C 310R Engine Failure After Takeoff

[@danroll81]

Proficiency. I'm an airline pilot, have multiple jet type ratings and international long haul experience. I lost my job during the pandemic, have not flown anything for 1 year and 9 months and I decided to go to a flight school and do a flight review on a Seneca along with an Instrument proficiency check. Have not flown piston aircrafts for over a decade and boy I tell you I felt like a student pilot, but I did get back my rusted multi-engine piston skills and confidence as an aviator, and that took self aware, humbleness and a bit of effort to get out of my comfort zone and be safe. We pilots need to take upon ourselves to be proficient, do not rely on your previous experience, your skills DO decay!

[@FlyWirescottperdue]

Dan, Excellent story! Thanks for sharing!

[@alanmydland5210]

Mine are way decayed, never to fly again, don't care!!🤣

[@CyberSystemOverload]

If theres one thing that jumped out at me its the people who rushed towards a burning plane and pulled two fellow humans out, saving their lives. I hope they were recognized for this and given some kind of award. I stand and salute them.

[@paulleblanc4653]

I am 77 years old, replaced my 14 year old lawn tractor, had to practice various different controls , functions and placement on new tractor. Simple but muscles need practice. Love you’re channel.

[@johnyoungs7453]

I had a catastrophic engine failure with the port engine in a rental C-310 decades ago, taking off from Monterey (Calif) airport around 2 or 3 in the afternoon. The engine suffered a broken connecting rod and as the shaft rotated, it shoved the broken end right through the side of the crankcase. Made one helluva "BANG" and showered the left inboard engine and wing with black oil. Feathered the prop, declared an emergency, and came back around and landed. Taxied in on one engine & shut down. No biggy, actually, but it sure came as a surprise...!! This was 1976 or 77.

[@Parr4theCourse]

Good job recapping this, I’m not multi rated and learned quite a bit!!

[@rickrickard2788]

And have a fairly decent channel yourselves!

[@Parr4theCourse]

@@rickrickard2788 Thanks, we have a long way to go to get anywhere near Scott’s caliber!

[@richardjensen2769]

Never have heard a clearer "explication" of the Whys and Wherefores that caused Burt Rutan to build that funny-looking Boomerang.

[@Parr4theCourse]

@@richardjensen2769 TRUE!

[@Jjhu617]

Great review, Scott has a way with words that don’t offend or judge but at the same time brings forth all the details….

[@ProbableCause-DanGryder]

Excellent work!

[@kevgardner8548]

This video is so much more than an accident recap. It’s a tremendous training aid for those seeking a Multi rating, as well as those who already have one and desire/need proficiency training. I’ll be passing it along to my students and recommending it to future ones. Great job!

[@steveperreira5850]

Scott is the best! He not only talks about the problem, he identifies what needs to be done to prevent this from happening to you. It won’t happen to me because I’m never going to fly a twin, too much to do when something goes wrong with one engine. You are better off in a single engine aircraft and no engine then you are in a twin with one engine. The record shows You are more likely to survive in the single. Of course there are reasons to have twin engine airplane, I’m not wishing to ban them or anything like that.

[@kjelle5350]

Newer airplaines have auto feathering of the failed engine.

[@mylanmiller9656]

@@steveperreira5850 Any time a Aircraft goes faster it will hit harder. There is a lot more chance of surviving a piper Cub crash than a jet.

[@edb7742]

@@kjelle5350 Interesting, that could be a life saver.

[@MattyCrayon]

Awesome analysis. Very sobering to think of what training and practice is needed to keep proficiency up. I just had my biannual and could see the deficiencies that have crept in, even though I’ve had regular training over the last two years. I’m definitely gonna be taking up an instructor regularly. Even if I think I know it all, which I don’t, because I think we’re always learning.

[@dandaniel439]

Fantastic video. I am a multi engine rated pilot but never flew ME after my ME checkride. I have always known that I needed updated training if I ever flew ME again. This is a reminder why I felt this way. Great work, Scott.

[@6sofar]

18:40 - amazing commentary " we just have a memory that we used to be good..." wow! 40 seconds of the most valuable and poignant commentary I've heard in a long time. This advice is applicable to life in general, but especially to anyone who engages in high risk/low frequency activities. Thank you for your Insight!

[@igclapp]

Yes, exactly. If I haven't flown in 5 years, I could probably write down all the steps to take in the event of an engine failure on a piece of paper after thinking about it for a minute (long-term memory). But that's not the same as being able to do it immediately and completely in 5 seconds. In order to do it quickly and correctly, you need recent practice (muscle memory). It's also essential to do a pre-takeoff brief so that your emergency plan will be in short-term memory.

[@AY-nr5uy]

Thanks!

[@budowens6478]

Good job explaining how this accident happened. I’m a private pilot and owner of a Cessna 172, I will not fly with other pilots with their airplane, it really seems like they panic and lose control but that’s easy to say when I’m sitting in my living room.

[@sheldonholy5047]

It’s a good idea to be careful about who you fly with. I am for sure. Some private pilots are not exactly ahead of the game, that’s not to say I won’t screw up, but I don’t want to be involved in a crash because of someone else’s dumb mistake.

[@Saltlick11]

This was really good. I owned a 414 for about 10 years and was always anxious about this very thing happening. I understand that in the pilot's situation he probably became so focused on just landing the airplane, he forgot about or didn't think about anything else - I can see why that would happen. I've also been in situations - like you describe - where my leg was literally quivering out of stress in a challenging situation. Your video is an excellent teachable moment in articulating engine out scenarios -- I can imagine if you do nothing else in that situ, that you should feather the dead prop, but hey, been there done that, it's not very easy in the heat of the moment. Excellent video.

[@stay_at_home_astronaut]

I've had the 'shakey leg', too.

[@Kiteguy]

Hi Scott You're that sharper tack in the drawer. I learn more from you than Juan Browne all though you're both excellent and highly qualified. I enjoy you two the most. You have the best information and you know how to package it very well. Juan has a pleasing voice and is also highly respected. Here is your debrief. You speak softly and your voice trails off. Not sure if you fly that way too. My favorite "controllers" were those that spoke in good tone, steady cadence, gave me useful information and rarely repeated themselves. For example. They did not overload you with tasks. Kept it simple for my little brain yet they would tell me what to expect. Like a gouge for a check ride. These were rare and we all felt in good hands with them. New York, ATL, ORD, BOS they were awesome. They were the pros. First thing I do is listen to controllers and quickly can tell (team member) if I need to increase my SA (DEN, VNY, LGB, MYF, TOA, SOCAL). The ones that talk fast, repeat, talk too much, give useless information or never shut up are a threat. Many are nervous and I can tell their supervisors are working with them. At times they are part of the problem not the solution. I need to compensate for them. Saved countless go arounds by being on my toes to compensate for weak controllers. Non standard phraseology is becoming normal. Unfortunately, today's controllers are (worse) not setting good examples for our new aviators who are copying them. It seems to be a race to the bottom or contest on the radio who can speak faster and slur their speech. ATC Communications are getting really sloppy. I blame this on instructors not being deciplined with their students. So we are getting new controllers, new CFI's, new pilots setting a new normalization which I would grade as needing a short cycle or un sat. I recall in 1997 flying as a FO B757 from EWR to LAX. Controller came on and said we have been following you and you're not saying your call sign! Yep I was sloppy and that shook me up so much from that day on I tried my best to improve. I notice when I break the sloppy chain in my communications while flying with tower or sector that the controller and other pilots start to imitate. So for a brief moment they hear how it is done in a better way. We don't have enough mentors flying. 35 years and 25,000 hours of listening to an un known voice in my ear has had its effect and given me a perspective that many don't have. You have excellent communication skills and speak well but I like your stuff so much that I have to use CC to see not hear what you're saying. However, its not all you its me too. Being around planes for decades my hearing is poor and my listening skills need work too. Regarding this engine failure. I remember this as it was in my area. What I learned from you? Use good judgment by not flying a light twin at 68 years old that requires recurrent training, immediate action items and great skills with no FO to work radios and run checklist. I am not getting paid to fly the tough stuff anymore. I know my limitations and will stick to my skytruck Cessna single. More than happy to chug along above the California drivers. Yep those days are gone for me. Side note. 100,000 people die each year in car accidents (that number has increased from 43,000). Most are from "distractions". Aprox 368 die in GA planes. Zero in airlines. It amazes me how there is no focus on the most dangerous transportation. Can you imagine if we had those numbers die from planes!! Congress would have an emergency session. I do realize the total number of people driving is much greater than those flying GA. Side note #2 "Postive rate gear up shut up" that was a repetitive theme in my 6 month sim checks. Worked well for me. Took all my concentration to just fly runway heading, smoothly apply appropriate pressures to yoke and rudder, ease it off, nail the speed, get the gear up, reach a safe altitude all with no talking. Then put my FO to work and follow the script to get back on the ground. Yep used all my resources at the right time. I am damaged goods now because I could not nor would not want to do that single pilot.. Sticking to my single engine. Side note #3 I am seeing controllers routinely asking pilots to fly 360's in patterns, request a GA for traffic BEHIND on short final (non emergency), massive speed adjustments, requesting a GA on short final for spacing more than adequate etc... These are all a signs (human error) of not properly spacing and sequencing traffic and using a band aid approach to controlling traffic. It's crisis management not proper controlling. Now it's normal to get this stuff. Seriously un real!! I would not be as critical had I not seen in done very well in the past. Too many seasoned pros have retired and now it's on the job learning. Pilots really need to question and be aware of all planes in the sky and ground all the time. Don't lean too hard on ATC. I learned this all too well flying for decades outside our boarders. ha ha that's another discussion. Always enjoy you sharing your knowledge and excellent safety investigation reporting! Keep up the good work Scott. Mark

[@FlyWirescottperdue]

Thanks, Mark. I’m glad you find the videos helpful. I agree with you, we all need to be aware of the trends in ATC communications and pilot skills.

[@Docinaplane]

I can certainly relate to your saying how you understood that moment of fear that pilot felt. I had that moment whet I went from clear enough to full IMC as a non instrument rated pilot. I said my mantra - Fear is the Mind -Killer, and I focused on flying my plane. Later, when I was back on the ground, an hour and a half later, I dealt with the fear.

[@nancychace8619]

Thank you for sharing. The pilot's memory seemed to play a little bit of a trick on him when he thought he'd feathered the prop but later it was found nothing had been changed on the right engine from the take-off configuration. Understandable he might have been very flustered, but unfortunate result. Glad they survived. Gratitude and kudos to those who pulled them out.

[@milosbrndiar]

Danke!

[@FlyWirescottperdue]

Thanks Milo!! Bitte Schon!

[@ikefork2606]

Excellent review of this terrible accident involving a light twin Cessna. These airplanes can be incredibly unforgiving, especially when flown by marginally experienced pilots lacking recent flight time. In laying out this accident sequence step by step, there is little doubt you may have potentially saved the lives of more than a few ME pilots. Learning from the mistakes of others is the best teacher.

[@gscop1683]

Scott....I Pray You Know How Much We Admire You, Pay Attention To Your Experience And Wisdom ! Bless You and Thank You for Your Dedication to Our Safety !

[@stay_at_home_astronaut]

I know, first hand, of three C-310s that have gone down because of fuel starvation. Starvation, not exhaustion. As originally designed the 310’s fuel system was super simple and safe. It got more complex over the years but never approached Beech 18 levels of complexity. Yet, many, many pilots have mismanaged the 310’s fuel system, badly.

[@lembriggs1075]

Very nice video! C-310R: for take off and landings: fuel selectors both on mains, and auxiliary fuel pumps on low. Note: auxiliary pumps are located inside the main pumps and only feed from the respective main tank. The wing tanks (aux tanks) are gravity fed to the engine pump and not for take off and landing.

[@aflightsurgeonsthoughts6542]

My wife and I own and operate a C310R. Very early on in my training to fly the 310, it was stressed to me, and is also stated in the POH, that in the Pre Starting Engines check list that the fuel selectors be placed to select the Main (tip) tanks. In addition to moving the levers, which are on the aircraft centerline, on the floor, you have to feel for the selector to go into the Detente. The actual valves for the fuel flow are out in the wing, and are connected to the cabin selector switches by cables, hence the need to feel the detente. That might have contributed to the right engine quitting, as you stated. I really enjoy your videos, even if they are usually regarding single engine aircraft. Good learning material. Thanks!

[@skipwood2059]

The key to survival here seems to be the pilot turning into the dead engine and nor actually completing the "Engine Fail Checklist". My red light was the fact that the a/c flew 6.3 hours in 7 years. If the pilot was the one who flew that low amount of time, then that borders on minimum proficiency (no muscle memory) and with a passenger aboard, potential criminality. It certainly is worth looking at his Flight Reviews during that 6-year period. As Scott has pointed out in all of his videos, there is no substitute for training, especially in the C-310 with a non-standard fuel system. Great job Scott. Always a pleasure to watch and listen to your breakdown of a/c accidents. Please keep up your great work.

[@billbaroska2017]

Thanks

[@FlyWirescottperdue]

I appreciate it!

[@LongIslandAuditClips]

From a non pilot, found this video to be very educational and informative! Great job.

[@thomasgreen1688]

At the time I trained for my multi, engine out procedures were drilled, drilled drilled. It was automatic. I don’t know if many continue to run that through their minds regularly. In other words they quit thinking about it. Not good. I still think about those procedures all the time and seldom fly multi engine aircraft. One thing that struck me about the audio calls was that the pilot really seemed panicked, especially at the first call. I get sudden surprise and concern, but to make a call such as that, as it turns out, without going through the normal engine out procedures tells you he either wasn’t proficient or doesn’t handle these things well at all. Glad everyone made it, in spite of the pilots shortcomings…whatever the cause of those actually was.

[@YamahaC7SRG]

Thanks for a great analysis! I had this happen in my Twin Comanche. Left engine failed due to a broken valve stem and subsequent loss of oil. I didn't even consider turning to the left and declined tower's clearance to enter left downwind. I told them 'unable' and that I was entering a wide, right downwind. I kept turns shallow. They cleared all runways for me. I held off on gear extension until final and didn't use flaps. Secured the left engine on final - no time before that and, frankly, I REALLY didn't want to feather the wrong prop! I was alone in the plane and felt extremely busy in the cockpit; I felt I had no time. It all went by in a flash. I can't imagine making turns into a dead engine at low altitude. I couldn't turn to the right (into the good engine) on taxi and had to make 270 degree turns to the left in order to move to the right while taxiing in after landing. I was very proficient in that plane and did a LOT of engine-out training. Proficiency is so critical in twins! As they say, the problem with flying a twin is that the good engine will just get you to the scene of the accident...

[@FlyWirescottperdue]

Great story. Thanks for sharing!

[@matthewwallace9380]

Great video! It's so easy to think that you've read and studied enough to know what to do in an emergency, but without that muscle memory, you may not actually do what you've studied when the shock of an emergency comes.

[@FlyWirescottperdue]

Great point!

[@n6mz]

#1 aviation channel. Thanks for all your work.

[@utah20gflyer76]

I fly a Mooney so maybe not completely relevant, but I have strict protocol when it comes to fuel. Always enough fuel in either tank to make it to cruising altitude, always on, either right or left tank, never select off. While maybe different than others might do it's important to have a regime you always follow and never deviate from to maximize safety. This video is a good reminder of that.

[@FinkelBlog]

Another wonderful analysis, Scott: thanks very much for what you do! The radar track indicates that the pilot tried to fly a full pattern, continuing on the downwind beyond abeam the numbers before turning base. If he had turned base well before the numbers, he probably could have made it back to the runway. Even if he had run out of runway upon landing and gone off the end, that likely would have had a more successful result than that which ultimately happened. PS: haven't read all the comments, so apologies if I'm repeating what others have observed.

[@TheFirePilot]

A couple of takeaways here Scott - Excellent work on the analysis. The 310R is my favorite but I am a bit biased. It is NOT an airplane for once or twice a year flyers. You really need to be proficient. 2 - having VG - (vortex generators) on a 310R should be a requirement for for this very reason. It reduces VMC from 80 down to 71 kts. Would it have made a difference here? Maybe who knows... And 3 - my mind isn't a checklist mind. I personally don't operate any other part of my life with lists... except when I fly. We have to use them even when we don't THINK we need to use them. See you around. Thanks!

[@mavericknorcal3087]

Nice video Scott. Your attention to detail, clarity and your experiences really sets a bar to be achieved for aircraft accident videos.

[@thefamilythatfliestogether]

Great analysis of the accident! I really liked how you hit on the mantra of the single engine drill. I try to repeat the mantra (with physically touching controls as I work through the drill) close to or just before take off so I am mentally prepared and have good muscle memory. It is unfortunate that this pilot probably did not remember to repeat the mantra. However, we do know for a fact that he did the absolute minimum things correct which was to pitch the aircraft down, most likely roll into the good engine and not put the gear down when advised by ATC. Just doing the above, he prevented the roll over stall which is the most common type of a light twin crashes with engine out near the ground. Not identifying, verifying and feathering the dead engine is what eventually lead to the loss of speed and altitude. He might have even made it had he just remembered to raise the flaps which is also part of the mantra. I am glad they survived and kept the nose down somewhere near enough to VMC. BTW, I have flown my 310N with simulated critical engine out (left engine to idle no prop feathering) and turned to the left. It can be done but just as you said it must be done with precision.

[@gregarioussolitudinist5695]

watching Stevo videos it always awes me the amount of information that is exchanged just to get to the runway. granted, i do not want anyone flying overhead that is not topnotch, yet there seems to be many opportunities for distraction. i am not a pilot, thank you for your videos.

[@JK-rv9tp]

KZbin presented this channel to me just now, watched this vid, and subbed. Great stuff! I'm a big proponent of home computer sims, with the right kind of software and accessory setup, for certain proficiency tasks. The key to performing in those situations is to drill that stuff until you've had enough, and drill some more, and a home sim can provide the visuals and much of the physical actions to fully internalize procedures with far more repetition than you could ever achieve with real aircraft, or real simulators for that matter. I had a job where I was seconded as an FO to a flight ops department that operated CRJs, got type rated, and would fly in support part time. So it was only flying a few legs once a month or so. To stay sharp, I got a CRJ200 sim for FSX for my computer and it had enough features in its virtual cockpit, with decent visuals, to be able to do V1 cuts and approaches etc. I could go into recurrent having done, really, hundreds of V1 cuts on my computer at home over the previous months, so when the instructor executed one in the sim, the actions just flowed effortlessly and my mind was free to fly the plane and think ahead. I would've really struggled in recurrent without it.

[@FlyWirescottperdue]

Excellent story and a perfect example of what a sim can do for you. Thanks for watching and sharing!

[@reggiepaulk]

The first thing I thought was, “Why did he make right turns?” The second was the photo of the throttle quadrant. “No feathered prop?” He’s so lucky he made it as far as he did with a windmilling prop!

[@donc9751]

I know right!? I'm not even a pilot but learned enough about the difference between having the extra power and 1 good engine if 1 quits on a twin to really take the wind out of any sense of added safety and security when flying a twin!! So many different factors come into play in the various videos I've seen made me realize that 1 more motor doesn't necessarily mean it's a walk in the park with the extra. Sounds more like a struggle for survival flying on the razors edge of what's required to remain flying, and what the plane is actually capable of with little room for error!

[@chaspfrank]

As you watch the radar track, there is another plane taking off on 02L just prior to '297's takeoff roll. When 297 reaches the end of 02R, the two aircraft are pretty much alongside each other as 297 call the mayday. It's possible that, knowing he had traffic to his left, turning right was the only option he had.

[@kenclark9888]

@@chaspfrank except that the accident flight departed 20L

[@NightOwlModeler]

@@kenclark9888 Ya got your left and right mixed up there bud. Cleared for take off 20 Right, also shown on the map that way.

[@zidoocfi]

Looking at the video which is not quite synchronized to the audio, the first gentle turn to the right is almost certainly because the pilot did not maintain good directional control when the engine failed. He needed more left rudder and gentle left bank to go straight, and even more than that to turn left. Then, once the turn to the right had begun, right was the shorter direction to go and so he made a deliberate right turn to the downwind then more right turns trying to line up with final. The bottom line is that the first turn was not by conscious choice, then right became the path to a shorter flight back to the runway. The antidote should have been to go straight ahead at first, get the airplane cleaned up (feathered prop, etc), then take some time to get back. Rushing the return was instinctive but bad.

[@kneedeepsnow16]

Drill it into me Captain... train to fly & fly as you train. Love the channel. I just found it & will keep watching for training purposes. I am a previous vehicle collision reconstructionist & I love your completeness for critical details, your brevity, and your overall analysis. Great Job.

[@FlyWirescottperdue]

Glad you enjoy it!

[@RevMishka]

Excellent! I was an Air Traffic Controller in the Marine Corps. I witnessed my share of Military and GA accidents during my tour of duty at MCAS Yuma, 1972 - 1975. I was also a passenger onboard the Base Gooney Bird DC3 when it declared a mayday and reentered the pattern to successfully land and discover that the oil cap on the right wing had either come loose or was never secured prior to flight…we took off again and made it to our destination of MCAS El Toro, Calif. a few days later, I caught the return flight. I remember it like it was yesterday…52 years ago…

[@FlyWirescottperdue]

I was in boot camp in early 75.

[@donc9751]

Scott this video was very impressive and a comprehensive review of the accident!!! Thank God they survived!!! You addressed any conflicts between the Pilots memory of what he did to complete the checklist, and what the evidence shows the pilot actually did do. All your information is very helpful, not only for licensed pilots but for people like myself who's been an aviation geek all my 60 plus years but haven't got a license yet. Super video Scott!!! And it was done very constructively and with all due respect to the survivors. Having that 2nd engine really does not equate to having double the capabilities of having a single and that was a huge eye opener for me! It really took the wind out of my mental security blanket or sails learning if I'm a passenger on a twin engine plane I have double the safety margin and double the capabilities of a single! Real eye opener!!!

[@robertw.1499]

I discovered your channel just yesterday. This is the third report I've watched and find it absolutely fascinating getting the insight of an experienced pilot. Have subscribed and rang the bell 👍

[@FlyWirescottperdue]

Welcome aboard!

[@michaeljack6277]

I like your videos MUCH better than that guitar player. No drama , just calm, sober analysis from a lifetime of experience.

[@HamiltonStandard]

Used to love that braked, rocking power-up at SNA in a 757 from seat 1A. Followed by a seeming rocket launch. Followed by the sudden silent weightlessness gliding quietly over Newport Bleach lol. (another terrific video btw!)

[@FlyWirescottperdue]

Thanks, I did that trip a few times in the 75... that was a great airplane!

[@ufm10xxl27]

Good video Scott. I am definitely going to keep in mind that I could remember how good I used to be when my proficiency is degraded. I fly light sport in Ireland which means you won't get to fly for many months over winter. Greetings from the west of Ireland.

[@ginginthing]

Another great video that hopefully will be viewed by all light twin pilots, especially those with low yearly hours. You mentioned DC-3s. I was a mechanic of D-18's and 3s (47s) back in the mid 70's at Willow Run Ypsilanti, Mi. I would always volunteer to go with the pilots on any test runs after any repairs or alterations we did on the planes. One time we put a zero time refurbed 1830 starboard side and some other stuff and I was the ck ride mechanic for a DC-3 for the first time. There were 3 pilots that went for some unknown reason and one was the chief pilot who sat behind the pilot's seat. I sat behind the co-pilot at the observation window so I could watch the starboard engine. I didn't have any headset and all I could barely hear was the loud speaker to hear the radio conversation. When they were doing the run up and preflight, they were taking about golf. Same thing during roll out and rotation whenever they could get a few words in. Then at 500 feet, they started talking about the oil temp on the starboard engine and a few seconds later the pilot said to shut it down and feather the prop. So I watched that going on. I didn't notice anything much out of the normal. We keep climbing to about 1500 agl and they never stopped talking about golf as they turned slightly into the DEAD engine. The tower kept asking them what they needed and from what I could hear, they said nothing. The tower wanted to foam the runway and the pilot said no. So we came around in right traffic and everything seemed normal to me. Keep in mind the plane had full full except had no cargo. I felt very laid back about the whole thing but was disappointed I was not going to have a nice long flight. Pilot did a perfect landing and during the entire event, even after we got picked up by a ground crew, these guys were still talking about golf. So from that time on up until now, watching your video, I always thought pilots turned into the dead engine. I did however think that could be tricky, but only being a single engine pilot, it didn't concern me much.

[@jackoneil3933]

As I seem to recall Cessna 310/320/340 sires aircraft (including the 310R) was that the aux pumps are in the Main tip tanks so the aux tanks have no fuel boost, and are intended for level cruise only. As such, starting the engines with the fuel selectors set to 'Aux' would seem unlikely if not impossible as no fuel boost would be available for priming. I can't recall ever trying to start or take off in a 310, 320 or 340 with fuel set to 'Aux' but I lost power on both engines turning base to final in a 320 with the fuel selectors set to 'Aux' and only about 5 gals in each tank and instantly realized what happened and was able to restore power in a few seconds. I recall a fatal 310 accident at SLE where a pilot was on an ILS runway 31 and ran out of AUX fuel a bit above DH and crashed into a house. In the 310 you can run just about an hour on Aux tanks, or just long enough to forget about it and travel 200 to 300 miles and run out near the ground. A high-time 310 driver recommended I switch to AUX tanks about 10 mins apart, but that complicated things. Once, I forgot to switch one tank back to 'Main' 10 mins after the first, and the right engine out of fuel on downwind.

[@Byzmax]

I love these videos Scott. The insight they provide and the frank nature of your explanations make it quite clear what the underlying causes are and where the first hole in the cheese was. Much appreciated

[@gazzpazzer]

I always learn something watching your videos. Thanks.

[@simonwiltshire7089]

These posts are excellent, thank you Scott. A real reminder that keeping on top of your game is life saving. I find if I dont fly in a week there is a downgrading of my skills (not saying that level is high!).

[@XRP747E]

Excellent video, Scott. Wise words indeed...

[@mattfields2033]

Great video Mr. Purdue!!

[@philipberry6477]

Engine failure during take-off worst case scenario because of shock effect and being time critical. Takes a moment to change thought processes, so really emphasises the need to have and practice these drills by rote; light twins like this make it even more critical to get it right. My experience of an engine failure in a C310R was far more leisurely when cruising at 9,000’ an oil filter mounting bolt washer failed and all the oil spurted out. I had the luxury of rehearsing shut down drill while watching until the oil pressure flickered whereupon I cut the engine and feathered it. Below MTOW but easily maintained height for another 45 minutes. Knowing the drills is vital.

[@bernardanderson3758]

The Cessna 310 is a higher performance twin than the Piper Seminal or the Piper Comanche and I thank you Scott for sharing on what happens in a engine out in a multi engine airplane

[@ryandorn7831]

Simply brilliant Scott! Peerless debrief intertwined with must-know procedures. I'm going for my Multi currently and I honestly got more out this than I can articulate. Thank you so much!

[@Aviyaytor]

Only mantra I add is nose to horizon. protect whatever airspeed I have to use the smack to my advantage, however minimal, it may give me a few seconds to regain energy to at least stay airborne. Thanks for the refresher Scott. I have a twin so it is great to get some knowledge transfer from an airline pilot.Hit me up if you want some Aztec time. Great channel my friend.

[@FlyWirescottperdue]

Thanks!

[@richardscott28]

Great recap. This doesn't just apply to real life flying. It's also a great training tool for people that use flight simulators for fun.Thanks!

[@tgmccoy1556]

I have lost an engine in 340 and 402B. The 340 twice once in flight once on takeoff. The 402 was on takeoff. The 402 barfed The left engine big time just barely feathered it before it froze. The 340, it was a fuel line issue both times. and I was light. But I had effective training and experience. The standardization of both companies helped. Memorize the checklist study the manual. But Scott's right. Control the aircraft. Know the machine. Be proficient. I've had some months off due to my wife's illness and death, and then a car wreck and hospital stay. (Tboned at a stop. I had the right of way.) I wouldn't dream of crawling into an aircraft, even a simple one, without an instructor at least.

[@rickrickard2788]

People will get sick of hear reading about stories like this? Too bad- We need more people who've survived these emergencies due to good training and taking their time to INGRAIN in their BRAINS, what to do in these situations- I'd much rather get a bit bored reading peoples stories of survival, than read obituaries.

[@tgmccoy1556]

@@rickrickard2788 yes!👍

[@stevenhorne5089]

Awesome video. Got to be one of your best.. Thank you for the time and effort you put into your videos.

[@treylem3]

Very good vid and points. Yes, we should practice scenarios

[@geraldhancotte7887]

Thank you, Scott..

[@OmarKnowsEverything]

Human mind is fascinating. Always been interested to learn more and becoming a pilot is an eye-opener. Thanks much!

[@ARFFWorld]

Great video

[@johnhanson9245]

Great explanation. Very professional pilot. It shows

[@brianfeeney9493]

Thanks for the excellent content Scott 🎉🇺🇸✨

[@wkelly3053]

Assuming no obstacles, I might suggest flying straight ahead until the airplane is under control and essential items have been completed. This will also give you time to settle down and focus on a measured process to salvage the situation.

[@ikefork2606]

Very good advice!

[@machflyer]

Well, that is exactly what this pilot should have done. Straight ahead, airspeed and altitude. Zero need to turn when departing Rwy 20 @ SNA. Turn low and slow with an engine failure...you're dead.

[@frankhuber9912]

Like getting all yer ducks in a row and restarting the engine! This pilot was a bit of a dunce.

[@CFITOMAHAWK]

@@frankhuber9912 Lawyers make bad pilots. I taught a few. uncoordinated cowards. Good for talking and words juggling, liar and exageration accusations, but cant ride a bike at all. Assheads..

[@Bren39]

@@CFITOMAHAWK bitter much?

[@douglasevans3314]

I am a cfi, ii, and mei and I've done an awful lot of multi engine training, and you are right on. I took my first ME training in an Aztec, and I've never worked so hard, and always came back with a sore leg. I did the ME training later, in a Baron. I have been very lucky to have had two ME instructors that were outstanding . I ended up later flying twins for several years, and followed the rules and practice. When I went to an Airline I had to work very hard, but I got through. So, I think that most people get their ME rating and never have another lesson. It takes practice on a regular basis. Also, going to a Sim School for a few days of more training can make a huge difference. That was a good ground school that you did was really excellent. It seems to me that the guy who crashed had no idea what he was doing all the way through the emergency. And, the dead engine acts like a great big plate pushing the dead engine creates drag, and lots of it. Good lesson, thanks.

[@robertbandusky9565]

What I didn’t like about the John Wayne noise abatement t/o procedure was not having visibility over the nose of the aircraft due to high AOA! There were always small aircraft flying low along the beach and once in awhile some that did not maintain correct altitude. Never an issue, but always heads up😎Otherwise, beautiful departure 👨‍✈️

[@WolfPilot]

Great video Scott! I too learned a few things.

[@lowes2win1]

As always ❤ Love your insight and detailed breakdown Scott. Be Safe ❤👍

[@skycop56]

Great lesson for all pilots, thanks Scot.

[@donalddodson7365]

Thank you for the clear explanations and excellent recommendations for developing the muscle memory for those fast breaking crises.

[@ThePudgie123]

Muscle memory is Great!

[@BigWheelHawaii]

Great Analyses,,, Dan,,, Good Job,,, Great Video,,,

[@FlyWirescottperdue]

Thanks. Dan?

[@Av8or7]

Scott, I see why he may have turned right. There was a A plane squawking VFR taking off from the left runway. When he called Mayday, the other aircraft was close to his left. The traffic pattern for the right runway was a right pattern. Had he turned left without climbing much, what were the chances of a midair? I have had a right engine failure on takeoff but it wasn’t at an airport with parallel runways. The day before flying a twin, I would sit in the cockpit and manually practice the engine out procedures every time. I would read through the POH and emergency checklist. I would do takeoff performance calculations on both the departure airport and the departure from the airport I was flying to. I didn’t get to fly twins much so my prep time was usually three times my flight time or more.

[@FlyWirescottperdue]

The Traffic pattern is indeed a right one for 20R... doesn't mean that is the best choice. He was an emergency, therefore everyone else needs to get out his way.

[@Av8or7]

@@FlyWirescottperdue I know. That is what should happen. Just from the illustration in the video it looked like he had traffic off his left wing at the time he called mayday. I would have a hard time turning into another airplane hoping the other guy got out of my way. If you were the plane taking off on the right runway and you heard mayday on the radio, what would you do to give him room? First, you wouldn’t know who called the mayday, then you might not know the twin might need to turn towards you. I have called Mayday twice in my career. One was high and 18 miles out. The other was the engine out on takeoff. In both instances the tower had time to stop other people from entering the runway environment.

[@kurtak9452]

Excellent debriefing and suggestions.

[@richardlincoln8438]

Excellent episode, thanks for sharing.

[@Indefensible]

Scott....Great review. Thanks for taking my suggestion to cover this accident. Also, I hope you are enjoying INDEFENSIBLE. God bless you ....Tom Banks

[@FlyWirescottperdue]

Thanks Thomas, I appreciate your suggestion. It is a good topic!

[@markpinnington2985]

Very well explained. You talk total sense.

[@smaviation]

Thanks for the assessment. Very helpful and a reminder to us all.

[@alikartal8426]

Thank you sir, wonderful presentation.

[@turnbank3492]

Thanks for your work

[@SteamCrane]

Very good analysis. One question, was there traffic to the left, preventing a left turn? Radio sounds like there might have been.

[@FlyWirescottperdue]

Doesn't matter... an Emergency has priority. Period.

[@alantoon5708]

A great report as always...

[@leeadams5941]

As usual, you nailed it...

[@Mr1bertram]

You do a great job with your channel. Constant education.

[@RMR1]

Outstanding analysis, as usual. It's amazing how our brains can imprint memories of things that did not happen.

[@CFITOMAHAWK2]

Liars . That is not imprinting. Liars..

[@bluetickfreddy101]

Very close to home as a 310Q owner who’s flown into john Wayne a couple times. Cheers

[@jackoneil3933]

Excellent brief Scott, and thanks. Any thoughts on GA light twin simulator training? Some years ago a friend and I knocked up a multi-engine sim with realistic control forces and actions, similar to a 310/414, and if desired, could be dialed-up to be very challenging with 120lbs of rudder force. A multi-engine / ATP instructor found it a good training aid for engine-out departure practice and single-engine IFR familiarization. We used to enjoy doing '0-0' departures and pulling an engine just after take-off and shooting a partial-panel return approaches. After which I felt much more current and confidant doing it for real.

[@FlyWirescottperdue]

That would be an excellent training device. You should talk to Redbird!

[@jackoneil3933]

@@FlyWirescottperdue Thanks Scott! I was not aware of Redbird flight simulators, but their concept is very similar to what had planned. Looking foward to getting in contact, and if you know someone and care to drop a name please let me know.

[@bricedill4194]

Check out aircraft simulator training in Texas. They have full motion sims for the 310. Very very very good training. It doesn’t help on my insurance, but I go at least once a year on my dime. Worth every penny

[@coonagh1]

Superb video!

[@SusheePerumal]

Great video; so sad this happened due to fuel starvation. You did a great job summarizing the need to “self brief” a critical emergency that requires instantaneous response on every flight. I publish videos from my flying in a Twin Cessna, it’s a demanding airplane - the need to bring my A-game to the cockpit. Hope it’s okay if I use a short clip from your video to reiterate the importance of proficiency. (with credit of course)

[@AllanFilgueirasproperties]

Great video, thx a lot for posting.

[@tscott6843]

Every twin trainee in the U.S. has heard that turns must be into the operating engine. In this case, it sounded as though the pilot was in condition black, breakdown in metal and physical performance. His actions reinforce this presumption. It could be that he got stuck on the issue of which engine was out and therefore fell into a mental breakdown. It’s seems in this situation he would have been better off not committing to any turn before identifying the failed engine, something that is best done in straight ahead flight. It’s not hard to have compassion for the idea of getting back to the airport immediately, but too many people who jump right to that action, miss the steps required to simply stay aloft. Glad no one died.

[@jamesmorris913]

He probably would not have been nearly as stressed-out, if he had been by himself. But, the fact that he had a passenger who's life literally depended on what he did/didn't do in that situation, probably exponentially raised his stress-level. I KNOW that would be the case, if I had been the pilot!

[@igclapp]

I'm a twin trainee in the US and I've never been told I can only turn into the operating engine. Even the the multiengine chapter in the FAA Airplane Flying Handbook says you do not have to turn into the operating engine. Of course, there are conditions, such as having enough airspeed and using a moderate bank angle.

[@ThePudgie123]

Thanks for adding to my knowledge! I'm always interested in engine out incidents -- a friend had a fatal left engine out on roll out with his Baron. He pulled it off after leaving the runway to the left and proceeded to do a left turn to return, and spun it in nose down. After many years later I think I now know all the error decisions.

[@jimheckert5383]

Great video. Thanks

[@jg6438]

I agree, 6hrs in 10 years = No proficiency at all. JG

[@hoteldelta1]

A lot of light twin accidents occur because the pilot lifts off well below the minimum engine out control speed (v2 usually). VMC air

[@mba7454]

Excellent review and analysis Sir.Thank you. Indeed proficiency AND recency are both saviours in piloting airplanes.These two factors have never been as relevant as during these covid restrictive times. I have in the past flown almost all the C320 series from B-R variants.I currently (but vbarely recently) fly private jets and we fly sparingly and plane is stored inappropriately and so every flight we do seems like a Russian roulette and the owner of the plane is against conservative measures like doing thorough checks and engine tests on the ground. Even if jets are simpler to fly then props they are still aircraft and exposed to the same risks which must be mitigated. Great lesson about what you think you did versus what you actually did due to startle effect and being out of practice with muscle memory repetitions. A plane you have flown for years after a long absence will feel uncomfortably unfamiliar and intimidating, not to mention the ATC and Airport environment especially if a complex busy airport with a fast paced dynamics of communication and swift clearances. When feeling any level of discomfort and if you can not slow down, better turn those magnetos off and open that escape hatch and go save yourself man!

[@emergencylowmaneuvering7350]

That Pipipilot was not only panicking, he was 3 miles behind the airplane. Another lawyer crashing his airplane.

[@forresthaggertychannel4301]

Very interesting!

[@shahidahsan6507]

Great analysis. Will save lives for some, some day.