ACTUAL DUAL ENGINE FAILURE IN A CITATION JET

Wow it's an uneasy uneasy feeling of descending food clouds I am see with no agenda our Altima ters that you're used to looking at on your six-pack traffic okay it's here [Music] [Music] [Music] so appoint everybody I am here today and I'm honored to say I'm here with my friend and honestly my hero Bruce Manya you may have been following on AOPA you may have seen a little article about a dual flame out in a citation due to fuel contamination so if you haven't seen it yet be sure to do some research on it but today we're going to talk about from Bruce's perspective what happened in that flight what was he thinking and if there's anything that you can do in the future to either avoid situations like this or just prepare for them because some things are just unavoidable so Bruce thank you for taking the time to sit with us happy to be here so basically you were flying a medevac flight it was yourself a co-pilot and you had two medics and two passengers in the back is that correct two medics two passengers and a patient in fact you had a patient where you had a passenger with you yeah she had said before the flight that she was not a particular fan of small airplanes and that she was terrified of flying and I promised her a smooth flight we flew down to Naples we topped off filled up with fuel there loaded up our passengers everything was normal at that point climbed out and we were headed up to New York we had been level at flight level 350 row for probably 40 minutes at that point and we were relaxed everything is going fine there's no abnormal abnormal teas or anything on any of the gauges until when fine-tuning the van speed on the number one edge and I'm a left engine I was fine-tuning it trying to get it to sit right at 103 percent and it started to spool back and then we very calmly and reeled in uneventful II that the engine just shut off it good producing thrust took once at this one we don't really know why I roll back it just basically roll back and the first thought was okay so the engines the engine has quit and the one one engine we can't sustain flight a350 so the first thing that I did was ask for a lower altitude that was the first thing it didn't nothing else really mattered it's just time to get down otherwise you know our your speed will bleed off the autopilot will hold us there until it stalls so we asked for a lower altitude started headed down so now you're you're heading down you getting a lower altitude you're assume you're looking for another airport to divert to based on your location but this is in a jet aircraft for those who aren't familiar with jet airplanes this is it's as your attention but it's not Jewish your Essex's life right yeah this is an emergency this is a non-threatening non-event it's more of an inconvenience because you're gonna have to fly we're diverting somewhere we're going to land it's it's changing our plans for the day danger and risk and concern it's really a non concern so obviously you informed your crew inform the the medics in the back and passengers that yeah once we start it down we let ATC know that we had lost an engine and we'd like to divert they offered us three airports one of which was Savannah sounded great to us whether checked out runways plenty long we knew it's a class Charlie which is great and once we headed towards Savannah and had that under control I had to go pilot here's what was going on I happy Maddox let them know why we were diverting although I imagine they probably heard the engine spool back and had an idea I'm sure the FedEx brought it include that man the diversion is going pretty uneventful other than the fact that it's the single engine approach yeah we're just descending down from 35 and it takes a while because you're not in a big hurry you're not gonna be good at just shoot down best you can you're just flying and to fly down from 35,000 even out of those in a minute you're still talking to 35 minute trip to the ground so yeah we're heading toward Savannah and we're just descending and at this point we've gone over the single-engine approach checklist we're not to that point yet but we want to familiarize ourselves with it and know what to expect we've set our V rep because in that case you're a lot heavier than you would normally land because we've got a lot more fuel on board we're not ready to land and we said Leger why you're up for the single-engine Empire so now you're all set up for the approach you've got your your V rep speed you've gone over the checklist so you pretty much in your mind you're ready for it's gonna be a pretty uneventful single-engine landing yep it's gonna be a routine single-engine approach and landing if as routine as you can as a single engine compete we're coming down we're just bleep speed the ATC is vectoring us a rather large square around the airport around the approach end of the airport I should say in our descent when things changed it got interesting is right around 8,000 feet for the second engine the right engine now began to spool back just as the first it's not responding to thrust inputs we realize we got a second engine out okay so now the second engine is out now getting yes at this point it's got our attention this is no longer a routine we've done this many times we've trained for this this is well there's no checklist and we've not trained for this and a lot of it is guesstimation says there's nothing no checklist bird no engines there's no these beats for no engines there's no rep speeds there's no best glide speed come at that in a citation one or two citation to post it anywhere you're at what altitude and how far you from the airport we're about 13 miles from the field facing the wrong direction at 8,000 feet and it's quiet and it got quiet what's what's going through your mind what's your thought process what are you thinking about at this moment the first thing we've already got an airport picked out so now we just got to confirm can we make it there are we are we high enough do we have enough energy to trade for distance to get there at 8,000 feet that basically gives me about 16 miles we were 13 from the field I felt like we shouldn't have a problem making it we made it as soon as the second one rolled back I immediately popped at ATC for radar vectors direct 1a don't know we've lost the second three over and now losing two inches in an airplane is a pretty rare event I mean we all know about solely with the bird strikes you obviously didn't hit any birds second engine or are you just focusing on a fan which is fly the airplane what the first one quit it was no concern why I quit I didn't care doesn't much matter to me when the second one quit your immediate assumption is it's fuel related the systems are completely independent right engine from the length engine on the citations so for the second one to quit in exactly the same manner or spooled back the same way non-violently it just the fuel flow went to zero and it just quit going around applying a definite that I may just assume it's ordinary fuel now for those who aren't familiar with the citation so here you are you're you're 13 miles from the airport you're 8,000 feet you've lost both your engines here eight alpha will have control the airplane because the flight controls on hydraulic definitely different they're more of a cable pulley much like we learn indeed in November just like your Skywalker your Cherokee their cable driven mechanical linkage so you've got complete control of the citation just the same are you doing that you've lost this hydraulic switch so you're not gonna be able use your thrust reversers and you won't be able to put your gear down theoretically or your speaker 38 but as far as flying and gliding goes a glide it it glides just like a 172 or 182 and it actually handled fairly well it was pretty smooth and pretty predictable but it wasn't a brake that dispels guy thankfully the thousand and they both quit and we head towards the field my first thought was just because we made two let's try to refire one of the engine so I didn't have any expectations based on how shut down so theoretically they should be starting if it was going to start but for kicks and giggles we did push the engine start button and we got exactly what we expected nothing so we shut down both engines actually literally locked thrust levers closed and from that point we concentrating on concentrated on conserving energy and making it to the field so you've turned towards the airport you're gliding you're everything that you trained for when you're doing your private pilot license probably the last time you've ever really did an ended out yeah hey true collage that your commercial license when you headed you pile out 180s is probably the last time you yeah you do on the football team engines and an adjuster do it of single-edged training in fact most of your training in your checks are single-engine with you because you don't do anything with no enjoy so yeah you revert back to what you learned as a student pilot basically and that's the last time you were in a glider with vengeance so your backyard you're now gliding you you've chosen an airspeed frontier there is no how did you come up with your airspeed at that point well we do have an angle of attack indicator and we've got the altimeter or the altimeter and the attitude indicator but mostly as far as the speed goes who feel it was a feel and we felt like once it like I both agreed that 160 felt like a nice speed it looked like it was giving us a reasonable descent at a reasonable airspeed and realistically it was just our gut feeling and it had the same type of glide ratio the same pitch the same look as basically short final or when you're on be wrapping which is at idle typically anyway so usual attitude to the point convict Atlanta thinner or one to four so you glide speed set see what your descent rate is but the question is is that gonna be enough to make the field yeah so typically your chair keys in your Skyhawks and everything I think everybody basically teaches and understands that a typical glide ratio just for easy math is ten to one and at ten to one at 8,000 feet if you go 80,000 repointed for thirty prom you're three 2003-2007 47 all those big guys those are closer to 17 or 18 to 1 so I'm guessing it's purely educated guess that these are somewhere between the two but closer to the 10 to 1 so I was thinking a 12 the 1 which gives you a nice easy convertible number when looking at the out Scimitar it's a 2 to 1 on the altimeter meaning if you have 8,000 feet you can go 16 miles if you had 4,000 feet you'd be able to go 8 miles that's similar to how they do it in the airliners but they use a three to one rule which is what an 18 to one ratio would work out to so being 8,000 feet theoretically we can go 16 to 1 if my gorilla mountain was right and as it turned out the further we went down and we kept checking that number at 7,000 you know theoretically we go 14 we were on the right side of that to serious concerns let's do room are typically a concern but the first one being wood coming down it was clear below 3000 but we could see there was a layer and it turned out to be between 3,000 and 4,500 so we did know we had to go through it now radar vectors from ATC and looking at the GPS we know we're going directly to the field so there's nothing else we can do we're keeping this best glide as best we understand and we're going through the clouds and that's you know you've just opened kind of like when you're a fresh IFR pilot and you pop out of the clouds and you see the airport it had that feeling when we came through the clouds at about 3000 and the airport was wearable owned and it was in front of us so let's back up a second here so before you pop through those clouds yep you got about 40 you said 45 hundred to three thousand so you know about 1500 feet worth of overcast that you've got to break through yep not the big deal in shrimp pilot even though you're gliding but you got your altimeter you got your attitude indicator you've got these systems that keep you on track but just because you know you know kind of like when you're in the sim and you're going to training at you know a flight safety or simcom we're gonna throw one more crew ball out you hungry are you free to in the altimeter school working exactly we still don't know why it doesn't really make any sense not sure if it was a battery drain or if it was some kind of who knows what way through about 6,000 feet we lost our perimeters they're digital digital and they just kind of went haywire and weren't showing us anything now of course we do have a backup it's in a less convenient place to look at and watch at the time you know I asked ATC do you have a house to Don us and they said no we've lost it and we lost the house to its own 80 Ford we do we'll do that it's just you don't it's an uneasy feeling descending through clouds I am see with no engines and you're all tumors that you're used to looking at on your six-pack st. cyr flicker the the main battery off and then back on which did seem to reset the Altima tips and they came back on as we were going through the clouds it was nice we did still have our vertical speed so it wasn't really a big deal and it wasn't that concerning other than you don't like seeing more things fail not knowing okay well what might be next but as it turned out they came back on relatively quickly and it was a non-issue from there and ATC did call up and say oK we've got you at you know 50 something hundred feet or whatever it was and so that so that that was back on track so when we're coming through 3000 now we've got a few things we got to discuss so we've we've talked about it briefly and we're briefing in again and we're discussing okay I don't expect the gear to go down because the gear is my draw the hydraulic pumps are probably not working or running due to the engines being off so we I read the placard again okay we're gonna pull this handle we're gonna turn this reel pull that okay that's how we're gonna drop it dramatically if needed I did ask ATC if I could get over to tower because I want to tell her to confirm but they could see the gear I know they can't legally tell her confirm that the gear is down but they could tell me that it appears down an offender which would be good because I didn't know if we would have to provide so we wouldn't end up with lights he'll go down would go down blow it down you know I just wanted every available resource right so we discussed we're gonna do the gear early enough that if it doesn't go down we got time to blow it down and maybe have a few attempts I that before we land because there is no go-around we're not going we're not going we are landing one way or the other so I think is somewhere around 1500 feet we give it the first go and we dropped the gear down normally with the switch and immediately we had a green light on the nose gear which always comes up first and then with slight pause a little longer than normal we got a left gear and then a longer pause maybe four or five seconds and the right gear lit up and all three green come on something is there was an upwind milling Brickyard to turn the accessory gearbox to turn the hydraulic enough that we had hydraulics and the gear dropped that and gravity and went and we got three green and we were and I I asked my co-pilot and he concurred that we were both convinced so we got three green they're down unlock no reason to blow the gear open actually one last item we got a sweat - gears down so gears down you're on on short final at this point eight out getting my favorite show we're inside of a thousand feet probably not really but altitude and it's time to start introducing flaps and and everything else because we know we're gonna make the field we know we're making the runway and at this point you know at this point the adventure is almost over you know now it's just a matter of putting in a nice landing and in fact I think I commented to Jerry that I had promised the woman in the back a smooth flight so I was gonna make every effort to make sure it's a smooth landing visitor we knew we were doing it so despite the fact that you're coming in no engines you still didn't forget that conversation you had in the beginning of the flight that you were going to give her a good flight no not at all in fact on the way down I kind of felt bad for her because her she doesn't fly often and when she does she's scared to death and now this happens to her a dual engine failure it could have happened to someone that was a little more comfortable flying foot but yeah we before we touch down we did discuss which systems are gonna work and which ones aren't and on rollout we said okay we're gonna land gears aren't it down we're not worried by that rollout no brakes should work fine that's a completely separate system our speed brakes won't work because we don't have our George we're naming Obama trying them and other than that most of us are thrust reversers won't work so we were not bother with those but I think we have a 9000 foot runway I'm not sure about that but I think we had some or on a 9,000 foot runway so we weren't worried about running out of the runway I'm queuing up there and expected the brakes to work so my name I did everything I could to hardware charlie and give her a nice landing and it turned out it was a smooth landing wanted that and we just came to a stop they require trucks halfway down the runway to meet us and we pulled over next to them an interpreter just in case but the fireman walked up to the to the airplane which was a relief that meant we weren't on fire and there were no chunks hanging out so at that point we knew aventures over we're on the ground safe and sound so you lay in the airplane the planes now stop stop in the runway atc then proceeded to ask you see i think they were just told a plane with engine failure was coming in because obviously you're not going anywhere just i talked out you capacitors in the back here both the the medics and passengers they kind of have a puzzled look because they're not quite sure why we're sitting there yeah as it turned out we're coming down here 20-some thousand whatever it was we had better know we had lost image and we were diverted to Savannah so they understood that they knew all that now at some point going down the I had pulled the thrust levers back for a descent and there wasn't enough bleed air to continue to pressurize to happen and the pressurization have got goofy for a moment which made everybody's ears pop and so on I put a little power back in come down and you know you're talking everything was fine they 30s in that their passengers may not have cleared their ears as well or the same or whatever the case was because what the second engine back of a barrel fire they didn't hear they didn't know it apparently they thought it was just an idle and we were coming in and it was just quiet and they actually none of the passengers in the back the five in the back had any idea the second engine had quit for Joe 32 we were on the ground and it was silent right there it's probably better they didn't know ahead of time yeah and forever because they could do about it anyway and and yeah we we were concentrating on conserving energy we did it briefed them on by the way we've got no edges because last thing I want to hear is after we landed and when we told them this the passengers mathematics but the passengers had asked how we remain so calm up here because they had no idea that there was anything out of the ordinary and to them it looked like we were just pushing buttons as normal and flying as normal the approach looked like it was normal came into the airfield they just assumed this is what a single-engine approach looks like now realize you lost puff engines obviously they were grateful to your skills and how calm you are and what's the very next thing you did I excused myself from the cockpit went to the back grabbed my lunchbox and started eating an apple which the woman that apparently her nerves still hadn't rested yet she goes I can't believe that you were calm enough that you're gonna come back here and just eat an apple like nothing ever happened and the medics advisor this is what he does when we land he seeks out food and he gets something to eat now I can tell you firsthand that's exactly what you do every time we land anywhere if there is a glimmer of time we are going to eat absolutely got a beat this man is not missed a meal and I guess the dual engine failure isn't about to change that either I can't always count on fair this point your service fuel contamination is typically in a in a jet you only going to lose two engines for one of two things fuel contamination and fuel starvation clearly you were topped off yet plenty of fuel so there's your foundation wasn't an option we had 3,800 pounds of fuel on when we landed so obviously at that point they get to be fuel contamination so 1251 weather as it will turn out to be fast-forward now they look into it all turns out that there was de f added to the fuel and so for those who aren't familiar with what de f is explained what D F is it where it's used diesel vehicles built after 2010 and require what's called de F diesel exhaust fluid it's an additive that you don't put in the fuel you put in a separate tank in diesel trucks and that is pumped into the exhaust to reborn' emissions and make them a little more friendly environmentally friendly this de f is not made to be mixed with any fuel whether it be diesel fuel or jet fuel in this case inadvertently a d EF container was used to transport the priest which prist is an anti ice agent that you do add to jet fuel to stop any water that's in the jet fuel from freezing and crystallizing and also it's got an anti at my co real and it just stopped a little bacteria growing in your in the water in the jet fuel so they used a d EF container to transfer pressed from a 55-gallon drum to the five gallon drum on the truck and apparently a very small dose of de F can be fatal to an engine so the reason D D F and the containers even came into play is because certain Jets ie the citation ones and twos for sample first added into their fuel not all Jets do so not all Jets would are exposed to this but in this case these Jets are unbeknownst to to you because even as a pilot you have no way of verifying if Crist is indeed headed to the fuel this being at it's not like straining the fuel is gonna show you a different color there's really nothing you can do yeah there's no test as a pilot it watching them put it in you know even if you watch them closely they're pumping in out of a jet a truck and they've got the Priss lover turned on which is what you look at for so this is being pumped in and looks normal smells normal it goes in there's no something that's gonna tell you what it is there's no gauge that tells you what it is and at that point there's there's no possible way of knowing that you've got de F contamination I know when this event first happened you you know very humble about it and you know and didn't want to take a lot of credit but I personally for I for one and I'm sure the people on board anyone who's watching this would say you did an amazing feat you you saved seven lives you save property from being damaged and and you're probably the only person in history that has glider time in a citation or essentially you became a test pilot I mean I don't even know if when they certify these airplanes if they've ever shut down two engines it's like so you definitely have have done something or five nobody before you and hopefully nobody after you will ever do again and as I said I even say this but you truly are my hero to me and point to many people involved in you know the words of Bob Hoover you fly the plane to the scene of the accident that's it and you can see the biggest thing that's changed is I mean the attitude that I have weren't flying it's a very relaxed attitude when things go badly I'm still very relaxed emergency situations so very relaxed I'm not really a warrior or nervous person what I did take away from it is soon after that I started training for the citation seven the six fifty and it did put a lot more emphasis on knowing your systems and knowing the airplane knowing what systems are gonna fail what systems are expected to work and I think that a lot more real for me knowing no one that was a student pilot yeah I learned everything about the airplane and I knew everything there was to know about the archers when I was flying them but then I would go into a sky Hawk and my attitude was almost I know the V speeds I can fake the rest and it you know and then I went into this plane and that plane in this plane and it reminds you that the importance of known the systems because the systems can be completely different some have hydraulic air Laura some have mechanical some are backed up with something up in some cases the pneumatics for blowing down the gear or also with the brakes some aren't and it goes on and on and on and I do feel like after that it did set in to me the importance of learning the systems on a new aircraft yeah I think that's a really good lesson for all of us if I even listening to you say it as actually makes me realize that that's something that I could be doing as well all the airplanes that I fly I think that's a really valuable lesson that well well said Thanks so on that note and I know thank you for taking this time thank you for talking to us for those who want to learn more about what happened you can research the EF dual engine failure I know it FB owes all got alerts about this has actually been all over has it hit mainstream media for some reason it has been all over the industry inside all the industry magazines and subs as always you guys if you like these videos be sure to hit that thumbs up and subscribe button biggest compliment I can receive is your subscription to the channel and hope you enjoyed this is a little bit different than the normal videos we do but hopefully you enjoy this and go ahead and and leave your comments down below let us know what you think go ahead Bruce we'll be taking a look at the comments and any message you want to send to him be sure to do it there so until next time guys stay safe and we'll see you the next one [Applause] [Music] [Music] [Music]

Channel: Baron Pilot

Views: 511,265

Rating: 4.761179 out of 5

Keywords: ATC, flying, Live ATC, Flight VLOG, Flying Experience, Commercial Pilot, pilot vlog, Airplane, baronpilot, whyifly, dual engine failure, fuel contamination, def fuel contamination, citation, citation emergency, bose aviation, safety of flight, aopa air safety

Id: sKxgne1J2pU

Length: 31min 51sec (1911 seconds)

Published: Tue Nov 12 2019