Beechcraft KingAir 350 Crash at Addison NTSB Docket Review | TakingOff Ep 102

On June 30th, 2019, a KingAir 350, crashed 17 seconds after takeoff, killing all ten people on board. The crash got plenty of coverage in the days that followed, but now, more than a year later, the NTSB has released the investigation docket, and there are some things we can learn to make us better. In this video, we summarize the findings of the NTSB docket on the king air crash at Addison, Texas.
Special thanks to Joe Casey: flycasey.com/
And Martin Pauly: / martinpauly and direct link to the video we used clips from: • Multi-Engine Training ...
Link to Tom Clements article: www.kingairmaga...
Link to NTSB Docket: dms.ntsb.gov/p...
Link to Juan Browne of Blancolirio with Dan Gryder and the excellent AQP-V program that's creating a good grassroots movement: • Fatal King Air Crash A...
Sponsored by Wingfield Aviation-- trusted and transparent, exactly what you need and want for your aircraft maintenance. wingfieldaviat...
Flying Eyes sunglasses-- Dan and Christy both love the sunglasses and were customers before the sponsorship came along. Pick up your at: flyingeyesopti.... and use TAKINGOFF for a 10% discount!!
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[@chriswarrington108]

I am an airline pilot who just celebrated my 20th anniversary in the business. As such, I have been privileged to receive what most would agree is the finest and most thorough training available anywhere. I feel compelled to comment on this video to tell you that your attitude, delivery, and analysis are among the best I’ve ever seen in my days. Please sir, keep this content coming...for all our sakes.

[@TakingOff]

Wow, I’m very humbled by your words. Thank you.

[@aviationgaming1564]

Chris Warrington what airline do you fly for, I wanna be a long haul pilot for Qantas

[@arthurnied5500]

Unfortunately for part 135 and part 91 Pilots the training they receive is just FAA minimums. Your training far exceeds the FAA minimums. The training that this accident pilot had was completely inadequate for the scenario he faced. A simple thing like pitch may have saved everyone's life in this accident. A thorough revelation of the true cause is found in this video: kzbin.info/www/bejne/b2S7g2mAna1khpY

[@johnmarksmith1120]

Arthur Nied You missed the whole point.

[@danroll81]

I would like to second that opinion as an airline pilot who had some years on both commercial and business aviation even flew the B350 myself. Great video!

[@PiperAircraft]

As a pilot+investigator I recommend to read NTSB files. Everybody can learn a lot from that, regardless of existing experience.Great video, thanks Dan.

[@bernardc2553]

Yes unfortunately we CAN & should,someone that may have lost their life IS TRYING TO TELL YOU SOMETHING. ..and I walked..away. .knowing what THEY taught Me..

[@rubenvillanueva8635]

PiperAircraft - When I first began my career in ATC, reading NTSB reports was a "must do item" for me. Now, retired, I still read through them and learn.

[@arthurnied5500]

I read accident reports as well but if I may suggest training well beyond the FAA minimums could equip a pilot with the necessary skills to recover from scenarios like the one in this video. There is a movement going on right now to address this very problem and ironically it's the loss of insurance that is driving this. Part 135 operators will be shutting down if they are not able to train their pilots beyond the FAA minimums. Another video discusses the true cause of this accident and provides a very real and practical solution: kzbin.info/www/bejne/b2S7g2mAna1khpY

[@stevenwilgus8982]

I've not been flying for a while now I've had to have a longer period of non-flying than I like. So in preparation to returning to flying, one of my processes is to watch as many of these NTSB type videos such as he is doing. Right now I'm upwards 25. And I will not stop. Of course additional dual training to become more proficient, so has not to be one of those statistics. or actually to be a statistic, but be the kind that people look at and say " be like him ". And if there's one thing about arrogance that I've learned, it will always bite you in the ass. It never fails to do so. It may take a while, but it always does.

[@ytugtbk]

I downloaded and read it. Surprised by two things: 1. How well written it was, and 2. That it was only 22 pages.

[@bfalberg]

Well presented. The old saying, an amateur pilot is surprised when something goes wrong, a professional pilot is surprised when everything goes right I taught my multi students to expect an engine failure on every takeoff.

[@TakingOff]

Good words

[@TomPauls007]

My son (a commercial pilot) and I talk a lot about the high crash rate of twins after power loss (asymmetrical power). Your point is critical, as one has precious little time to go through the regimen of re-trim and power change on the good engine. These poor pilots were running the ragged edge of grace with a heavily-loaded plane; meaning VERY little time margin to adjust things!

[@ag4allgood]

​@@TomPauls007

[@TCovey210]

Being a Part 91 BE350 Pilot this accident had me really thinking procedures. First flight checklist can take 30 minutes if done to complete understanding of what you are doing. Auditable click, could you have forgot to arm the auto feather ? These pilots died to make me a better Pilot. I will honor them in not making the same mistake.

[@panam4974]

March 6, 2021 - I just tripped over the news of the Addison incident today, fumbled around, and fell into your video. It's great. Though my parents offered to pay for pilot lessons when I turned 16 (1970) I never took them up on it - I don't have the right personality to be a good, solid pilot. In your video you managed to educate me a great deal about flying and it's fascinating. My godfather was a pilot for 60 years - he was methodical and thorough and that served him well. I've subscribed and look to learn a lot more from you and other pilots. Thanks!

[@navymt2005]

Probably one of your best videos ever. Well done, Dan.

[@paulhutton8784]

The Co-Pilot was my first flight instructor. He was an awesome young man! I can't imagine him not following the rules.

[@stevenwilgus8982]

Yes it's hard to imagine someone that we know and dare I say it may even care for, making bad decisions but I'm afraid that it does happen. Sometimes we defer to someone who has tremendous experience and we erroneously think that it is superior judgment. I suspect that your friend or your instructor, deferred to the judgment of the very high time pilot as I most likely have done and would do myself. And watching so many of these types of videos on KZbin from the National transportation safety board and other pilots, it's inevitably in every case a series of mistakes and errors and bad judgment that leads to a fatal outcome. In this case failure to adhere to the use of the checklist that I think is going to be found to be the greatest and most likely most insurmountable cause of this fatal crash.

[@billythekid3234]

@@stevenwilgus8982 I'm also very concerned about no flight/ takeoff brefing. Maybe the pilot said it's my plane just moniter only.?

[@generalrendar7290]

I took a multi-engine plane cross country to update the avionics and my chief flight instructor over-rode me to our line services and had them fill the plane up to where it was overweight by a significant margin and I was pressured by him and the chief mechanic that this wasn't an issue and that we'd be in weight and balance by the time we landed and this way we'd save on fuel. "60% of airlines take off overweight", and this guy has 20 years of aviation experience on me so I conducted the flight. It turns out that nothing happened but I felt miserable about it the night before and during the IFR takeoff. The tendency to go along with the more experienced people is strong. The captain likely didn't ask or give permission for flying help at all.

[@rotorheadv8]

He bowed to the very senior pilot’s lead. No an unusual circumstance.

[@dks13827]

@@rotorheadv8 what about the pax?? what about them???

[@bilhep]

In addition to being a pilot, I'm an Air Traffic Controller. I love these kinds of reports and, like you, it has a humbling effect for me. Keep this up!

[@TakingOff]

Thanks William! What part of the country you in?

[@bilhep]

@@TakingOff Helendale, CA, near Edwards AFB

[@cbshomebizplane]

Great review Dan I had an incident with couple of pilots in the Army I was a flight engineer on the CH47 Chinook helicopter they were going through their procedures and we take off, I also kept a checklist after a while I tell the pilots I hear a sound like screaming in the back we set down they didn't shut off the APU, ( auxiliary power unit) they said chief why didn't you tell use, I said you see those two booklets on the instrument panel they are called checklist use them. Most pilots in my unit loved flying my aircraft I was and am meticulous and kept all manuals updated I don't care how many times I fix something I use a manual wether plane or vehicle we are all human and we make mistakes but lot of times it's not just our life on the line. God bless you 🙏 for both your channels.

[@rickborrettjr6810]

Charles, this 101st Soldier appreciates your thoroughness, having ridden on those birds countless times.

[@dobiedude7479]

I worked on Chinooks in Germany. I was a structure repairer. I jumped out of a couple too.

[@cbshomebizplane]

@@dobiedude7479 well I jumped out of one once and thought they are up there with heat I am down here 30 below zero, no brainer stay in the aircraft with heat LoL. Yes I had 9 years in two crashes in the Chinook first was mechanical failure and the second one pilot error had to have my back fused but couldn't pass P.T. test because on a profile.

[@lawrencethompson465]

Attention to detail. Attention to detail. If I heard it once while in the Army 50 some years ago, then I heard it hundreds upon hundreds of times. It served me and those with me quite well. To this day, even while driving or working or whatever, it pops into my thoughts. I’m sorry for those souls onboard who paid for these mistakes listed. Thanks for posting this.

[@snaproll94e]

One of the best objective reviews of an accident with the emphasis on understanding influences and how they affect the situation. Not judgemental, educational. Well done Dan. It was apparent from the opening this came from genuine concern.

[@albriseno2428]

One of your best, if not the best, video you have produced. The content was sobering but necessary if we are to remain safe pilots. Good job.

[@TakingOff]

Thanks Al!

[@flyman1185]

King Air 350 pilot here. The checklist for after start and before taxi in the 350 is extensive. I sometimes accomplish it before my passengers show up. I only accomplish that particular checklist once a day if I have several legs. This accident didn’t happen because of a skipped checklist. After this accident I attended SIMCOM for recurrent training. The instructor set me up in the accident scenario in the sim. He didn’t let me recover until the aircraft had rolled 90*. At the recover command the aircraft recovered normally with normal inputs. I don’t know what procedures the accident crew used but the 350 is an extremely well designed and forgiving machine. I fly single pilot and often bring my students and friends along. IMO- the pilot flying froze and the pilot not flying did not intervene. God bless the lost and their families.

[@TakingOff]

Thanks for sharing.

[@flyman1185]

Thank you for an accurate aviation video.

[@brianberezowski5352]

An AWESOME video. So informative and educational. I am a 59 year (young) student pilot with only 39 hours logged. I am always looking to learn more about and understand the theory and various concepts that separates a good pilot from an exceptional pilot. I think it is quite simple ... check lists and "attention to details" ... paying attention to ALL the details from training, flight planning to preflight, walk around, start up etc ......... to landing, taxi and engine shut down. Actually, the "attention to detail" "formula" can be applied to any profession. LOVE your videos. A big THANK YOU for sharing your experience, enthusiasm and passion for safe, fun, professional flying. Two thimbs up 👍👍 from Thunder Bay, Ontario Canada.

[@TakingOff]

Thanks Brian! Glad you’re learning to fly. Let us know when you get your certificate!

[@tonyfookes217]

Love the content Dan and the respect you show to all concerned. Knowledge is never free and often comes at a cost...sometimes very high. The best respect we can show is by learning and acting on the experiences left behind by others. Love your family and love your flying..!!

[@marinerguy79]

It's tough and painful to review these, and it makes my heart ache for the families of those involved. But it's an important thing to do to keep improving aviation safety.

[@DosJof5118]

Dan thank you for that sincere overview of a tragic accident. I'm a retired Air Force loadmaster with many years and many hours of strict checklist usage. It has become an ingrained habit of survival. I recently started training towards my own pilot's license, moving up front so to speak. I am appalled at the lack of checklist usage by GA pilots I have flown with and especially the lack of emphasis by my CFI. Many things contribute to safe and unsafe flying and by all means, checklist usage is not a cure-all, but it is just basic good common sense.

[@terriecotham1567]

Well said

[@mjl1966y]

I grew up around airplanes and my Dad taught me when I was a boy - checklists. Respect the air. She'll kill you if I don't. So it was ingrained in my mind at an early age and I too have been surprised to see the disorganized mentality of some GA pilots. In my opinion, the PRIMARY benefit of a checklist is that it puts your mind in Pilot Mode. It gets you thinking and focusing on the task at hand: flying. Everything else must be put in a box and thrown on the ramp. You're flying now. There is nothing else. And here's the thing that Dad said that really stuck: She does not care if you have 10 hours or 10,000 hours. Do it by the numbers. Every. Single. Time. Master switch on: check...

[@pagefoshee6067]

I am not a pilot but your presentation is so precise and lucid that I learned a great deal from watching it. My godfather was a GA pilot who once showed me weightlessness at the top of a climb - he wasn't "cowboying: the plane, just gained a little, and then dropped a little bit of elevation. I must have been about 20 years old. I asked him what he would do if he "got into trouble." His succinct answer was, "I don't get into trouble." I knew exactly what he meant, as he was one of the most precise and careful pilots I've ever known. He was always on top of the plane and and its pre-flight preparation.

[@williamparker917]

I'm a new student pilot, when taking off my instructor requires me to have my hand on the throttle until I'm at least at 500 AGL to prevent throttle migration. Also requires it on landing incase i need to add a lil , or do a go around.

[@francisconti9085]

My instructor taught me the same, *also to keep hand on throttle develops natural muscle memory/keeps student from pulling MIXTURE accidentally

[@patrickbarrieu839]

William, I have been thought the same way since day one of my training. With 400+ hours now I still keep my right hand guarding the throttle until safe altitude. This video is just one more reminder of why we do and learn things a certain way, and how important it is to keep them as a habit.

[@maxp9919]

My instructor taught me the same and I still do it even after having my license for 8 years now. It's just part of my takeoff flow.

[@terriecotham1567]

As new pilot on taking off the Cessna. Seat became un latch after rotation I kept climb out normal until i reach a safe level and then reset the seat. Years later working for 135 i found the seats had wh at was a safety tipe of seatbelt lock to keep the seat from moving to the real on takeoff. You never know when a wild card will pop up in Aviation

[@AdAstraPerLamma]

This is not the correct procedure for the King Air 350. Hands come off the power levers at V1. It prevent you from Instinctively pulling back the power levers to abort the takeoff after V1, which is a big no no.

[@RMR1]

"We are going to beat this into your brain at the same place in your brain where 'Mary Had a Little Lamb exists.'" LOL! That's hilarious -- but a great way to put it. You know exactly what he means. This checklist will become as second nature as every nursery rhyme you learned by heart as a kid. Awesome video, by the way.

[@prestonmiller9552]

The way you described everything in this video and the words you chose to sum up with would earn this video an academy award for best content. It was simply excellence in presentation of, as you described it, "a serious and sobering subject". Possibly one of the best explanations of what can go wrong if we are too lax in our procedures. Training is not something we do one time and then we know it all. There is always something to be learned about flying no matter how long we have been at it and sadly we can learn from the mistakes or bad experiences of others. Thanks for all you do and may everyone who sees this video take it to heart. It is excellent! Thanks Dan!

[@TakingOff]

Thanks for the very kind words Preston!

[@geraldshaw5587]

Appreciate the effort you are making for Aviation Safety. There are so many things here that can be said it would take a week in ground school and simulator to cover them. I was based in Addison for a long time and flew several types of aircraft from there, flying under Part 91 and Part 135. I was also a Check Airman and Instructor in several jets and props. I flew with Howard several times in Jets. I just want to pass along some general direction and guidance that I was taught, and teach, and practice in over 50 years and 22,000 hours of flying. 1. FLY THE PLANE. Seems simple and natural enough, but seems to be a factor in many accidents. 2. FLY AS YOU TRAIN AND TRAIN AS YOU FLY. We have excellent training facilities available. We all sometimes seem to think we know better than the Manufacturer, the Test Pilots, Instructors, Accident Investigators and knowledge accumulated over decades. There are, as always, some exceptions and improvements to be made. 3. SLOWDOWN.. We are all in a rush way too much. I've watched on the ramp airplanes begin taxing with baggage doors open, GPU;s still attached, chocks still in, etc. Pressure on getting in the air as fast as we can. Passenger pressure. Pressure for making the flight on time. Dispatch pressure. 4. CHECKLIST AND SOP'S. Always. For any Aircraft. No short cuts. Thank you, from an old pilot.

[@TakingOff]

Thanks Gerald. Great words.

[@Bill_Woo]

Howard reputedly disdained checklists. CVR did not show that he did any that day, nor review failure procedures and division of duties. Also SIC's wife said that Howard forbade SIC from touching controls when there were passengers. FWIW, per reports.

[@arthurnied5500]

It seems that part 135 operators are facing an industry shutdown do to insurance companies not just increasing the premiums but reducing the liability amounts to the point where they will no longer be able to conduct business. The insurance companies are not at fault. The increasing and horrendous rates of not just Hull losses but also fatalities is driving that. There is a movement right now to try and avert that disaster and try and keep more pilots alive. They are building voluntary training based upon maneuvers from accidents like this one. This video not only identify details in this accident you won't see elsewhere but has some terrific Solutions. It's definitely worth a watch: kzbin.info/www/bejne/b2S7g2mAna1khpY

[@andik2329]

As a retired military pilot: Always keep your hands on the throttle during takeoff and in the traffic pattern / approach. Lower the nose to gain speed.

[@AdAstraPerLamma]

This is 100% wrong. At V1 hands come off the power levers and go to the yoke. Period. If you have an engine failure after V1 you are treating it like an in flight emergency and continuing the takeoff. There is no reason to have your hands on the power levers, as it encourages a bad reaction, that is to instinctively abort the takeoff after V1, which is wrong. I’ve had power lever migration in the King Air 350, and it’s simple enough to recognize it and to place you hands back on the power lever to advance it.

[@arthurnied5500]

@@AdAstraPerLamma you may want to reconsider your training. This scenario required a pitch down regardless of throttle controls and the pilot in this particular accident actually pitched up. There is a group that is developing training Maneuvers that go beyond the FAA minimums so that if a pilot encounters a scenario not provided in their FAA minimum training standards they might have a better chance of surviving. Give this video a look kzbin.info/www/bejne/b2S7g2mAna1khpY and let me know what you think.

[@mjl1966y]

@@arthurnied5500 Concur. I've only flown single-engine props, but my hand is on that throttle until I am in the air, away from the ground and trimmed for climb. I understand that on the heavy iron, you take your hands off once the gauges are lined up, but that's in a scenario with auto-throttle. You don't wanna interfere with the A/T. Last time I checked, King Air doesn't have one of those. :)

[@cesarsoto4769]

The day I took my multi-checkride my DPE pulled up the video of this accident on youtube and asked me what I thought happened. I’d never forget this day since this accident is a reminder as to why proficiency, following checklists & procedures and having good judgement is crucial when flying. P.s. I passed it and am currently working on getting my multi engine instructor cert.

[@arthurnied5500]

The true cause that led to this accident was not checklist although that could reveal an attitude from PIC. As it turns out training to adjust pitch for this scenario does not exist at least through FAA minimum standards. There is a group that is addressing the necessary training to deal with scenarios not found in the minimum qualifications to help Pilots survive these kinds of scenarios: kzbin.info/www/bejne/b2S7g2mAna1khpY

[@jameshyatte7230]

This has to be one of the best aviation videos I have ever watched. Well done , a lot of care was put into this.

[@TakingOff]

Thanks James! I really appreciate the compliment.

[@locustvalleystring]

"...humble myself, commit to being better..." Words to LIVE by, literally. Thanks for your thoughtful analysis.

[@KenPryor]

Excellent video. Congratulations on the 25k subscribers! There's a reason you have that many and the reason is you produce excellent content.

[@TakingOff]

Thanks Ken! Means a lot.

[@sttvoyager1727]

I appreciate your "humble" nature towards the importance of following procedures when flying. The professional nature of the UA Jumbo 777 take off out of Denver to Honolulu with a full number of passengers on board and a blown engine cowling and a fire illustrates the importance of training, training, training and following checklists. Great issue. you earned a new subscriber!

[@TakingOff]

Thanks for the compliment and encouragement. Really appreciate it.

[@jeffsuriano629]

Your thoughtful analysis and presentation caused me to reflect on my 30 year career, and I'm not even a pilot, I'm a paramedic - paramedics practice continuing education, we are recertified every two years, only after demonstrating clinical sophistication and technical competence through a vigorous didactic and clinical process. You remind me of the best instructors, who invite us to think of ourselves in the light of the mistakes that others have made so that we can improve ourselves and avoid such mistakes.... You made it very clear and easy to ask myself a question, how would I look to an investigator, did I cover all the bases, or was I acting like a cowboy. Thanks for what you do, and the way you do it.

[@hyweltthomas]

I read a book called Checklists by Atul Gawande a long time ago and he goes into the background and history of the use of lists in every field, including aviation. There's a very good reason for them and the fact that these experienced pilots ignored them and made no provision for weight is gobsmacking.

[@jetsfan1957]

This was the BEST video on the subject that I've ever seen!!!!... Don't stop!!...

[@TakingOff]

Thanks.

[@SkylineBaronPilot]

Great video! Checklist is crucial and abort plan reviewed before each takeoff. My multi engine instructor drilled that exact routine into my brain. Blue line directional control. Mixture, Prop, throttle. Flaps up, gear up, pump on. Identify, verify, feather. Thank you for sharing!

[@TomPauls007]

And level off at power loss! Sounds obvious, but…

[@SkylineBaronPilot]

@@TomPauls007 yep... agree ....

[@douglascloud4484]

Dan you did a great understandable narration in explaining of this incident my prayers go out to all the lives lost, Your description, hopefully will save lives in the future, thankyou for this video.

[@AirplaneAcademy]

Fantastic and sobering summary. I'm new to your channel and am based at KADS. You're right, there aren't many options when taking off if you lose your engine. I climb out at Vx because of this to get as much altitude as I can. Tragic accident... thank you for your summary.

[@donalddodson7365]

What an excellent lesson. My life has been involved in mishap investigations since the 1970's. While your excellent review of this plane crash addressed this scenario, your points are just as applicable to medical malpractice, officer involved shootings, falls from heights, and all other catastrophes. Train for it, plan on it, prevent it and survive it. (New subscriber after your interview with Juan Browne.) Thank you.

[@hanschristianben505]

hi sir, much thanks for the video I fly King Air 350s also here, can’t say for the other more experienced guys here, but, according to my training from FlightSafety, and based on the manuals, the landing gear should be retracted immediately after positive climb rate (its actually part of the memory items), the flaps retraction is only done after the airplane accelerates to V2+9 KIAS before accelerating to our blue-line at 125KIAS that’s why we prefer flaps up takeoff because it gives us less drag to deal with (and in turn, less thing to worry about) in an engine out scenario

[@fun2drive107]

My background was flying and I was trained to conduct accident investigations as part of the accident investigation board in the Air Force. This required training and a team effort. As a civilian instructor as well I made sure students knew what to do in case of problems like mentioned in this video. If you don't have a plan you don't have a clue. In the Air Force this was also the case and checklists not being used as an FAA pilot of military pilot is simply reckless. I have lost exactly two engines flying. Because of being prepared it was a none event in both cases. The PIC in this accident had some very bad habits that a check pilot should have caught and required retraining on. Loss of 10 lives a great airplane and the public perception that light aircraft are unsafe is a tragedy.

[@TranscendianIntendor]

I had the opportunity to fly the piston predecessor of the King Air in IFR conditions for about 20 minutes. Queen Air. I have great respect for those who can hold their altitude perfectly hand flying in IFR conditions. But what I meant to say was that Fun2Drive is correct in saying that the King Air is a great airplane. It is my thought that to crash one would be almost hard work they are such good airplanes.

[@kcimages5157]

Just found this Channel , what a fantastic job you do ! You make these videos impossible to skip with the great manner at which you present the information ..

[@TakingOff]

Thanks, Im very honored.

[@johnroland686]

As a King Air 350 pilot I have been looking for the findings of this crash. I think your video was really well done. There was no doubt a very small window for success in this crash. It just goes to show that you must do every thing right to save your life. Being overweight with an aft CG, especially with an engine failure did not help. Pilots, please don't succumb to owner pressure. Be professional, be smart, be alive.

[@redwatch1100]

It's worth it to build a channel on the tragedy of others. It saves lives. Don't feel bad about it. Your videos could have already saved lives and you don't even know it yet.

[@sofializzy4519]

I go watch take offs & landings at Addidson... Great explanation and fabulous attitude. I'm an RN and I learned when I was a baby nurse to grow through mistakes. We are all human. Mistakes are a given. Use them as learning/growing experiences. I taught that to my boys. Thank you for this video. I really appreciate it.

[@TimAyro]

Live right next to ADS. Saw the aftermath. Thanks for this video. Been waiting for the NTSB docket for a while now.

[@SmittySmithsonite]

Great job on this one, Dan. Very well done. KZbin decided to turn off my notifications, and I can't get them back working again for some mysterious reason, so I'm a little late here, and probably missed a few more. Anyway, I remember hearing about this the day it happened, and seeing the news footage. Sad and tragic, no doubt. Thanks for sharing all the latest NTSB docket. The more we learn, the better off we'll all be.

[@TakingOff]

Thanks Smitty. Now you can back and watch what you’ve missed!

[@fpvrcstuff]

I think all pilots should have to read the checklist out loud when carrying passengers' Period! Six minutes doesn't even give the engines time to warm up. This is why the airlines have such a good safety record (PROCEDURES)!

[@CAPFlyer]

Typically, turboprops and turbines don't really need to "warm up". The reason the NTSB focused on the time was whether the crew rushed or skipped procedures. Not that the short time span may have contributed to the engine failure.

[@TakingOff]

There was no evidence of a runup either, which is recommended for the first flight of the day in that type aircraft.

[@Bill_Woo]

As well, when crewed, PIC should review duties and an emergency plan for a failed T/O. It seems that was not done, maybe the worst thing of all - and MIGHT have effectively led to SIC neglecting to monitor the throttle lever. I posted a long comment and reply in this video going over this and other items in the docket and my admittedly partially speculative interpretation.

[@calvinnickel9995]

I’m a current 350 pilot and 6 minutes is more than enough time. It doesn’t include a run up, though, but our maintenance department does our run ups for us in the wee hours of the morning.

[@bdon661]

You discuss the apparent lack of checklist use and the click heard during the engine failure sequence. I flew BE-300's in Afghanistan as a civilian contractor and we had a handful of "old guy King Air pilots" who had thousands and thousands of hours of King Air time but their recurrent training wasn't particularly formal or regimented and they had developed some REALLY bad habits as a result of that. I observed two bad habits that were shockingly consistent among guys who had been flying King Airs most of their career: 1. Lack of checklist use, and 2. An aversion to the Auto Feather system. There's no justifying or explaining lack of checklist use in an airplane like a King Air. It's a big, complicated, fast, and capable airplane - the checklist is one of the most foundational barriers to mistakes that lead to accidents. There's just no excuse to not use the checklist EVERY TIME in an airplane as sophisticated as the King Air. The aversion to the Auto Feather system is one that really had me scratching my head and I asked about it. All of the guys that "didn't like it" had these 3rd and 4th hand urban legends about it activating on takeoff when both engines were running fine. I scoured the NTSB statistics and only found one accident that listed possible undue activation of Auto Feather. I wonder if the "click" was the Auto Feather being turned on (or maybe the Rudder Boost) in hopes of it saving the day during an engine failure. As a middle aged guy with a ton of hours, I always look at accidents like this one and remind myself - "Don't Be That Guy". Use your checklist, procedures, systems knowledge, common sense, and experience.

[@TakingOff]

Thanks for sharing!

[@Paul355c]

Well done, Dan. Thanks for doing that. Even though I don’t fly a twin, there’s still a lot I took away from that.

[@flightpro42]

Corrections from a KA350 instructor (me): takeoff after V1 with engine loss, manufacturer immediate action items: 1. Pitch 10 degrees 2. Gear up at positive rate. 3. Maintain v2 until 400 ft AGL, 4. Confirm feather. KA350 has an auto feather system (as you mentioned) so the need for manual feather is unlikely. We do have a takeoff commitment speed (V1) which would have been around 106kts, and we don’t recommend “landing back on the runway” after that speed.

[@flightpro42]

Also, re the audible click, there is an audible click every takeoff at wheels up, it is the j-hook releasing from the landing gear handle which allows us to select gear up. Not sure if this is the one that was recorded, but thought I would mention it.

[@arthurnied5500]

Yes the training does specify pitch but in this scenario what was required was a few degrees pitch down and everybody might have lived. Unfortunately that is not in the training. There is a group that is studying these accidents and creating maneuvers in order to train beyond the FAA minimums. Part of the impetus to do that is the catastrophic loss of insurance coverage for part 135 operators. Here's a little bit on the concept: kzbin.info/www/bejne/b2S7g2mAna1khpY

[@flightpro42]

@@arthurnied5500 the 10 degrees is there to give you approximate v2 initially and it does work. We also say to modify that pitch as needed to target v2 but it is usually within a couple degrees of the initial 10. Clearly pilot control was an issue in this case.

[@arthurnied5500]

@@flightpro42 did you see in Juan's video where they pulled the data out on the altitude graph while they were climbing?

[@flightpro42]

Arthur Nied I’m not sure where that data came from but I have to disagree with his comments on the training. I can’t speak for all instructors and schools but as an instructor at one of the training centers he mentioned, I am not restrained nor do I confine myself to engine failures after V1/prior to Vr, and in fact we are encouraged to train various scenarios including weight off wheels, x feet AGL after takeoff, etc.

[@captarmour]

Fantastic Video!! Sometimes we need to look at things from a simple common sense position. The first thing is to fly the plane. That means as well as keeping the wings flying by holding the pitch for the right speed with the elevators, we need to keep going in the right direction by STOMPING on the Runway(runway to my right, I stomp the right rudder) just like we stomp(step) on the ball! If not enough runway left to land we may as well pull up the gear as some take quite a few seconds to retract, if we have a copilot let him check that all levers and switches are set for max power, because we don't want to shut down a good engine, and if its bad, verify it and feather it to get rid of drag. by now the gear should be fully retracted so now we can start doing some checklists(memory items first!) to make sure we've done what we supposed to have done...

[@JonMulveyGuitar]

My instructor is all about the checklists. This was an excellent clip! Well done!

[@TakingOff]

Thanks Jon!

[@aky19832001]

I've been waiting for a professional to review what went wrong. Thank you

[@ptt3975]

Great job. Amend your intro- it was the PIC who said What in the world not the co-pilot. And the co-pilot said, You've lost your left engine. For the PIC to be bewildered tells the whole story.

[@TakingOff]

Not sure what you mean? In my intro, I'm the PIC and say "What int he World" and then continuing the story I say "the copilot say 'Ive just lost...'" You might watch again??

[@jimmonti]

Good review Dan. Also, Juan ( of Blancolirio ) has a good review from a couple of days ago showing Dan Gryder talk about a viable solution that would work. AQP-V explained. As a 500 hour pilot, I realize that the FAA has us train to a "minimum" standard, and there are a lot of things we can do badly as a part 91 or 135 pilot. And some specific training in certain areas could make a lot of difference. For the Addison accident, one point was made from the report, that the pilot raised the nose with the turbine problem, instead of flying at "blue line", meaning the plane will fly on one engine easily, but the speed has to be reached quickly (in this case, requiring the nose to be pushed down). We all need to add AQP to our training regiment (like fly the proper speeds in the pattern, either taking off or landing).

[@TakingOff]

Yes, and really in this case, it wasn't flying at blue line... nose over immediately and land straight ahead and everyone has dinner that evening.

[@jimmonti]

@@TakingOff Yes... very true. I finished my Private at Addison in the 90s and a friend of mine owns Optisky. So I have been preached to about getting to blueline in the twins. and to best glide in a single. And there are few options for off-field landings from the south side of Addison. Just big buildings.

[@TakingOff]

@@jimmonti When you watch the surveillance video, he still had a lot of runway in front of him when the problem happened.

[@jimmonti]

@@TakingOff Oh yes... I totally agree... If he had caught things early, just set it back down... No-fault getting it stopped to see what's up. I have had two aborted takeoffs' years back, and I have practiced them since the real ones, for training.

[@Banshee365]

There is really no standard in part 91. I am prior airline and now fly part 91 corporate. I operate the airplane and my crew like an airliner. But, I will say that the standard of competence to pass a part 91 PIC type rating checkride is super low. In the airlines, if you mess up more than one thing twice or two things once during the entire ride you fail. Period. I’ve seen guys that can’t even hardly read an approach plate pass a PIC initial type rating. The training centers judge of the crew can make it work between the two of them rather than testing each pilot individually. It’s time for real standards to come to part 91. The insurance market had already gone nuts. How many more accidents littered with unprofessionalism is it going to take to change the joke that is part 91 training requirements.

[@davidallen9526]

Dan, I have to tell you sir how much I appreciate all your doing here. I am new to your channel and as such, I'm still navagating thru your productions and the value it brings to all of us. Job well done sir! I do not have the experience and time under my belt that most of your viewers have. I fly ELSA and own a small aircraft. But I guess we all share our own piece of the sky with each other. It seams to me that your willingness to find and to share good content is high on your agenda. Unlike some of the channels that may have a highly value in production (they tell a great story) you blend all of that and in addition bring valuable education that we can all benifit from. For that you have my thanks. Keep up the good work as it is a benifit to your viewers. Blue Sky's and Tail Winds.

[@TakingOff]

Thanks David! I really appreciate the encouragement. Btw- what’s ELSA?

[@davidallen9526]

@@TakingOff Experimental Light Sport Aircraft. The type of plane is Flightstar 2SL.

[@TakingOff]

Ah, I use the term LSA all the time. The “e” threw me.

[@SergioNayar]

Awesome video, great explanation, and conclusion! Kudos!

[@vanallen9453]

...well-done Dan...reminds me so much of the similar horrific accident in Wichita, crashing just after takeoff and sudden loss of the left engine, resulting in a very quick and tragic descent straight into the nearby Flight Safety building ..

[@TakingOff]

When was this?

[@georgealdredge2806]

@@TakingOff Oct 2014 - That was a King Air 200

[@vanallen9453]

See Wikipedia ...Crash at Wichita Flight Safety 2014

[@WolfPilot]

Great video Dan! Congrats on 25K! Should I send a cake to the studio to celebrate? This is a new genre for you. Did you attend a class at the Browne School of accident dissection? My two huge takeaways from the brief were 1. The pilot flying PIC had a bum leg and could not have stomped the bad engine. 2. The PIC had a reported habit of not guarding the throttles during takeoff. He would have both hands on the yoke. I have no doubt that you and I are both better pilots because of this tragedy. Breaking the chain has never been more important.

[@TheFlyingController]

Great video...Really makes ya take a step back and think, especially before flying next...at least it did for me.!

[@drkatel]

You're an excellent teacher. Having knowledge doesn't mean a person can impart that knowledge to others, but you are skilled. 👍🏼

[@TakingOff]

Thanks DrKate!!

[@michelleperry7774]

I knew 2 of the passengers on board. Very sad that children perished too :-( I have been following this crash for past year for updates to see what the investigation results are, thanks for video

[@TakingOff]

So sorry for your loss.

[@MadisonsCuteShirtTryouts]

Great point on failure vs suspected power loss.

[@billnicholson2470]

Very well done Dan. What a shame this happened. Congrats on 25k.

[@mjl1966y]

You are absolutely right - Once that NTSB report comes out, THAT'S when we need to have the conversation.

[@calvinnickel9995]

I clicked on this with great interest since I’m a King Air 350 pilot with over 2500 hours on type. First there are a few things that need to be clarified. The King Air 350 has a MGTOW takeoff weight of over 12,500 pounds. Unlike other King Airs.. it HAS to meet balanced field requirements and Net Takeoff Flight Path.. which is a real world performance (it assumes less than optimum aircraft and pilot) segmented climb that must clear all obstacles in the takeoff flight path single engine and requires a specific procedure to do. There are pages and pages in the AFM dedicated to each segment of the climb for different weights, winds, altitudes, and temperatures. On a V1 cut, you call engine failure, max power, positive rate, gear up.. and you target V2 rather than blue line to 400 feet. You do not retract flaps if you had them extended for takeoff. Accelerating to V2 is done at between 8 and 10 degrees of pitch while raising the dead engine and inputting rudder for about 1/4 ball/brick cross control to the good engine. At this point you identify the failed engine, and verify that it has failed, is autofeathered, and is not on fire. If all three are true. The engine is effectively secured. If it is not autofeathered, you must manually feather it which as a single pilot will be very difficult and with two pilots impossible without the second pilot having training on type and having a fully understood takeoff briefing. At 400 feet you level off by going to a 5 degree pitch attitude and accelerate to V2 + 9 which usually corresponds to Vyse when at max gross and retract the flaps. If the engine is on fire, this is where you do the fire drill (condition lever cutoff, manually feather, firewall valve, extinguisher) After the airplane is cleaned up, you begin your third segment climb at Vyse (Vxse is the same speed) to 1500 AAE and set max continuous power, secure the engine, declare the emergency, run checklists, brief passengers, etc. Regarding autofeather and rudder boost. Auto feather is a switch on the pilot sub panel and should be part of a pre-takeoff check and that the system arms with power lever application before committing to the takeoff roll. A caution light will annunciate saying autofeather is not armed if it is off. The rudder boost is a dusty locking switch on the pedestal. The rudder boost like the autofeather does have a caution light associated with it if it doesn’t work. The autofeather and rudder boost system should be checked on a daily run up. I don’t typically do a run up because our maintenance dept does daily run ups and thus a 6 minutes from engine start to takeoff is totally feasible, we have had the system fail before so it’s a good idea to at least test the autofeather system (30 seconds or so) before every flight. I did a sim ride with a V1 cut and autofeather failure with flaps approach and it is an absolute handful. I didn’t crash but I was right on the razors edge-especially since you can’t retract flaps before V2+9. When considering a runway right on the edge of performance (say.. the opposite threshold is displaced due to crack sealing and it’s right on-but not under-you accelerate stop distance) I will always choose a flaps zero takeoff over a flaps 40. Better to go off the end at 50 knots than pile into it vertically at 100. We operate our aircraft two crew and it is more like a Part 121 operation than a Part 91 or 135. The US ex-airline pilots who ran our sim were very impressed with our SOPs and briefings. However.. coming to the final part of my long discourse is the PT6 is far too reliable. I’ve never had anything even approaching a precautionary shut down never mind a hard fail in those vulnerable few seconds just after takeoff. I’d like to think I could do better than this guy did but I definitely can’t say with 100% certainty that I would. Similar stories of very experienced pilots succumbing to instrument failures make me wonder how much of aviation actually runs on pure luck... .. so long as all engines are operating and we are on the magenta line coupled to the autopilot, we remain ignorant yet confident in our abilities. The modern cockpit breeds complacency and it’s very difficult to remain vigilant.

[@TakingOff]

Thanks Calvin for the very thorough explanation. Appreciate you taking the time to write.

[@AdAstraPerLamma]

Came here to write basically this same thing. I was in a bit of disbelief when he suggested that the proper action would be to chop the power on the operative engine and land straight ahead.

[@calvinnickel9995]

@ w0355195 One thing to remember.. and it has stuck with me for a long time. Safe isn’t always legal, and legal isn’t always safe. Another thing. Skin, tin, ticket.. in that order, always. Control of the aircraft with an engine failure in that situation was obviously beyond this pilot’s mental and physical capabilities. The aggressive rotation likely robbed energy from the aircraft and also exacerbated the left yaw (it requires a significant amount of right rudder already on a normal takeoff roll and climb) which he had no way of controlling. Had the guy closed the throttles and landed straight ahead, likely everyone on board would have survived. From where the plane impacted there is about 2500 feet of remaining runway and stopway at the airport-or roughly the standard landing distance of a King Air 350 over a 50 foot obstacle. If you ever find yourself in a multi engine aircraft with an engine failure and control cannot be maintained.. closing the throttles and landing straight ahead is always the best option. Best to contain the error to the destruction of the aircraft rather than the deaths of everyone on board. All you need is a 500 foot slide for a survivable deceleration at these speeds. Anything involving a stall or a spin will have an excessive vertical component and even though it is at a lower speed.. you have almost no distance to stop. Instantly fatal.

[@arthurnied5500]

According to this video which focused on this particular accident it seems that pitching up was the final nail in the coffin: kzbin.info/www/bejne/b2S7g2mAna1khpY

[@unusuallatitudes8918]

​@@calvinnickel9995 We'll have to agree to disagree. You can't have this both ways. What you've just described is basically a betrayal of the standard that you and I have both trained to, and suggesting to other pilots that it's the safer or more prudent option, or an option at all, is doing them a great disservice. But you want to play Monday morning quarterback, I'll play along. What are the chances that a pilot who was clearly inadequately prepared for the emergency and already task saturated is going to be able to regain control of the aircraft and safely put the plane back onto the remaining runway? I'm going to say little to none. Maybe they would have survived. Maybe not. And what about at a different airport? On a different (shorter) runway? Different wind conditions? And any other number of different variables. And you expect someone in an engine-out emergency to analyze all that data and make that decision on the fly? No. We train AND fly to ONE standard because you can't possibly account for all of the possible variables and make an informed decision on the best course of action every time. After V1 you have an inflight emergency. Period. If you choose to deviate from that, then it's about what you can justify to the FAA during the investigation. Say you manage to get the plane back on the ground, but you pile through the perimeter fence into a parking lot or a building and kill 10 people on the ground? "Mr. Pilot, why didn't you continue the takeoff after V1 like you trained to do?" Now you've killed 10 people, destroyed the airplane AND your ticket is pulled. There is a reason that we don't train for "pull the power off and land straight ahead" scenarios in the simulator. As far as the FAA is concerned, it isn't an option. The data that the FAA based the balanced field length concept off of shows that, in the vast majority of cases, the safest course of action was to continue the takeoff and treat it as an inflight emergency. The sad truth is that some people are just inadequately trained to handle these emergencies. They are the ones we read about in accident reports. They are the minority statistics. The outliers. I think it's frankly unprofessional to even suggest that the safer scenario could be to abort a takeoff after V1.There is a reason we brief this before literally EVERY takeoff, and make sure that both pilots are on the same page. If I heard someone at my company voice your opinion, I would refuse to fly with them, and suggest remedial training. I'll be damned if I'm going to be fighting someone for control of an airplane at 300' agl when I'm intent on taking it into the air and they're trying to put it back on the ground. No thanks.

[@SlantAlphaAdventures]

I'm new to the channel but I appreciate the reverence with which you treated this subject. I'm a simulation enthusiast, not a real-world pilot, but I appreciate the opportunity that a tragic event affords the aviation community to learn and improve, and I think your video did a great job keeping within that spirit.

[@harlandfazardo799]

I know pilots that read the checklist out aloud even when flying by themselves.

[@TakingOff]

Yes, I know I do. However, sometimes I've caught myself saying it without really doing the checklist item. Glossing over it.

[@dobiedude7479]

A company that I worked for a couple of years ago had voice and video recorders installed. These would be downloaded to the head shed and reviewed. And pilot who did not read the checklist items aloud would be terminated.

[@AirKaos]

Lol me

[@calvinnickel9995]

Often checklist use is a crutch that gives a false sense of security if not used right. The worst is a single pilot who does a checklist as a “read and do” checklist. These are often very long checklists with killer items interspersed with redundant things and if a pilot is rushed or distracted they will easily skip items or lose their place or offer a conditioned response. A better system is a “flow and go” or mnemonics. You do all of the things you need to do, then use the checklist in a “challenge-response” technique like a two crew environment (or have your safety pilot read it out to you). If you get interrupted, redo the checklist or hold it (physically hold it.. or stuff it between the power levers so you won’t advance them without dealing with it), or complete the checklist and then deal with the interruption (aviate, navigate, communicate, in that order, always). But even the King Air 350 is terrible. The electronic checklists you can key HOTAS are absolutely brutal. No joke.. it says things like POWER LEVERS - APPLY TAKEOFF POWER BRAKES - RELEASE AIRCRAFT - ROTATE

[@adriangpop]

Way back in 1992 as a co-pilot on a B727 taxying out at Heraklion in Greece, I elected to call out five incorrect call-outs on the pre-take-off checklist. The checks were correct but called out erroneously. Having arrived at the holding point, I played back the walkman to a stunned Capt & Flight Engineer. Complacency IS A KILLER.

[@johnbolin7098]

Whether pre-flighting and flying at my local airfield or operating my sim at home, I confirm with the checklists. No exceptions. In this case, a checklist may not have changed anything.......but maybe it would have. Those passengers entrusted the PIC and co-pilot with their lives. I knew a very capable pilot long ago who flew with the same cavalier attitude towards flight protocol. Very nice guy personally. I flew with him twice, thought about it and never flew with him again.

[@Bill_Woo]

Not only checklists, but procedure and duty review with SIC for plan of attack during unplanned events - and shockingly, MOST fundamentally, for failure immediately after liftoff. Failure to do a checklist or *procedure review* including specific responsibilities may turn out to be the most culpable factor here, as SIC seeminly did not monitor throttle, IFFFF migration was the failure trigger.

[@Nate_Higgins]

This may be the best flight accident analysis video I've ever seen. Well done sir.

[@TakingOff]

Thanks Nathan, very kind of you.

[@paulw.4834]

This was presented with great respect & sincerity. Dan, maybe a series on how a co-pilot can handle a situation where he's not comfortable with procedures of the pic... especially if pic is older &/or more experienced. You could call it "Crew Coordination & Mutual Respect".

[@petertarantelli]

Very good analysis of the incident. Tragic outcome.

[@BrentHumphreys]

Well done. Great thought-provoking material

[@peterbustin2683]

These NTSB reports make me more nervous of flying - but im not a pilot ! Whats happened over the last few days with United and the engine failures on 777's is a case in point. Excellent video, tastefully done !

[@TakingOff]

Thanks Peter!

[@trumpsmessage7777]

Well done video. This crash has haunted me since it happened. I took my main fligh instruction out of Meacham Field in Fort Worth in 1976 and later we lost a student pilot one day who forgot to raise his flaps after a touch and go and I never forgot the feeling it could happen to anyone.

[@jameshaas5922]

I just subscribed, really strong presentation! Thank you for that. We trained for roll-backs in the PT-6 caused by Py leakage. This would present as an N1 decrease with no associated power lever movement. The leak could occur anywhere along the Py line as it runs forward to the primary governor/TQ limiter or in the FCU itself. Our (military 200 series) procedure includes raising the failed engine (raise the dead) while applying rudder displacing the trim ball 1/2 out to the operating engine while executing the memory steps. But, as your featured CFI mentions, we all fall to our habits instead of rising to expectations. Stay safe!

[@blave549]

Excellent debrief on the accident. Thanks.

[@MichaelLloyd]

If I had one complaint about learning to fly in the 80's it's the way checklist usage was taught. We used them but once the ticket was in hand it wasn't stressed during the BFR. I like using the checklist but if I'm completely honest I am probably not as diligent about using it as I could be. Some of that is familiarity with the aircraft (C172). I pretty much have the checklist memorized by now. I subscribe to Kathryn's Report. It's not fun to read the stories at all but there are lessons to be learned in all of the reports. Speaking of that, another King Air went in recently. From what Juan Brown showed on his channel it "looks like" an engine out, rollover, into the ground... We won't know until the NTSB is through. This is a great video Dan. They sure didn't have much time.

[@TakingOff]

Thanks Michael.

[@stevenwilgus8982]

Superior judgment trumps superior skills every time. That is an absolute truth. Air force study showed that older pilots while not having faster skills sets as far as reaction times was true, had better judgment that precluded the necessity for using those superior physical skills. And I read about this back in the '70s. I hate to say it but it sounds like there was a cockpit resource management issue that was initiated by the left engine loss of power. I am definitely going to re-watch this, probably more than once additionally because there's a lot contained within this episode. I tell you I'm becoming a huge fan of yours. Well done sir and keep them coming.by the way I'm a private pilot single engine land with an advanced ground instructor certification. but I'm never too arrogant to learn. Because my real life job is as an intensive care registered nurse, and boy oh boy like aviation you really have to stay on top of your game in that arena.

[@TakingOff]

Thanks Steven!

[@ag4allgood]

The plane is heavily loaded which I have read carrying more than double the fuel needed to reach their Florida destination from that Addison Texas airport to save fuel cost ( cheaper fuel at home field ). With the landing gear still down the drag was significant even if that anti prop drag switch was not engaged. Plus an airport without open areas around if you do have takeoff engine failures. It like Murphy's Law happening on this flight. 6 minutes to do a checklist & make sure your ready ? If the senior pilot is in a hurry I hope the co-pilot would be vocal to settle everything down. Both going over the checklist one by one. If the plane is much lighter the stall speed would be lowered & more time for the pilot to correct for engine loss. Saving money is not always a wise choice.

[@JKDFlyer]

Single engine planes are proving safer than twins in GA. I would never own a twin. Excellent work on your video trying to prevent mistakes and save lives is noble.

[@calvinnickel9995]

Yes. There definitely is a higher risk. You combine especially an older underpowered piston twin like a Twin Comanche or a Dutchess with a private pilot who doesn’t fly very often, and you have a plane that is more than twice as likely to have an engine failure (fuel mismanagement is much easier on most light twins) and can spin you into the ground. Even if you are smart and put both throttles to idle if recognize you are in over your head, your plane is carrying the extra weight of another engine and prop plus all of the associated extra fuel, structures, and systems which mean your approach and stall speed is going to be a lot faster than a comparable single engine plane when facing a forced approach. This is why turbine singles have become so popular. Super reliable, easy to fly, impressive performance to get out of the icing and clouds and into the flight levels, and in the extremely unlikely event you have an engine failure.. you can probably glide not only to a safe forced approach.. but an actual runway.

[@AMoose454]

Extremely well done video and extremely well spoken. Your channel will be super valuable to pilots. Subscribed!

[@TakingOff]

Thanks Alex.

[@jacobcaldwell9048]

Great video. Taking the time to seriously and solemnly look at accidents is a difficult thing to do well, but I agree that sometimes we need to look at these to become better pilots. Thanks.

[@arizonapilot1]

Absolutely outstanding presentation. Very thoughtful, organized, relevant and compassionate toward the pilots, passengers, and their families. I am ATP rated and very much appreciate the refresher and your excellent communication skills.

[@TakingOff]

Thank you for the kind words.

[@noblevengeance312]

I fly out of this airport, I’m over at thrust. I started my training in January of this year. The hangar was repaired by the time I started flying here. If you are taxiing and looking at the large black hangar, you can see where the panels were redone if you’re looking at it from a sharp side angle, maybe about 10° almost looking directly down the wall. Really sad accident, my school is on taxiway Romeo, right after the hangar if you’re taxiing up towards rwy 33. Tragic accident, thanks for making this. This just proves how complacency has no place in this profession, it means the difference between life and death here.

[@komrad1983]

Sums it up. When I studied that case and then later tried it on flight training device I only was able to "live" through it after 4-5th time. Matter fact it was going directly into the same hanger in the sim. It's a combination of weight, timing, Addison obstacles, the wrong foot after failure etc. Pretty much I was able to hold it only if I would yank the right rudder the very second of power loss, followed by gear up the same second and a level out in pitch to gain a bit of momentum, despite of the oncoming buildings up ahead. This is why I always say that eveyr takeoff you HAVE to anticipate the failure and know what you will do every moment of initial climb. Do the emergency briefs, guys.

[@walterfink9782]

When I was learning to fly, going over any and all needed and/or required checklists, was done every time I flew. Everytime! Even if I landed, left the plane for a few minutes, and took off again. I even, in that situation, did a walk around. And I did the checklists out loud, even when alone. I probably checked everything twice. Better to be safe, than sorry. Sure, after awhile, these checklists are memorized. But, I always read the print and followed what it said to do. It's easy to fall in a rut, and maybe even skip a few things. Not me .

[@mjl1966y]

I learned to fly when I was ten (before I learned to drive) My dad drilled it into me: checklists. Every time. Years later, when I was in the Navy, I was taking some additional lessons and we landed in Visalia for a quick break. For me, if the engine stops, you start all over from the beginning. As I was going through my checklist, the CFI reached over and cranked up the engine. Never flew with that guy again. People take our excursion into the air for granted. We don't belong there. Enter with great respect and humility. You keep right on with those checklists. Not only does it confirm your procedures, it gets your mind right.

[@walterfink9782]

@@mjl1966y Thanks. It doesn't take any more time to do it correctly. It an save your life, and others with you.

[@keithgray7361]

So much respect for anybody who looks at the bigger picture... of course there is speculation and suspicion, but when the analysis is done... you are still looking at root cause.

[@bogatron69]

A PT6 failure below blue line is a bad day. Those engines are some of the most reliable available.

[@alanaspurling6469]

A good friend of mine instructs in the C-12 version of the Super King Air. She runs power reduction drills, and it surprises me that it’s really common the times that she’s got to keep a large guy from stomping the wrong rudder pedal.... in spite of her pre drill briefing....

[@seeingeyegod]

aileron pedal huh...

[@alanaspurling6469]

Lol.... sorry, I blame the heat

[@robertlong2854]

EXCELLENT PRESENTATION! I’m a multi-engine student and I’ve been asking different instructors why this happened? Could the plane have been saved? Why didn’t they do the “procedure” like pilots are trained to do...or did they not have enough time to do it? This crash is textbook for losing a critical engine...the plane yawed and rolled just like the books say it will do. I recently asked another instructor the question, “what happened in Texas?” He said, “Human Error!” And unfortunately, it seems that’s exactly what happened. As pilots, we should never be in a hurry and think we are above checklists...they are designed to keep us safe. Thanks for your presentation.

[@TakingOff]

Thanks Robert.

[@AnthraciteJZA80]

Awesome video! Love the content. Just enough, informative, to the point. Keep more coming!

[@ianw3294]

Really enjoyed your presentation from Queensland Australia.

[@TakingOff]

Thanks Ian! Dream trip of mine is to travel to Australia.

[@jan3195]

Wonderfully done, Dan - thank you.

[@EightiesTV]

I didn't hear you mention anything about why the left and right engines are not equal and why a left failure is worse than a right failure. That's very important.

[@TakingOff]

That's pretty much the whole point. NTSB has not revealed yet. So Im presenting the evidence they've collected, and avoiding speculation.

[@timothymiller5975]

Hey Dan. A king air 300 is a transport category aircraft. No “chop and drop” after takeoff. There would be a V1 speed, or commitment to flight speed. Great video!

[@calvinnickel9995]

Not a transport category aircraft. I believe it’s commuter category. But you are right. After V1 you are committed to flight. The only reasons I would reject above V1 is for control loss or structural failure.

[@generalrendar7290]

I start with directional control rudder, pitch blue line, mixtures, prop, throttles full forward, flaps up, gear up, dead leg confirm dead engine, affected throttle back, prop feather, climb at blue line and return to land or pick the best place to set down.

[@musoseven8218]

Excellent! Wise words all the way around - much food for thought too. "Don't try to remember the check list, the flip list is there for a reason, equally during high work load, near to the ground, don't check list yourself into the ground; aviate, navigate, then communicate". Also when climbing, landing and/or near to the ground, and taxing, hands should be on stick and throttle.

[@jeffsuriano629]

After I watched your video I couldn't hit the subscribe button fast enough. Thanks again.

[@TakingOff]

Thanks Jeff! Hope you like the channel.

[@thomsghost769]

your narration skills and passion are exemplary

[@martinpauly]

Good analysis and good comments, Dan. There's a lot we can learn from reviewing accidents, if we apply the right mindset: "This could happen to me" - so what do I need change to make that less likely? - Martin

[@Hawker900XP]

Nice summary. Tom is Mr. King Air.

[@TakingOff]

We'll have to have him on the show.

[@melvinelder3587]

Keep up the great work on the videos (very sad that this keeps happening but it helps when people like you make videos on it to have people better understand it)

[@TakingOff]

Thanks, will do!