Lessons every pilot must learn

[@cheyennechey9158]

At 8:03 it says Note chirping stall horn. Can't hear anything with that dreadful music.

[@mattbireta]

Cheyenne Chey Search “flight chops density altitude “ and you can see the original.

[@silvergtotwinturbo9984]

Just going to put that myself, decided to read the comments first.....

[@laser31415]

I wouldn't know. I had muted it by that point. :)

[@AV8R_Surge]

This is a compilation video. I've seen some of them individually elsewhere on KZbin where you can hear more of the actual event sounds.

[@scottstreeter4914]

Excellent video - discipline on the ground, during pre-flight, during taxi, during take off, during flight, during landing & after are all mandatory

[@johndough6294]

November 87 I had a hare up may butt to go flying. Winds were high and the moment I rotated I knew I'd made a bad decision. Life in the pattern was not good. It took me something like 8 or 10 approaches. I was getting pretty concerned because the crosswind was like hell. I had hours of time or I could have gone to a neighboring airport, but I didn't know whether conditions were any better elsewhere. Out of nowhere, the wind just stopped for about five seconds or so and I just dropped the damned aircraft on the runway. Turned out the crosswinds were at 32 and I was in a 152. :) The guys were taking bets on whether I walked away that day. At one point I was unsure. When you're in the seat or fixing to get in it, you need to be stone-cold-sober-rational and your ego must go behind your zipper and stay that way. And for God's sake, practice your emergency procedures regularly. Forgetting even a small detail could kill you or put you in a wheelchair.

[@mikesanford1595]

The Cessna driver two minutes in.. in the R to L crosswind deserve a round of applause. That was beautiful. Way to use what you had and get that airplane safely on the ground. Good job!

[@CountofSerenno]

All great teachings I'll keep in mind during my flight training in 2019. Never force a plane to land!!!! It's all about IAS!

[@jameshazen7433]

In June 2010 a family was lost when their PA-32 crashed on takeoff from D68 Springerville, AZ. D68 (KJTC) is over 7,000' and it was a hot day with DA over 10,000'. To compound this runway 3/21 8400' long was closed for resurfacing. That left 11/29 the 4600' crosswind rnwy as the only option. With full fuel and 4 people the AC was heavy. The AC never got out of ground effect and crashed into an empty school building. The pilot had over a 1,000 hrs, all in flatland FL and SE. One look at the Koch chart would have told him no go. This tragedy effected the AZ aviation community. We would have advised him about mountains and DA. If one local pilot had been around, that family would still be alive. Out West, we take our mountain flying and DA seriously. If you are flying out West for the first time, take a few minutes to take the online AOPA Mountain Flying course. Most AWOS give Density Altitude in remarks. Use your POH Koch chart and . Check with local pilots. Let's all watch out for each other. REMEMBER, AVIATION IS AN EXCLUSIVE CLUB THAT WELCOMES ANYONE WHO WANTS TO JOIN.

[@alexaayala8371]

Speed, Field, Faults, Flaps, Finals isnt bad but I like the ABCDE checklist Airspeed Best place to land Checklist (troubleshoot - memorized) Declare emergency prepare Exit and ELT

[@JimWalsh-rl5dj]

Alexa, there is no "finals" it is final, you can only do it once

[@Exige000]

ABCDE assumes you have 10,000 feet still to work through the options but, for the guys in PH-YCM they barely had time to find a landing place.

[@golftips5979]

Alexa Ayala A

[@florinm5289]

I think this a bit forced for a "academic look", but I would like to have clear meaning in a hairy situation. There is no time for questions: what the heck A and B stands for?! I would say SFSFSFSF, Speed-Field, Speed-Fault, Speed-Flaps, Speed-F***! The Speed is paramount in that situation. Speaking GA, there are survivors landed in the threes, while majority of the engine failures ended tragically are because of Aaa-stall.

[@alrobertson3642]

Sod the checklist - fly the plane (then checks if time......)

[@hshs5756]

There's another video shot from the cockpit of a garden variety density altitude crash where the pilot landed on a remote high altitude dirt strip. They stayed for a while and when they finally took off at the peak afternoon temp, they barely got airborne and then couldn't climb. When they came to a tree that was a little bit taller it was over. How many times has a pilot landed in the morning and everything was okay at that density altitude, but by afternoon the temp has gone up enough to make him crash? In aviation these little details matter.

[@Vliegnet]

Thank you for your great comment Hs Hs. I once flew in a Piper Tri Pacer where we landed in the morning, and took off at lunch time......it was close to being disastrous.

[@gcm747]

Crash at 9:45 happened in Perth, Western Australia on Australia Day 2017. The aircraft (a Grumman G-73 Mallard) which was part of the days airshow, stalled during a steep turn and crashed into the Swan River in front of thousands of onlookers. The pilot and his partner/passenger were killed. The crash caused the cancellation of the days festivities including the annual Skyworks fireworks show where hundreds of thousands line the rivers shores to watch with family and friends. A sad and traumatic day for those who witnessed it.

[@newmonengineering]

great video, I see many pilots afraid to throttle lower to bleed speed. Sometimes it's good to throttle well back with a tiny bit of up to kill off speed just before the runway but too many are afraid to slow down enough! Flying to a landing is asking for issues.

[@jbj27406]

I'm going to say that the weight and balance examples were more to with density altitude violations than weight and balance. You cannot overcome an impossible density altitude situation. You cannot violate the laws of physics.

[@freesk8]

I know of the event at 9:26. It was in Mukilteo, WA, and the plane had trouble on take off. Don't know if they lost the engine or what. But it was at the South end of the Paine Field runway. As the plane came down, there was no good place to go. They clipped a traffic light, which opened up a fuel tank. One car was torched. No one died.

[@mh53eflyguy]

Exactly illustrating my point. Plus, don't rule out any flat surface. To say no roads is asinine. The weigh and balance of the Stinson 103 touching the trees as well as the Beech taking of from Concrete VA and nearly missing the trees at the end were both high DA issues and not weight and balance. I had to stop watching it with the Cherokee Six in Mukilteo, as I know one of the guys involved, and they had no other options. Whoever made this video is among other things, clearly not a CFI.

[@pontiacdriver999]

@@mh53eflyguy Actually, a pilot should be aware of a high DA area and load his plane accordingly. So in a sense, that was still pilot error because they loaded their plane heavier than it should have been given the atmospheric conditions.

[@kellyreim6627]

freesk8 amazing

[@robb3652]

Great video. A lot of new pilots due to never maneuvering the aircraft in a way needed to recover in training are unsure what to do next. The nose gear PIO examples show you that they were never taught about fast landings and the consequences thereof. The stalled takeoffs with a rough field take off configuration (nose gear up early) again shows you how people don't understand the concept of induced drag. There's lots of crappy flight instruction going on out there. (The Vmc to IMC really pissed me off)

[@tomthx5804]

Why do you people think the music adds anything at all? It is annoying!

[@reusin69]

I saw the original a few weeks ago. I'll just change up the comment I put on there here: As a student pilot, I really appreciate this video. I would have made a few of these mistakes if it wasn't for this. I've been flying and learning at ease now because of this

[@Max50ww]

Karama...good luck with your training. There are some really good videos on KZbin. Take a look at the air safety institute accident case studies. There are 18 of them. Very informative

[@johnevans388]

'Never force an aircraft to land' is an absolute classic. In summer where I used to fly out of we had major problems with thermal activity on the concrete runway. In an AA5A you'd come smoothly over the threshold then the aircraft would bounce and float at about 10-15 feet. At that point you had to be really careful because trying too hard to get down would stall it and trust me kicking in rudder to correct wing drop at that height is interesting!

[@mikegregory2535]

A perfectly interesting video ruined by music. ITS about airplanes not , NO MUSIC

[@AnthonyBordignon]

Amazing video. A real eye opener take your time and don't get sloppy

[@WespumkinGTE]

I agree with you on how pilots have to learn on their mistakes

[@simoncorporation3]

Basic but essential points to heed. Thanks.

[@exploringabandonedmines]

Great refresher that all pilots should see!

[@DavesHangar1958]

A good pilot is always learning right? One time about 100 ft above the ground on final I had to do a GA and started to prematurely clean my flaps up b4 getting my airspeed up above Vs. I was a student pilot then. I will never forget that sick feeling in my gut telling me that I just screwed up. Lucky for me I remembered my power on stall recovery training and applied back pressure until I was flying again. I don't recommend that you try that at home! LOL

[@jobinfo9467]

Dave you almost killed yourself Dude. Seems you still have a lot to learn. If you have a go around at 100 feet and you push power to take off speed and immediately retract the flaps b4 getting to the recommended speed, you don't hold back pressure. It only aggravates the situation, making it worse. What will happen is that the airplane will start to sink when the flaps are retracted because there is not enough lift. The nose will be up in the air as the tail sink as you try to correct for the sink. However holding back pressure only make the situation worse because the angle of attack is significantly increased and you could end up with a stall. The correct procedure in your case should have been; 1. Ensure the throttle is full open 2. Hold the nose on the horizon and remain in ground effect if it is safe to do so as in, you will not tough an object on the ground such as another air plane. 3. When the speed builds up safely climb out of ground effect and go around. Note: All this depends on your specific situation and whether you have a 50 ft obstacle at the end of the rwy and where you are on the rwy and so on. I would reintroduce at least 10 degrees of flaps to increase lift and reduce stall speed to expedite the recovery process. The recovery from any stall or near stall situation (power on / off) is to lower the nose, not hold back pressure. That will kill you. Hope this helps you.

[@ervingoertzen7233]

My instructor always said , if you remember anything important when you have an engine failure just after takeoff, do not attempt returning to runway , just fly the plane , pick the most viable landing spot ahead. In six years , I lost two friends who tried to return to runway , with fatal results , and a third who barely survived but will never be the same .

[@alrobertson3642]

"Never force an aircraft to land" - fair enough in a light single with a 2 mile runway. Not so in a swept wing jet.

[@dmt3339]

Recommendation: if you can afford it, get your glider pilots rating. You will learn skills that will help make you a better everyday pilot and you will get much more proficient with landings, because in a glider you can't go around.

[@time.5316]

This video is without a doubt the best produced, presented and illustrated compilation of common aviation axioms I have seen. Well done and thumbs up!!

[@flyguy7633]

Should do a little more research on the preliminary NTSB findings of that ERAU crash before insinuating that it was pilot error.

[@alexaayala8371]

This. The structural failure occurred on the wingspar which is covered by panels. Stress fractures on a wingspar are something nobody would realistically be able to find in a preflight.

[@Intrepid175a]

Good general examples of what "not" to do. Only thing I'll take exception to is the statement that "increase angle of attack = increased stall speed" at 9:36. Sorry, angle of attack doesn't have anything to do with stall "speed." The wing will stall once it reaches the "critical angle of attack" regardless of the airspeed. Now, increase the load, either by adding weight or pulling more G loads in a turn will increase the stall speed but that's not exactly the same thing.

[@midweekpowderhound]

5:27 is St Barts, where I have flown commercially extensively. He's coming in both too high and too fast, from the cockpit it should look like weed mowing height. He's not pointed at the threshold, which you need to do, it's a carrier landing. With the proper speed there is very little flare, add power for just a moment to arrest the descent rate and plant it. At 5:35 he's well beyond needing to go-around. That is the place where if you are not 3 wheels stable on the pavement and flaps up braking hard, go around. He isn't even close to touching the mains yet. He also probably doesn't realize that runway has a significant downhill pitch, adding to the float and increasing braking distance. (Note these comments are for light twins, not the Twin Otters that are seen there frequently) This airport is short, downhill, behind a mountain, and almost always has tricky winds burbling over the ridges. Your heels are never on the floor landing at St Barts. As such, it requires runway specific training, something this pilot appears to have never received. You cannot be as little as 10kts too fast on the approach. So this accident happened way before the go-around was missed, as he didn't even know where the decision point was. When I was training there the bones of a Saratoga SP were on the reef out in the bay. He had also waited too long to go around, but by the time he put the power to it there wasn't enough runway left, it's only 1,800 feet usable. He did a departure stall and hit the reef. The chief pilot training me made sure I understood all the ways to make that mistake, so it wouldn't ever happen. A proper St Barts landing includes at least 3 "Oh, my God!" cries from the back, precision in approach speed and angle, authoritative no nonsense touchdown, and breaking many mainland rules, including retracting flaps right after touchdown. If you're lucky you get to wave to the topless girls on the beach as you turn to taxi back.

[@ikono2]

2:52 Why don't I see the ailerons deflected against the crosswind?

[@em1osmurf]

that, plus most pilots are slobs, do not cross-control or even know it can be done. i've gotten stuck in the rear seats in a commercial jet, and it's a head-banger if the pilot doesn't c-c and snaps it straight on runway contact.

[@CountofSerenno]

yeah, did he even use rudder?

[@jefft8695]

NEVER TRY TO MAKE THE IMPOSSIBLE TURN, YOU WONT MAKE IT.

[@josipvrandecic2472]

The landings was, is and will always be the most demanding and dangerous flight operations.Thanks for sharing.

[@alrobertson3642]

Inadvertent flight into VMC should not end in death '99% of the time" (and doesn't). PPL training teaches you what to do if this happens. If the worst happens it's due to either (1) poor training, (2) poor application of what you have been taught or (3) lack of currency.

[@carmelpule6954]

At 9:38, is that correct to say. "increased angle of bank = increased stall speed" or should it be decreased stall speed?

[@xbpbat21x]

At what part in the preflight does it say to wiggle the wing to make sure it's attached?

[@kurtfrancis4621]

As Clint Eastwood said, "A man's got to know his limitations"

[@johnkamm8886]

A video every pilot needs to see. We have all been in these situations, maybe not as extreme, but close. You can teach,, say out loud the correct things, but this video,show what will happen if you do not follow simple flight rules........

[@BushmanCanuck]

Fantastic and life saving vid!!! As a son of a pilot and and armchair flier....two thumbs up👍🏻👍🏻

[@dougedwards7555]

I hope one day to be a private pilot, so it was interesting to see some of the errors that pilots make.

[@miksal26]

In the 70,s ,an old Piper Aztec had been parked on the outside parking lot of a northern Victorian airport. It was mid summer and I was refuelling an aircraft at the bowser nearby. The temperature was in the high 90,s and the sky was clear. The old Aztec had not been moved for about 8 weeks and as I was about to taxy my aircraft back to its hangar, one of the Aztec’s engines gave a splutter and the prop spun backwards for a number of revolutions until it finally Ground to a halt. The mention of the rule about treating all propellers as live reminded me of this incident and should remind any one to treat a propeller arc as you would a firearm barrel Safe flying

[@oBseSsIoNPC]

that loose wing though, you are best off to do a check like that with a second person huh?

[@intrepid_wandering]

That last one though, I can't believe an instructor would take a plane in that shape out to fly.

[@gertnood]

But is that the same airplane that crashed? I wouldn't climb in the cockpit if I saw that going on.

[@briantii]

They didn't - The video is INCREDIBLY misleading. The aircraft and pilots in the video had nothing to do with the one that crashed. Chances are the ones that crashed had no indication of problems prior to it's inflight breakup.

[@TheTrojanMaker]

the last clip was not from anyone who crashed, I know that vid they did not fly after it. the maker of this Video probably just wanted to show an example of a pre-flight check that had the conclusion not to fly

[@TrentPierceProjects]

That blew my mind. I would have stopped right there. If nothing else you think they would have noticed when they were climbing on the wing to get in the cockpit. Maybe they skipped a pre-flight and it wasn't the wing that leads to the cockpit. Sad story all around

[@pontiacdriver999]

That was my thought. I mean, if your wing moves away from the fuselage, common sense would say whoa, lets not fly this one today. Hell, I don't fly my radio controlled planes with loose wings.

[@MennoProductions]

At 5:00, he couldn't go around because of an engine failure that's why he landed with tail wind, it's at my home airport EHSE and i was there with my friend who filmed that clip.

[@apocalipsboy21]

That pre check flight on the pa-28 was strange for me. I flew one to build up my hours and never even checked that. Nor did any one at my flight school even mentioned it.

[@MattThornton87]

Same here!

[@rollingstopp]

There was a pilot in a small plane who ran out of gas,, and He was going to set it down nicely in a green field of grass with a fence a quarter mile away! he came down perfect then the engine restarted because the gas flowed into it and the plane climbed toward the sky then the engine cut out again and the plane descended sharpley and the pilot leveled it out and crashed through the fence...he didnt turn off his ignition to the Engine...

[@TheDormonid]

4:25 it's not possible to have such immense luck. My god.

[@whawaii]

That's one of the ways that the 1% looks like when it doesn't kill you.

[@The727Flyer]

He was part of the 1% were aviation gods appear to grant him (and his passengers) a second chance to live.

[@Keys879]

it was not their time.

[@Leo-fk9ch]

Very good compilation. Thanks for taking the time and effort. All good points. The inadvertent VFR into IMC is clearly the best lesson as it accounts for fatal outcomes over and above all else. As for those that are inclined to turn back to the runway after power loss, the chances of a successful outcome are very low. Stall spin is a high probability. After several decades of flying, I always consider the ground environment at any airport I’m going out of simply to know what my options are in the event of an engine failure.

[@em1osmurf]

watched that propeller start, was chilling. trivia: during ww1, the most air squadron deaths weren't pilots, but ground crew-- walking into rotating propellers.

[@johnmajane3731]

It is maximum demonstrated cross wind component not maximum cross wind component. It is a good guide as to what the plane can do but not a limitation. The example you used of the C150 was obviously a demonstration , looking at the angle they were holding relative to the runway it was to much the plane had plenty of rudder. The Tripacer overturning most likely was just not using the correct control input. Many pilots will just take off with the controls flopping until it is time to rotate which is absolutely ridiculous and contrary to what they have been taught. Good points over all however.

[@fabianrudzewski9027]

What sometimes strikes me about private aircraft is that most of them seem like horribly underpowered. In the place where I took glider lessons, they had 2 DR400 to tow the gliders. On hot summer days, they had trouble to clear some normal trees after almost one kilometer.

[@WanderingMike]

I'll admit it. I've ignored the crosswind component and almost paid for it. Took a flight in a Piper PA-28 Cherokee to Columbus, IN, to go to the little restaurant they have at the airfield (something like Blackerby's Hangar). Going back to my home field the wind kicked up. Instead of diverting and waiting it out I took a shot at it. First approach, I was crabbed on the centerline and everything was fine until I kicked the nose straight and dropped a wing into the wind for the crosswind landing. The wing was so low I couldn't get a wheel onto the runway, but when I brought the wing up the wind almost blew me off the right side of the runway. So, I had to go around. Again, instead of realizing I should just go hang out somewhere else I devised a brilliant plan to get on the ground. This time I was going to approach on the left side of the runway so when the wind blew me across the runway I could get the wheels down on the right side of the runway. Long story short, it worked. When I went home I was so impressed with myself that I told my wife about it. Well, she quickly brought to my attention how stupid, and lucky, I was (mostly stupid and she wasn't very nice about it either). She told me as a new father, and her husband, it wasn't fair for me to take those kinds of chances anymore because people depend on me. So, the moral of the story is, a lot of this stuff boils down to maturity, clear thought, and risk management. The cockpit is no place for a risk taker. Fortunately for me, I got away with it, but at least I learned my lesson.

[@fogstreet108]

this is very sad to watch. but some people are prone to make bad judgements and won't get a chance to make the same mistake twice. I know of a pilot that had been flying for hours, having some time while a friend unloaded a few things from their plane he went deaf to the sound of the engine and he backed into a prop that slapped him down cutting his butt off to put it bluntly! he survived. thank you for the video.

[@samdish]

Was hoping it's a new one, it's the same one uploaded some year or so back. Still love learning aviation stuff anyway, twice doesn't hurt I guess

[@Vliegnet]

Thank you for comment Sam. my schedule is a bit hectic at the moment, so I am not able to make a lot of vids. BUT, I am working on a few that will come out in the next week or two.

[@samdish]

Judy Robus what do you do? Are you a student pilot?

[@Vliegnet]

Hi Sam. No, I am a flight instructor.

[@samdish]

Judy Robus that's the dream for me right there lol! To be a CFI.. Am in UsAF tryin to learn how to fly

[@saito125]

In fact, it's actually good it's not a new video... hopefully because there were not that many accidents again...

[@Exige000]

Look at 5.20 where the instructor is hanging on to the dashboard for dear life (PH-YCM landing in a corn field short of Seppe).

[@jimtalltheislandbrothers6639]

Wow that last clip with regards to the wing. Someone would have landed that plane previously with the wing like that. Wow.

[@_multiverse_]

7:28 this wasnt a weight an balance issue, this was an extremely high density altitude takeoff.....the plane was actually loaded and fued to its minimums. the pilot had done his calculations and established he would make it...he did. this takeoff was actually extremely well done.

[@maxmorgan2297]

Nice video with a lot of senarios and some awesome landings. Thx for making/upload :)

[@milesreese5958]

I was standing next to the camera man when the Aerostar geared up here in Florida. The guy was one hell of a stick. He got it back up in the air. IT was farm land do if he lost it it would have been in a low population area. It was an air park so if it stopped there, it would never get repaired. I'm a 4500 hr pilot and it was the most amazing "incident" I have ever seen.

[@douglasrodrigues332]

The red and white square tail Cessna 150 did a good job considering the wind conditions.

[@kingabflying4504]

We take basic things for granted. This very eye opening and helpful, thanks mate.

[@davewagner]

I agree, Never say never. Been in too many hairball situations where you live or eat it by the skin of your teeth. Its called flying for a reason.

[@n310ea]

When they say flying is the safest form of transportation, they mean commercial aviation, not general aviation.

[@FlowerCrow]

7:24 does anyone else see the guy hanging onto the right wing of the plane at the last second?

[@hockey9831]

Guess you didn’t read the NTSB report of the riddle plane crash... the holes for the bolts on the wing spar had stared to have stress lines in them and eventually one gave out. You can’t check that on a pre flight

[@seanli7493]

This was so insightful, coming from someone who just received their PPL

[@rodrigoc.goncalves2009]

What aircraft is that at minute 5:00?

[@bwfvc7770]

the one where you said increased angle of bank equals increased stall speed. it was not his angle of bank and he didnt really stall per se. stall was not caused by angle of bank. he lost control of the aircraft almost before the commencement of the turn.

[@dennism103]

And why is insurance so high for aircraft again?

[@stevencroy1402]

most of these landings looked like the pilots were trying to land way above normal landing speed, and coming in to high

[@JW-zs1pz]

Checklist, checklist, checklist People!!!! They have them for very good reason. A&P/IA who has seen a bunch over 2 decades on the airport at BJC. BJC is in Denver CO, I was putting on a Magneto on a 172 and a Twin small aircraft with two guys in it taxied up the main taxiway, out of the Gen aviation side of airport. I had to run across the main taxiway and get in front of a moving aircraft to tell the pilot with hand signals "Shut the Aircraft Off NOW!!! I did not budge until he did. He was very pissed off and talking the whole time i did this action. After shut down I walked over to the little air scoop window on the pilot side. I told him he might want to take off the 10 foot tow bar still attached on the nose gear before he attempts to take off. The two guys in the aircraft happened to be on their way out for a Twin flight certification FAA test for his licence, Failed Test instantly after I told them about the tow bar. The aircraft taxied back to the hanger from which they came. It would have resulted in an incident/accident or death of these two guys. Checklist, checklist, checklist---- they work, even when the pilot does not!

[@rayharkins14]

Excellent video. Great comments. Video makes people think

[@tmacarle]

Holy cow. That loose wing at the end was crazy scary.

[@Peppermint1]

Good video, but the music ?

[@SgtRic58]

Low wing aircraft like the Bonanza or Cherokee are harder on touchdown due to ground-effects . Damn things want to float forever down the runway.

[@tiredowalkin]

I've heard guys laugh about a pilot shaking a wing during pre-flight inspection, but that never stopped me from doing it myself.

[@davidmorgan8442]

The embry riddle incident had nothing to do with a preflight issue. That is wrong of you to post that information about those pilots who passed away making then look bad. It wasnt there fault do your research.

[@sonshinelight]

How was Flight Chops involved in this as per credits?

[@pipfpv7489]

i was always wondering, what is the legal limit of intoxication for operating a small airplane?

[@crazypilot4017]

9:38 - Typically that could have been prevented if airspeed was increased, or decrease bank angle.

[@wellingtonsantos7826]

MotoMech Actually, all of these could have been prevented if the pilot was proceding properly.

[@markstainton9080]

Average time for VFR pilot from going into IMC to crashing is about 4 minutes. Instrument training for PPL will just see you through clipping a cloud, ( which you shouldn't be doing anyway)

[@Benny-zv5uz]

Plane at 3:55?

[@ProPatriaRO]

The soundtrack is annoying as hell. Dislike, i cant really take in whats happening because of it.

[@Aero360Aviation]

That amount of wiggle in the wing blows my mind... how do you get to that point without realizing it? I mean, I understand if it is a damage situation - but usually that ends up just being egged out bolt holes that have happened slowly over time. Scary stuff.

[@ervingoertzen7233]

Just recently in northern Ontario , pilot with passenger in. Cherokee 140 departed , altitude 200 , engine quit , tried to turn back , middle of turn , dropped straight down . Both fatality. Pilot had excess of 8 thousand hours of flight experience , flying commercial bush plane . In front of runway was a couple hundred acres of just long grass ( hayfield) . Famous last thought of arrogant Pilot is I can make it I’m good

[@ShadeAkeley]

Please re-upload with even louder music next time

[@TheChap1012]

@ 5:30 that guy should have done a touch and go. He knew he was running out of runway in short order.

[@briantii]

I’m not sure there is evidence to suggest the Embry Riddle crash was due to an improper preflight, not sure I’d feel comfortable placing blame on that one until more is really know. It may have been impossible to detect sadly. Otherwise great video.

[@crabtrap]

was the guy shaking the loose wing(at vid end), the same pilot/student that died?

[@Zeldinio13]

Absolutely right. Inspections of other Piper Arrows revealed the same stress cracks, undetectable unless specifically looked for. It is an offensive comment and incredibly disrespectful to blame those the pilots for that crash.

[@therealjeff-0459]

briantii if the wing comex off in flight, you didnt do a good enough preflight

[@whitey22222]

the realjeff-0 Hmm so you have x-ray vision? If the clip at the end was them (don't know if it was, that plane in the video looked like it had hit something) then yes it was on them if not then maybe not, but having a stress fracture in a wing spar CAN be undetectable in pre-flight these are the risks we take as pilots, know the plane and know the AD's.

[@MauriatOttolink]

I'm no pilot..Nearest I got was being a Cadet radio trainee, thousands of years ago (Well maybe hundreds?) in the Air Training Corps but I clearly remember as a teenager, getting advice which I would never need..remotely... " When hand-winding a prop (air screw?) stand squarely in front and always keep the uninvolved arm behind your blanketty blank back!"

[@thegreg79]

the music made it hard to hear anything

[@shelbyseelbach9568]

Gregory Eagle so...........? You couldn't hear the music?

[@michaelbuckers]

Is it possible to "safely" lift an obviously overloaded plane if you catch this too late, by raising the flaps and giving it more time to accelerate to highest speed unimpeded, and then lower the flaps and pitch up immediately before the end of runway?

[@dmsdmullins]

An overloaded plane will certainly fly and fly well under proper handling and weather. It's just not safe to do so. "Overloaded" is a spectrum term however, generally it means you are exceeding the safe flight performance window. A plane with identical weight can be under-loaded at sea level and 50 degrees temp and extremely overloaded at 8000 ft. and 80 degrees density altitude. Many other factors like engine out performance, abort speed, max braking distance, distance to clear obstacles etc... It doesn't mean the airplane wont fly.

[@rex669]

You can get a little bit more airspeed by keeping flaps up depending on the size of the flaps and aircraft configuration. But only like 1-5kts max, I would imagine. If you are cutting it that close you should not be flying. I have seen aircraft taking off 100-300lbs overweight. It's not safe and can drastically affect flight performance. So if everything does not go perfectly you're setting your self up for failure/death. But planes do fly overweight everyday, Some aircraft have bigger safty margins than others.

[@ryancrazy1]

I'm not a pilot, but if you need to do something like that, or are planning to do something like that, it isn't going to be safe, not saying it won't work, but it definitively won't be safe.

[@nealsims1862]

Ummm. No.

[@theBOSS3105]

Mi 28 yes you can, retract the flaps and neutralize elevator to get rid of any drags, and lower full flaps and pitch up. But this should NOT and never be something people’s can fall back to. Always, always always weight and balance properly. It’s fun to do when there’s nothing in front, it’s not fun to do when there’s a tree in front and you’re hoping to even clip the tree top.

[@walterfink9782]

I feel each pilot needs a refresher course of Airplane Flying 101 and Common Sense 101. If those don't work, don't fly.

[@MaxVliet]

There are old pilots, and there are bold pilots. There are no old bold pilots.

[@thelimahotel6874]

The riddle accident was a Piper Arrow PA-28R-201

[@AZHighDesert2]

Excellent safety content, thank you!

[@Vliegnet]

Thank you, glad you enjoyed it.

[@BobThePilotN4WFH]

Good video. Thanks for the compilation

[@benjaminpowell9758]

I wonder if the PPL is stringent enough

[@_multiverse_]

lastly, that was not the embry riddle aircraft, there was no way a pre flight could have discovered the issue. a crack in the spar or a fatigued wing bolt should be rectified during inspection not preflight.

[@call911forcookies2]

This is going to be so helpful for my students thanks! But that last clip though, wow! I'd never have thought that could happen.

[@Yotanido]

I know right. I just added "try wiggle the wings" to my preflight check-list. I've previously added "try wiggle the brakes", since it actually happened to me that the brake assembly came off. Luckily it happened either during the runup or just before (probably while stopping for runup), so it was pretty evident when we tried rolling onto the runway and couldn't. Just thinking about how that would've ended had it happened during landing, though... (This was in a PA28)

[@NearlyNativeNursery]

Best video no kidding check check check before you take or landing approach! Calculate Pilots!!!!!!!!!

[@dmsdmullins]

So many problems with this video to list but the worst is inadverdent VMC into IMC conditions will kill you 99% of the time. You have charts and gauges, them. It's a serious situation but not one that can't be overcome with a cool head.