’since my student pilot days in 1974, good input.
Like Ron, we think these are great simulations and we also practice them from varying distances and altitudes so the pilots get a good feel for glide range and different visuals on engine out approaches. Ron is one of the best!
If you use Foreflight and have your glide ratio set in the settings (mine on the Jetprop is set at 18:1, but it will do 20:1 when at light weight. ) the beauty of the Foreflight is that you can have a glide ring that compensates for winds, always around your airplane. Sometimes the closest airport isn’t the best bet, it might be the downwind airport. The other thing is to have a VNAV set to the landing runway and you will always know if you will be short or have extra altitude. This is especially important if the winds at the surface are different than at altitude, this is normally the case as winds usually change at 2,000 AGL
Both great suggestions, Dave! I wish we had thought to mention the ForeFlight glide rings in the video, as that’s a tool we also always have open and available in flight. VNAV is also a good one that many don’t use to its full potential in normal flight, much less in an emergency.
How do you handle the excess AS at engine out? Trade it for altitude straight ahead or initiate a turning climb back and trade the AS in the climb?
I have been in turbulence in a Pilatus PC12 where the King 225 will disconnect, the takeaway is you MUST be able to hand fly in turbulence and not rely on any AUTOPILOT. If you can’t you must not fly IFR or in weather. By the way, My Jetprop King KAP150 will hang in there as long as the one in the Pilatus.
Absolutely! Being good at hand flying in turbulence is critical, no matter the autopilot!
Hi Joe. I know the majority of your listeners are probably experienced turbine pilots but there are those of us who aren't. I've heard of the manual override switch, but I don't know how it works. I also don't know the difference between engine failure and rollback. You seem to fall into the habit of assuming a lot of prior knowledge from your listeners and I wish you would explain more of the basics at the beginning of these conversations.
@@danielreuter2565 Thabks for the feedback! We do make some assumptions for the sake of brevity in this already long video, assuming those who have been through initial training in one of the turbine aircraft know what this difference is. For those not flying a turbine who are looking to move into one or are just curious, there is a free video on our website talking about the MOR system in the PA46s. You can check it out here: ruclips.net/video/sYLAqmuQDjI/видео.html
Thanks for the good feedback!
More money than brains and then you mix in weather with an airplane that regularly touted as an "all weather airplane" by salesman
We prefer to say “more money than experience” as we believe the general owner base of these aircraft are incredibly smart, incredibly successful businessmen with a high capacity for learning. Problems do arise when their experience does not meet the capabilities of the aircraft that meets their mission, but that’s why we take in-aircraft training so seriously.
You are correct, this is not an “all-weather” aircraft, but most aircraft aren’t truly all weather. However, this aircraft is highly capable in a wide variety of weather that other single-engine aircraft are not equipped to handle. Our role is to effectively teach what the aircraft is capable of and what its limitations are, within the boundaries of the pilot’s experience level.
After 15 min I have learned nothing. Is it worth watching?
Any of these aircraft using that crap SAF fuel?
As of this date, all PA46 aircraft are running on good ole 100LL or Jet A. We’re not sure if they’ll be approved for the SAF in the future.