C33 Bonanza Loss of Control Inflight

[@christophervarley3981]

The instructor was my instructor and I instructed at DYL with him… I’m an airline pilot because of him. I owe everything to him. Deeply missed

[@adamzucker3461]

The accident pilot was my hangar neighbor, a very nice guy. . I was at his memorial service yesterday. A true tragedy. Thanks for the thorough analysis, very upsetting as this did not have to happen.

[@FlyWirescottperdue]

Very sad. I’m sorry for your loss!

[@LowWingFlyer]

Adam, would you by chance know if the pilot was nearing a checkride that could have pressured him into making this flight? I’m just trying to understand if there were External Pressures at play here. Sorry for the loss of your neighbor pilot.

[@adamzucker3461]

@@LowWingFlyer I do’n’t know.

[@michaelleonard6673]

The flight instructor on board was a good man, learned a lot from him.

[@acandersjr]

The CFI was my instructor at DYL. He was a very serious instructor who seemed to care most about safety. According to him when he wasn't instructing he was babysitting Grandchildren. My first feeling of sadness was for his family. This incident is hard to square with my experience with him. I don't think I would have continued training until understanding what happened to two such experienced people. Thanks Scott for your work. At least I have a framework for what probably went wrong. I've learned a lot from this video.

[@Doyle-Nutbush]

What was that hitting the street just prior to impact in the video ?

[@davidmobley1946]

Scott I just want to express my extreme gratitude for the service you provide to us GA pilots I watcha few of the channels that focus on GA crashes that occur at an unbelievable pace. I particularly like the manner in which you just provide the factual information that is no easy task. When an accident occurs an there are one or more people that actually witnessed some part of the event. It is uncanny how two people can observe some portion of the last few moments and their recollections can be so divergent.. So eyewitness do add to the analysis but each has to viewed with a jaundiced eye. Your military experience and training has given you a wealth of knowledge and rigor to your analysis which is very refreshing. None of us folks that watch this type of content can help be sobered by the fact that a lot of these pilots were very experienced in many cases and for the regular Joe pilot like myself I am left after watching one of these reviews with a lump in my throat and gaining a bit of anxiety about flying..But of you were born with that love and infatuation with the whole process of flying it doesn't leave me with a feeling that it just isn't worth it. But to me with what I think is a healthy anxiety and realization that this is serious business and I never push the envelope.. If anything I am more likely to land wait for better circumstances and most importantly practice these unusual events with a very qualified instructor preferably older! I know that you put an enormous amount of thought into your presentations and I honestly learn something from every one of your case reviews . I think people like you and Probabl cause" have taught me so many critical reactions to unexpected events and how to recognize a possible incipient issue before it has fully developed and execute the proper remedial action. I have been flying since my early twenties and knowing what I know now from your teachings and Dan's I think it is a miracle that I am not included in some statistical graph somewhere. I learned to fly up through my private pilot certificate by going to a local flight instruction group. I probably was assigned 5-6 CFIs for the first 20 hours. I soloed with 8 hours of instruction which seemed pretty typical in the late 70s and early 80s. I look back and I don't think it is a responsible way to train young 20 year olds if your goal is to turn out starting pilots that are as safe as you could make it. In summary to anyone who wants to learn to fly it is the ultimate high and will give you the greatest sense of accomplishment as you progress through your training. Spend the time and effort to make sure your instructor is someone you can connect with Andy your personalities don't constantly clash.. Make Sure the airplanes are well maintained and in good safe condition and not some worn out antique that hasn't been taken care of. You don't want to be taught by a newly certified chi that is just building hours, but shows a sincere interest in your progress and if you find yourself going through 4-5 instructors in the first 15-20 hours.. Just my opinion I am sure there are others that might have legitimate disagreements. Flying lessons are expensive but paying more money to have access to nice well maintained aircraft and a seasoned instructor that is going to be there for almost all of your lessons. Going cheap could unneccesarily cost you life or limb ... This is one area you don't want the cheapest seat. Finally I want to personally thank you for the willingness you have to teach us how to avoid being one of your featured videos stars. I realize what a sacrifice it is to make these videos because of the time and investigating burdens you graciously take on as a mission that you are blessed to have the experience and training you got from the best flight school in the world .. It is the one thing that our government does an awesome job at in turning young men into the finest aviators in the world. I know that every time you post one of your videos that some guy like me just happened to soak it up and that someones life and maybe others might be spared to live another day and thrill at the joy of that bird leaving the ground and flying safely off into a new adventure. Hats off to you and with deepest appreciation and respect David W Mobley MD FACS

[@FlyWirescottperdue]

Thanks for watching David and sharing your story!

[@bcd5024]

The Instructor was my instructor at DYL and taught me almost everything I know about flying. We would spend time analyzing accidents like this to make sure I never got put in a situation we couldn't get out of. Thank for for this detailed analysis. Your work and videos like it help the rest of the GA community learn from these incidents and make everyone safer.

[@charlesschneiter]

I definitely advocate spin training in all aircraft one flies, and to perform it with ample altitude below ones wings. It's also about the psychological effects these unusual attitudes bring with them, which can only be overcome by training. Thanks Scott for your analysis of this very sobering and tragic accident.

[@rinzler9775]

Spin training is a definite, and we can learn from this to leave it for the nice clear days, where you can try them at 7000 AGL, and NOT above residential areas. They could have killed people in the parking lot or a house.

[@kevincollins8014]

This was definitely a tragic event. I am very glad that people like you are willing to step up and basically donate time to try to help prevent these kinds of accidents from happening in the first place. Thanks as always for taking the time to put these videos together Scott.

[@JamesStoots]

That crash looked an awful lot the same as the crash that killed the little ,.7 yr old girl a few yrs back,trying to be the youngest pilot to ever fly a round trip from coast to coast, along beside of her dad, very sad story, the plane stalled and took a nose dive, Andi feel like there was a down draft involved as well, they flew into a storm,,,,and I also feel like her dad crashed that plane, not the little girl,,,,at the last minute or so I say he grabbed takeover and there was no time to recover,,,,down drafts are way WAY WAY to strong to recover in a few seconds no matter who was at the controls,,,,very sad but mother nature doesn't wait til you're prepared !

[@markamos1964]

I live in Perkasie and this accident occurred about 3 miles from my home. The neighborhood this went down in is very dense and it's a miracle that no homes were hit (although the prop did go through a house's wall and ended up in a baby's nursery.)

[@vicinglis3736]

thank you for shearing this sad event

[@gerryhuser8851]

Thanks!

[@FlyWirescottperdue]

Thanks Gerry!

[@MachTuck]

Sad for the souls lost in that accident. Your analysis are so well explained Mr Perdue!, thanks for what you do for your viewers (me) safety!

[@ARFFWorld]

Thanks for teaching. Learning lots from you.

[@Shelbydriver]

Thanks Scott, I'm going through my CFI refresher this month and this is a good reminder of some things. Keep the videos coming.

[@jackoneil3933]

Excellent research, analysis and life-saving insights. Thanks Scott! At 13:30 I believe your advice is perhaps the most essential and often under realized and instructed An old instructor who worked me through some of my Commercial in a PA-24-250, M-20E P337 drilled incessantly what you described. He also used to emphasize awareness of yaw, especially in departure configuration. i recall doing a lot of uncoordinated (varying degrees of skid) power-on climbing approach to a stall maneuvers. He emphasized how just before a break or buffet, detecting the fist incipient yaw and lowering the nose would prevent an incursion to a stall, and as you just covered Scott, emphasied the importance of early awareneess of a stall and pitch correction to prevent what we just saw. This instructor had also been a civilian test pilot and did some of re-certification flying on twin Commmanches for stall-spin prevention. I recall one of his colleges at at FAA saying "He's going to die doing that" He survived and when I asked him about that comment, like you he said that up until the stall everything in twins was conventional but once in a spin no gurrentees. He said he really was not spining the Twini Commanche but testig up to incipent entry, and in the commanche revisig the speeds upward was more about preventing higher pitch attitudes than increasign conntrol authourity saying: 'It's not about more conntrol authroity, but realizng the danger the control authoriy applied has placed you in, and removing it before you have to corrret somethign that due to lack of awreness becomes 'uncorrectable'" He, like many test pilots was so drily articulate as to be memorably comic. That test Pilot/instructor also preferred doing commercial training in Bonanzas and Mooneys, and espically the B55 with time in the Citabria or Decathlon. He said because the Beech siinglesand twins challanged the student and instructor more to be better pilots. I recall starting out on the Commercial wtth him in the B55 and thinking the speeds and stall margin seeming marginal, and it was goion to cost a lot in time and money, so I opted for buying the PA-24 to learn in and then resell. The PA-24 seemed a lot less of a challange and more conventional then a V-tail or B55.

[@FlyWirescottperdue]

Excellent post Jack!

[@zippoc04]

Great video as always. As a fellow Bonanza driver, these are always interesting to watch. Thanks for the effort put into these and making this unbiased info more public.

[@thomasturner1099]

I agree with your observation, Gunny-even the Thunderbirds have a “low” show they substitute for the normal (“high”) show when the clouds are too low. The crew might have focused on Power Off 180s and other Commercial ACS traffic pattern skills that day. Tragic.

[@treylem3]

Another geat vid advice and content, as always👍

[@ikefork2606]

These senseless avoidable airplane accidents just break my heart. Family and friends are absolutely devastated following the death of a loved-one. You never "get over" it. My condolences to the family and friends of the two deceased pilots.

[@Qrail]

Thanks for your explanation. Looks like this pilot needed more air. Another case of get-there-itis, only with the training instead of the destination.

[@tankbootone]

Great breakdown Scott. Keep up the good work. Many lessons to be learn ed here...Students dont be afraid to question a safe flying environment. Shouldn't have bee. In that position to begin with.

[@joncox9719]

What a terrifying way to go! Bless the two who lost their lives and their families! What a shame! I just hope we can ALL learn from tragedies such as this! Thanks for all your hard work and insight to help others learn and hopefully avoid such senseless accidents like this one!

[@F84Thunderjet]

I was a CFII. Student pilots have a right to expect good judgement from an instructor. This accident boggles my mind.

[@ikefork2606]

I too was a CFII at a Part 141 flight school outside of Washington, D.C. We always performed "air work" (slow flight, stalls, steep turns, MCA, etc.) not lower than 2,500 ft AGL. Ground reference maneuvers were performed at 1000 ft AGL. For commercial students Chandelles and Lazy-Eights were performed at 3,000 ft AGL .....to provide an extra margin of safety & better situational awareness - visual reference to key landmarks. For CFI students, 3-turn spins were performed at 5,000 ft AGL. I don't recall ever deviating from these set altitudes.

[@StudioRV8]

Scott, can’t thank you enough for putting these together. Great learnings.

[@brianrobertson1211]

I quit flying years ago when finances crashed and I couldn't fly frequently enough to fly safely. It was a tough decision.

[@wicked1172]

Excellent presentation, Thank you Scott.

[@jfkastner]

Thank you, Scott. Very sad, but very lucky that just one vehicle on the ground got destroyed. Those maneuvers should NEVER EVER be done over an inhabited area! RIP

[@stanleypotter6238]

A vehicle?

[@FinkelBlog]

Just an amen to what others have said. A great, spot-on, analysis, Scott. You are absolutely the best. Thank you.

[@tareqibnziyad4732]

Thank you for the clear report. Love your videos.

[@kewkabe]

Great analysis and lessons as always!

[@ednowliniii]

I fly a very stable Cessna 150, and still always fly the pattern top of the flap envelope. Being close to the ground with little options makes me more cautious. Great analysis. Very sad for those gentlemen, my heart goes out to their families.

[@williamtrusler1508]

Another excellent video. Thank you. Listening to you narrative, it almost sounds like were trying to cram some chandelle practice in and it got away from both of them.

[@Indefensible]

Scott...once again, you are making a difference. Great video and message. I would love for you to do a video on AGE and flying. I spoke with a 77 year-old friend that desires to learn to fly. Your help in understanding the viability of flying for seniors would be valuable. Bless you my friend. Tom Banks

[@FlyWirescottperdue]

Great suggestion!

[@dave1ahc]

Another great commentary on a very sad situation! But it’s particularly a great commentary for those of us that are trying to rebuild some of our skills when we’ve been out of the pilot in command seat for a long time and I’ve been doing quite a few stalls and such with my CFI and it’s just an added feature to hear you say how important it is to have a High enough level of margin of safety when we’re doing these kinds of maneuvers there’s no use taking chances never! We pilot sitter some of the rusty pilots that are wanting to learn again are getting a lot from your videos keep it up we really appreciate it!

[@rolf_pedersen]

Thanks for a clear explanation, logically presented. You and Dan and Juan are a great influence for pilots, the general public, and, one hopes, administrators.

[@alantoon5708]

Great analysis as always. Fortunately there were no injuries on the ground and minor property damage. Could have been far worse in a residential area.

[@TerribleFire]

Completely agree with AQP. Whats the point in training stall recovery's at 3000ft or doing rejected takeoffs when the instructor pulls the power back. Lets fly to avoid having the issue in the first place.

[@rigilchrist]

Thanks for this.

[@nelsonbrandt7847]

As per commercial ACS, stalls have to be recovered by 1,500 AGL. Hard to do that when starting the maneuver at 1,600 AGL, unless it’s a power on stall. Seems like this might have been the scenario here with 29V. Power on stall practice presents high risk of spin entry if not coordinated.

[@ss442es]

Thanks Scott, it's heartbreaking and very difficult to make any sense of something like this. You are right, this airplane was in a spin and that wouldn't be an ideal maneuver in a Debonair considering the ceilings being low. These airplanes pick up speed really fast when you pitch the nose down for whatever reason. An instructor told me don't allow over 4 seconds with the nose pitched over 70 degrees in Bonanza's. I don't know why but I just remember that. I learned to fly in Cherokees and we didn't spin those much but did do some spin training just to know how to recover. None of that means anything without enough altitude.

[@paulshinn5394]

Scott you are spot on Thank You.

[@Twest130]

The ACS required entry/ recovery altitude for a SEL for slow flight is 1500’ AGL. As a CFI I rarely do this below 3000.

[@FlyWirescottperdue]

A minimum altitude... same minimum altitude for aerobatics.

[@thomascharlton8545]

Well done Scott. Thanks.

[@RusscanFLY]

This is very painful. I flew with one of the gentlemen out of Doylestown (KDYL). He is family. We are absolutely heartbroken. He is a huge loss to the aviation community. I will continue to pray for the families of both brother aviators. To all my aviation family, please be careful.

[@FlyWirescottperdue]

Russ, sorry for your loss. I know that stings. Just remember things like this can happen to us all. We need to act accordingly.

[@RusscanFLY]

@@FlyWirescottperdue true indeed. Thank you for doing what you do, so that the community can learn from these unfortunate incidences. I do appreciate the way you present the material. It feels straightforward but still respectful. Thank you sir, God bless.

[@adambrackston3471]

1600’! Crazy. I agree they should have done what they could have gone back and not try and force everything in one flight in less than ideal conditions.

[@Byzmax]

So much great information in this video. Great job !

[@tysimpson1035]

Thank you sir.

[@lawrencefisher5256]

Excellent and practical information to consider.

[@Salty1952]

Spin training makes it easier to understand the reactions needed immediately to avoid the spin. It's a great exercise and all about flying the airplane, not having it fly you.

[@FutureSystem738]

Thanks Scott- always interested in your take on things. That, yet again, seems like a totally avoidable accident. Sad. I fully concur with your analysis here.

[@YamahaC7SRG]

Thanks for the video and for sharing your thoughts. Sad...

[@ronaldheller6740]

Thankyou

[@billcraig9977]

Great presentation, Scott!

[@thomasmixson7064]

Good judgment.....there are times when lack of it is fatal.....

[@donjones1203]

Valuable assessment; thanks Scott

[@billfly2186]

Good video Scott. RIP to these pilots who made bad decisions. Nobody deserves this. There's too much emphasis placed on slow flight and stall recovery in GA training. There's a reason years ago the FAA quit requiring spin training for the PPL Avoidance is what you want. In a small single, just fly a little higher and a little faster. I've had CFIs with fewer hours than me try to encourage me to fly patterns a little slower than I like. No reason to fly that slow in turns in the pattern. These accidents are totally avoidable.

[@MichaelLloyd]

Accidents like this one are always so sad. Any accident is but this didn't have to happen. Thanks for the analysis.

[@mpetry912]

great analysis Scott. these were not inexperienced pilots.

[@EricSimoneau]

Another great video that all pilots should watch.

[@todda8695]

Scott, thank you for another thoughtful analysis. I’ve been trying to wrap my head around how this happened because the CFI on board was one of my instructors and he was an excellent pilot. I believe this aircraft had only one control yolk, so the CFI wouldn’t have had the ability to jump in and save the aircraft. Do you think that was a factor as well?

[@FlyWirescottperdue]

Todd, it could have been a factor. BPPP instructors are supposed to be able to fly a throw over yoke airplane from the right seat with the yoke on the left. I can do it, if he could notice do it he should not have been instructing stalls/ slow flight in the airplane.

[@rinzler9775]

Its over confidence - that's what kills a lot of pilots. Every instinct would have told them it was too low and below any safe AGL, low clouds, time to call it a day - but they pushed the envelope...

[@LTVoyager]

I agree that one needs to adjust to the conditions. There are many maneuvers that could have been practiced safely at this altitude, but slow flight and stalls are not in that set of maneuvers. We always need to adjust our flying to the prevailing conditions.

[@madelinescafe8573]

Great analysis Scott...it's such a shame to see how many airplane accidents could have been avoided.

[@Austinmediainc]

Just makes me sick to think of what is going through their mind in that short period of time between loss of control and knowing you're not going to be able to regain it. That being said, I think you're bang on Scott. We'll never know for certain with most GA accidents, unless of course they start equipping GA aircraft with black boxes, but your theory sounds right. I mean they could have had an issue we aren't aware of, but more likely to be due to practicing at low altitude because of weather. If that is the case I just can't understand why, especially when I hear a CFI was on board. And its not the first time a CFI has been involved in what seems to be an avoidable accident. Which also makes me think its important to make sure your CFI knows you're not open to taking these kinds of risks. All of these accident breakdowns really drive home how important it is to stay on the right side of the numbers....

[@adotintheshark4848]

Fly with a CFI who actually knows what he's doing.

[@charliebowman785]

You're damn right! I feel like the same about pressure received by the CFI. I'll never forget that strong statement of yours nevertheless I'm old pilot : stay in the right side of the numbers. Absolutely right.

[@jillianbruce6143]

@Brian Robertson, I'm sort of sad you felt the need to clip your own wings, but I'm moreover proud of your decision and very glad there's no funerals scheduled (related)! Pulling one's own Driver's licence is also commendable and must be very traumatic (the loss of freedom to come and go 'at will', e.g.), but as someone sharing the road with them, it is a very selfless decision on their part deserving of applause. Too many cantankerous old farts leave that decision to law enforcement and (unfortunately) funeral directors, garnished w/tears🙄😑😔!!! Way to "Keep the blue side up", as Kelsey of 74 Gear (another EXCELLENT aviation KZbin channel, if you weren't aware😃) would say 🤗😆😁!!!

[@arthouston7361]

You would think that the Philly news media would have given this some significant attention, but I never heard a peep on KYW that day. Instructor note: I never conducted training maneuvers below 3k, and trained my commercial students at 4 or 5 thousand, in case something would go wrong and I would have to fix it. My condolences to their friends and families. "....and HEY!...Let's be careful out there."

[@orvilleh.larson7581]

"Dirty Harry" Callahan said it best: "A man's gotta know his limitations!"

[@ke7cat]

Well said and done.

[@47mphill]

Another great job

[@francisschweitzer8431]

WOW… a bit hard to watch that… unnecessary loss. Love the hard work you put into these videos.

[@GLF-Video]

Thanks again!

[@darwinawardcommittee]

Can’t argue with this logic.

[@piper0428]

Great insights!!

[@dirksw1220]

This looks very like the high speed prop forming a disc causing loss of elevator control. Dan also did a good one on this.

[@FlyWirescottperdue]

Good comment... But I don't believe that would have been a factor here. I am also skeptical that it was a factor in the 182 crash he was talking about.

[@christophergoggin5524]

Good Instructors saved my life people make mistakes all the time even the "Pros"

[@Franklin-pc3xd]

Good analysis and assessment, as always - as to conclusions/recommendations - I would add, as usual, not to sound like a broken record, but get a glider rating. Energy management doesn't get much more real than in in glider flight - especially approach and pattern work.

[@bwalker4194]

I got my private flying in this area. 8 or 9 knots on the ground usually meant 12-15 at 1500 ft. A slow, climbing turn to the downwind at around 70 kts would have seen that inside wing go from 85 kt airflow to 55 kt airflow very quickly. A little gust above that was probably the fourth link in the deadly chain. So completely avoidable.

[@rigilchrist]

The airmass and the wind moves with the aircraft. There is no danger from a downwind turn unless the pilot is flying by reference to groundspeed.

[@padsliderfranco9561]

Thank you. Can you expand on your thoughts about slow flights drills today compared to the 1980s and earlier. I remember practicing slow flight with the horn. At a safe altitude. I understand this is no longer taught. Is that true.

[@richardaldom741]

Well said

[@MalcolmRuthven]

You made the most important point, which is do NOT do those slow flight maneuvers without enough safe altitude below you. To me, this CFI make an unforgivable mistake and it killed both of them.

[@FlyWirescottperdue]

Malcolm, I am baffled!

[@JackOkie]

@@FlyWirescottperdue Perhaps it being the fourth training flight found them somewhat complacent - going out to do the same-old same-old for the fourth time.

[@MyNathanking]

I grew up in Bucks County, and so I am familiar with all the names you mention in this video, like Hilltown and Pennridge. I actually lived with my parents in the town of Silverdale in the Pennridge school district. The immediately surrounding towns to Silverdale are Souderton, Perkasie, Telford, and Sellersville on what I think is the south side of Silverdale --- and then at the opposite end of town on the north side is Blooming Glenn. More distant surrounding towns include Hilltown --- which you mentioned --- also Doylestown, Chalfont, Quakertown, Dublin, and Franconia. Montgomery County is the immediately neighboring county to Bucks County. That lower southside corner of Bucks County where I grew up is a nice place. By the way, that lower southside corner of Bucks County also has a glider port. Other features of the area also include the lakes of Peace Valley and Noxamixon. Another thing: My father was a Brethren In Christ pastor, and I lived in the church parsonage at 167 West Main Street, otherwise known as Rt. 113, and the Silverdale Church, where my father served as senior pastor for almost 13 years, was at 165 West Main Street. The places where I lived are still there, although Silverdale has become a much busier place with more buildings, and a school went in behind the former church parsonage which is now the church's office building.

[@ProbableCause-DanGryder]

Great job Scott! Thanks for your excellent work on this. Prevention is no accident!

[@Flying_Snakes]

Great points. RIP

[@robertbandusky9565]

Was it MAX G attempting recovery?

[@Joe_Not_A_Fed]

This kinda makes me sad and mad. I feel terrible that those 2 people lost their lives but jerking around with slow flight at low altitude in a high performance aircraft, makes this tragedy a matter of when...not if. They had plenty of altitude to practice all sorts of manouvers. Why practice hanging on the prop so damned close to the ground? Jesus. I really hope that more people start taking these 'there but for the grace of God go I' lessons to heart instead of thinking 'that could never happen to me'. Thanks for doing these vids, Scott. I have no doubts that you, Juan and Dan are saving lives.

[@robertbandusky9565]

“Get home itis” sometimes never gets you home👨‍✈️

[@edsal26]

I’ve seen training that was more a game of chicken than a positive learning environment. This incident seems to be all about challenging the student pilot with unexpected changes to Standard operating conditions. Unfortunately at an altitude that didn’t correspond with control recovery.

[@rinzler9775]

Doing something really stupid is not challenging the student though - its suicide. I've practised spins in real aircraft, and demand an altitude of at least 6000 AGL or higher, even 7000 AGL. I've also done some semi serious sessions in flight simulator 2020, and tried doing spin practice under 2000 AGL - and I find its just a matter of time until I crash the aircraft.

[@mwip57]

I think comments should be made about CFI's (older types I have heard about) who do slow flight with the stall horn on the whole time.

[@androidemulator6952]

A side note - the framed P51 color scheme chart- is that part of your merch catalog, or do you know where i can get one ??

[@FlyWirescottperdue]

It’s not. Made for me personally. One of the mustangs has my name on it;)

[@maureen-paulbarnes-vonkulm480]

Question. Is a plane with a canard less prone to spin stalls?

[@FlyWirescottperdue]

Good question. I’d say if the airplane can stall… it can spin.

[@5695q]

A crash that did not need to happen, I live a few miles from Pennridge airport and heard them fly over, it made me wonder who was doing a slow flight in low ceiling weather. I don't know what altitude is needed for a one turn spin recovery in that plane and I doubt i would be able to do it in my Mooney from that altitude. Sad loss of two good people.

[@mnmike130]

I have been watching the first part of formation flying. Could/would you do something on mid air refueling? Thanks...

[@FlyWirescottperdue]

Sure, I can put that on the list.

[@mnmike130]

@@FlyWirescottperdue thanks, Looking forward too it

[@billmoran3812]

My first thought was why would someone practice maneuvers with a ceiling of 3800. Ft? Seems poor judgement to even start under those conditions. Plus slow flight in gusty conditions can easily result in a stall. I had it happen to me once. Like you said, stall prevent maneuver can stop the stall if a wing drops, but even that takes some altitude. I agree with AQP for GA pilots. We need to teach how to avoid the things that are killing pilots. Dan Gryder and Juan Brown are right in supporting AQP

[@lessharratt8719]

so just how many feet would it have taken to recover from an inadvertent stall in those conditions if you where on your game??? Like the CFI should have been. Same plane same conditions. I bet Scott can answer this.

[@FlyWirescottperdue]

A stall recovery would stake about 2-300'. A Spin Prevent 5-800' depending on a few things. A Spin Recovery... more than 2000'.

[@HoundDogMech]

Scott you Juan and Dan are doing more for General Aviation Safety than all the 3 & 4 letter federal agencies and GA groups Tasked with Aviation Safety. Just one thing I have a Problem (even Being a Licensed Pilot since 1970) the use of 3 & 4 Letter acronyms. PLZ at least present the full Words on the screen in a Readable text for long enough to be read and PLZ keep ALL TEXT High enough to be out of the way of You Tubes RED PROGRESS BAR when paused. Great Job as usual.

[@FlyWirescottperdue]

Good suggestion.

[@steveseibel8285]

At 9:47 to 9:52 the speaker states that the stall speed is higher in a climb than in level flight. Why? The lift vector is no larger in a climb than in level flight. In fact it is very slightly smaller. (Multiply by cosine of climb angle.)

[@FlyWirescottperdue]

It’s all about angle of attack, not vectors.

[@steveseibel8285]

@@FlyWirescottperdue For the same airspeed, a-o-a is not higher in climb than in level flight. By extension of my previous comment you can see it's actually slightly lower, though only trivially so for the kind of steady-state climb we can do in a GA aircraft. Main point is it's not higher.

[@michaelhoffmann2891]

Scott, from the footage this looked like the plane come down nearly vertical in a dense residential area. I can't imagine a pilot with a CFI would be practising slow flight there! Is there no indication of technical problems that cause problems?

[@brucefenster]

Looks can be deceiving. The area as a whole, is not densely populated. It is all relative. Folks living in the area would consider it the country in comparison too in town. General building practice in the area now is to take 50 acres and build 25 houses on 1/4 acre all together leaving 25 acres open space. And there are still some undeveloped farms and more space open. Of course it is not as open as Wyoming. It is the north east after all. The impacted happened to be in the housing area, it could easily been in a more open area.

[@michaelhoffmann2891]

@@brucefenster Ah, thank you for that information. I'm so used to our regional Australia - where even an hour from a massive city, 20 acres is a small property.

[@toma5153]

Interesting point. In our area I've seen small aircraft practicing stalls, etc. over open water (Puget Sound). Quite interesting to watch. You have to really look because they're high up, but you definitely hear the abrupt changes in the sound of the engine.

[@tonychapman4730]

I wonder if there were dual controls installed in this particular Bonanza...

[@brucefenster]

Yes it had dual yoke

[@ryanp6999]

You might want to adjust the volume. I had to have my settings at 80% just to hear you.

[@Chrismarquez7]

Looking at the video, looked pretty cloudy. Maybe didn’t realize how low they actually were with the cloud cover.