Accident Review North Perry B36TC No Good Options on Takeoff

[Music] this is there is not a lot to go on for the crash of e36 tc at north perry airport in pembroke pines florida so stick with us on flywire to see what lessons we can learn about this takeoff accident [Music] hi i'm scott purdue and today on flywire we're going to take a look at the crash of a b-36 tc just after takeoff in one of the most densely populated areas united states on 15 march 2021 the question is just what options existed for this fateful flight i want to start by describing what we know the crash so far okay i'm going to throw red flags on problem areas as we go and you know a lot of aviation happens in densely populated areas and it's a good idea to have a plan in fact it is a fact that piston engines fail at a larger rate than turbine engines do okay per flight operation the odds are in your favor uh but piston some pistons overall are safe but it is incumbent on the pilot to evaluate and mitigate risks as much as possible and they are higher in piston engine airplanes i fly pistons and i'm aware of that and i try to plan for that this particular airplane was a b-36 tc bonanza and it apparently had been advertised for sale maybe for a while but the b-36 is a modification of the a36 tc which was basically an 836 with a 300 horsepower turbocharged continental tsio520 ub engine for the v36 beech changed the instrument panel and the controls but mostly the flight controls in the throttle etc but most importantly they added a barren wing with the larger wingspan and increased fuel storage and the b-36 was also certified to a higher gross weight and i think about 116 or so of these airplanes were built this airplane november 236 bravo charlie was reported to have 360 hours total time which is not a lot for a 1996 airplane for the first 15 years of its life it flew an average of 20 hours a year from my perspective age and usage here is a red flag particularly in a salt air environment i don't know how long it was in florida this turbocharged engine operates at a max of 36 inches of manifold pressure and historically has engine has issues with cylinders not making tbo for a variety of reasons the time between overhaul or tbo for this engine is 1600 hours or 12 years in the ga world most operators fly an average of 50 hours a year and don't overhaul an engine at 12 years that number the 12-year number strictly applies to part 135 commercial operators tbo typically isn't a trigger for an overhaul as much it is as the on condition situation overhauls are generally dictated by the condition of the bottom end the crankshaft the king case the camshaft and of course the power produced by the engine and a lot of that is the cylinders essentially this becomes a subjective decision about timing the engine was reported to have had a top overhaul which means all the cylinders and pistons were replaced at 311 hours 49 hours previous to this accident but that was 10 years before the accident that means for the last 10 years the airplane had averaged less than five hours a year and for me that is definitely a red flag whether an airplane sits or it flies all the systems tend to age out instruments sitting on delicate bearing surfaces tend to corrode they they tend to have flat spots tires become brittle they develop flat spots rust attacks the steel components of the engine especially in areas you cannot readily see even when you do a top overhaul a 25 year old airplane with 360 hours is not a new airplane from my perspective it's a basket of unknown maintenance issues and those those are that's an issue for me at least the real issue for triggering over an overhaul is usage in my view if the airplane flies regularly and 50 hours a year would be at the bottom end of the definition of flying regularly and then expense is of course an issue that's not cheap to overhaul an engine but from my perspective the overriding issue is the unescapable fact that airplanes need power to fly and powered airplanes are not good gliders the trick is here to judge when and to overhaul to prevent a failure not to wait until a failure happens it usually doesn't work out very well so at this point it looks like the accident flight was likely a warm-up flight before demonstration or just to keep the airplane the oil warm or whatever both occupants were from the local area and the previous flight was only 20 minutes long six days prior to this particular flight and it appears the same profile was planned for this flight by the hours flown we can say that the pilot was probably not proficient i don't know if he's flying something else and currency may have been an issue in this and that's also a red flag if that's actually the case the ntsb is going to have to figure that one out the airplane was clear for takeoff and once you're left with a left downwind departure same profile as the previous slide the crash happened on short final for two eight left about three minutes later so the airplane flew a right 180 degree flight path more or less the there was a residential front door camera a ring camera that recorded the crash sequence itself and i'm going to play that for you here [Music] the first noise you hear is the sound of the unfortunate bystander car driving past the house followed by the airplane cutting through the elevated power telephone wires and then the aircraft ground impact sequence the airplane was nose low in a right bank of 60 to 70 degrees and there was no engine noise and frankly it i'm pretty sure it was fully stalled at this point the vector of the airplane was to the left roughly 45 degrees off the 2 8 left axis and you can see that in the path the airplane takes after ground contact and where it ends up the right wing hits the ground first and that imparts a right rotation as the momentum carries the aircraft forward along its vector path not where the airplane's oriented the air the nose impacts the suv on its right side and it spins it around backwards the suv ends up facing the opposite direction on the other side of the road as the aircraft starts spinning around around the right fuel tank is breached by that by the wing hitting uh the street and the bluish mist you see here is probably avgas from the right wing the right wing tip is broken off and it skips down the road and then just before the aircraft leaves the ring camera frame on the left side you can see a spark that ignites the have gas fumes and the liquid now spread over the road the fire rapidly advances consuming the avgas on the road towards the original impact point the airplane ended up against the airport fence and appears to have been completely consumed by fire this is a tragic accident where both occu occupants of the airplane were killed as well as a child traveling as a passenger in the suv so this is a tragedy and i think that we have to learn what we can out of this accident to honor those who lost their lives just what lessons can we pull from this tragedy i i don't think we have to wait for the ntsb to determine that this was an engine failure and turn back accident at this point it is actually immaterial what failed on the airplane my suspicion is is that we'll turn out to be age-related but what is more important is how what happened how the pilot flew it and how we can avoid this fiery end if our engine should quit right after takeoff especially in a populated area and this is a shot of uh pembroke uh the the pembroke pines area where north perry is located and as you can see from this satellite picture this is a densely populated residential area what options did this pilot have in a previous video i covered the impossible turn trying to lay out some parameters for turning back to the runway if you have an engine failure and or even to the airport that area that you came from not necessarily to the runway but the airport area being a cleared airspace airway or cleared area if you have not practiced this maneuver i wholeheartedly recommend you just land and land straight ahead uh it's not likely that you're going to be able to manage your energy successful and stay alive if you haven't practiced this thing this is right close to the stall and you have to maximally perform the airplane you're not going to do that in a stressful situation unless you have practiced it and then you if you practice it you set maneuvers and you want to follow those sorry parameters and you want to follow those parameters period full stop it decides when the engine quits close to the ground it seems to me the situation situation is much more critical than it is at altitude you have only the energy on the airplane the speed and the altitude and woefully the level of that you need to use what you have to survive and i i will say that the last priority is landing with the gear down the first priority is to land on something as clear as possible not hit anything hard don't get into an argument with a house you're going to lose make a controlled landing and the way to stay alive is to dissipate your energy as slow as you can not fast because you know our bodies can't really sustain fast decelerations in this case there were no really good options the only option i can see is to land straight ahead on 9th street and try to avoid cars probably not going to be able to completely do that perhaps a right turn to land on 71st street and then you have traffic because it's more of a throughway without adsb data i don't really have any reliable way to discern what altitude and air split air speed the airplane had when the engine failed but it is painfully obviously painfully obvious sorry that there wasn't enough energy in the airplane to make that 180 degree right turn to runway two eight left perhaps there is enough energy to make the grass of the airport somewhere around maxwell park here in the middle and frankly those are really the only options available but the pilot chose to attempt a landing on runway 2-8 left focused on that and committed to it and at some point the pilot discerned that there wasn't enough energy to make it and he stalled the airplane rather than switch to the grass or a road you've got to be prepared to accept reality don't forget the success that sully achieved with the forced landing on the hudson we just looked at that in a previous video he landed on the water and where there wasn't anything to hit then you only have to worry about is swimming here folks we're talking physics here this isn't politics this isn't feelings this is hard reality wishful thinking cannot change newton's laws you have to conform on this one manage your energy for the best result decide on the best course of action and focus on that then execute i recently had an engine out situation during an overhead that's a visual approach and then your break kind of like the military style and it was an unwanted opportunity to practice what i preach at about two miles the engine quit i did an immediate left turn managing my energy right at best clyde all the way around until i lined up with a runway i was looking for alternative fields to land in if i wasn't close enough to the runway when i finished my turn because i wasn't really sure how far out i was at that point and there weren't many at this airport fortunately when we rolled out on final we were spot on if just a tad fast and at that point i was very happy to have the runway be about 10 000 feet we made it without further drama and only afterwards did i think of the alternative outcomes not during the important point about this is focusing your only job here is to focus on the job at hand and fly the airplane and try to do the best you can in the landing okay fly as far into the accident as possible bob uber's advised success in a highly stressful situation like this comes with having a plan for every major segment of your operation decide what happens before pushing the power up for takeoff for the most part you don't have a vote for when the engine quits but you do have control over what happens after okay uh normal flight can change in the blink of an eye and you better have a plan a and a plan b in your hip pocket time critical situations like this you just don't have much time to make it up on the spot okay i would like to say something here about risk factors and flying in particular an old engine with low hours okay it's not a new engine it's not a low time engine it has time ages things time ages things i don't think missed feeling was an issue here in this accident that blue mist and the way the fire spread with little soot leads me to believe that this fuel was indeed have gas jet a has a much lower flash point than half gas and doesn't miss the same way and it is reluctant to stop burning and then when it does it burns very dirty when it does light off i think in the end the problem will be found with the engine and more than likely it's going to be an issue traceable to the age of the engine and surface that's my bet on the red line uh i want you to ask yourself this is you asking yourself what am i willing to bet my life on and what am i willing to bet my passenger lives on for me that answer is really conservative i'm very conservative on that point so how do you tell when it's time to overhaul or replace an engine well frankly i think that's a good topic for another video not this one so stay tuned i'm gonna i think i'm gonna do one on that meanwhile i hope you like the video if so hit like and subscribe it looks a bit like this right here and i'd like to thank my patreon supporters right up here uh i'll leave a link down below if you'd like to support the channel i really appreciate it it helps me make these videos so thanks for watching and i'll see you next time on flywire click this link for the latest upload click this link for whatever youtube thinks you ought to watch or you can click this link to subscribe thanks for watching

Channel: FlyWire- scott perdue

Views: 142,872

Keywords: A36 Bonanza, Accident Review North Perry Airport, Acrobatics, Aviation, B36TC, F33 Bonanza, F33C, Flying, Flywire, No Good Options on Takeoff, aopa, aopa live this week, beechcraft bonanza, blanco lirio, blancolirio, blancolirio channel, bonanza, dan gryder, engine failure on takeoff, flywire online, flywire youtube, juan browne, mike patey, pilot, premier 1 driver, probable cause dan gryder, raptor aircraft, scott perdue, steveo1kinevo, travel, travel by plane

Id: 9o-FjP6cPNo

Length: 16min 1sec (961 seconds)

Published: Sun Mar 28 2021