AT-6 Crash OSH 29 July 2023

it's Monday the 31st of July my name is Juan Brown you're watching the blancoulderio channel and on Saturday 29 July young Rising warbird Star Devin Riley and her 20 year old passenger were killed in their North American at6d warbird aircraft in what appears to be a departure from controlled flight stall spin accident from 3000 feet into Lake Winnebago near Oshkosh here's what we know so far according to the aviation safety network two fatalities two occupants November 4th 9961 a North American at6d Texan airplane November 49961 was destroyed when it impacted Lake Winnebago five minutes after takeoff from Oshkosh Wisconsin the Private Pilot and passenger were fatally injured the flight originated from Oshkosh of course this is the last weekend or the last the end of the Oshkosh Air Show and fly-in adsb data and eyewitness accounts suggest the aircraft entered a stall which developed into a spin let's take a look at the adsb data looking now at the adsb data from adsb exchange they departed Runway 2-7 here at Oshkosh did a normal climb out at about 113 130 knots ground speed climbing up to 3 000 all the way up to 3700 feet the elevation of Lake Winnebago is about 700 feet and change so they're 3 000 feet above the ground or above the water in this case and if we look at each individual data point here in the lower left corner of your screen you can see the barometric out to GPS altitude and the vertical rate of climber descent so they're climbing at about 500 feet per minute here and they're slowing to 111 knots ground speed not sure what the winds are at this altitude 3 700 feet about 500 foot per minute rate of climb 116 knots still climbing 30 800 feet still climbing 768 feet per minute 3 800 feet climbing at wow 1200 feet per minute 3 800 foot elevation 1280 foot per minute 108 knots 3 900 feet still 1216 to the positive now down to 98 knots 3 900 feet and about just only 64 feet per minute little little turn in here little descent down to 80 knots and begin descending it 1792 feet per minute down to 71 knots of ground Speed 3 300 feet descending at a rate well that one's at 3968 feet per minute and that one is at 10 000 feet per minute so somewhere right in here it appears that they have departed controlled flight in the at6 and according to eyewitnesses who witnessed the crash indicated that the aircraft was in fact spiraling or spinning into the water here they are at 105 knots of ground speed 77 680 feet per minute rate of descent and that is the end of the adsb data the aircraft involved in the accident November 4 9961 is this unrestored at6 that was recovered from the Spanish Air Force and was owned by the Riley family and operated through the Texas warbird Museum and on this article dated July 20th of 2023 they say that this aircraft will be making its first appearance at both wings of the north and Eden Prairie Minnesota this weekend preceding air Venture and then at eaa's air Venture in Oshkosh Wisconsin this aircraft was recovered from the Spanish Air Force about 40 years ago and kept in a private airstrip in Georgia for the last 40 years and kept an air-worthy condition but in unrestored condition which is a unique Time Capsule of a warbird the article goes on to say that the Spanish lady will be flying into air Venture in Oshkosh with a mission to encourage people to engage in history the Riley family can be found at events in finance with a line of people waiting to see their aircraft as they enjoy engaging with the public and passing on the history of these lovely warbirds flying and sharing the histories of Family Affair both Jeremy Riley father Hunter Riley's son are experienced Pilots with Devin Reilly wife of Hunter a newly minted T6 pilot Devin just soloed in this e T6 two months prior to Oshkosh Devon leaves a pretty clear flying history on her Instagram account she received her private pilot's license in August of 2017. by the time of her 26th birthday she had it achieved about 100 hours in a high performance checkout in assisted 182. she began flying a bt-13 in 2019 flew steerman's uh flew Ace Airmen in March of 2020 received her instrument rating in December of 2020 was to ship carded in the bt-13 that means she was formation qualified to fly a two-ship formation through the NATA North American training association who does all the karting of the warbird pilots by June 19th of 2022 she had 500 hours and flew her first formation air show at the Fagan fighter Memorial Air Show she also had a lot of theater experience and was involved in the film rise above about the Wasps the women Pilots of World War II the fairy Pilots and that's what she was promoting at Oshkosh in March 5th of this year she received her four ship Wing formation card rating from NADA the North American training association did her commercial written here on um let's see the February of 23 and then soloed in the T6 in May 27th of 2023. so though Devin had her first 500 hours under her belt she was freshly soloed in the 86 and she was right in the middle of the curve that all of us have to safely get through the first 500 hours of our flying experience until we achieve over a thousand hours of flying time at which time statistically our chances of having an accident get reduced greatly and even though the young Cadets during World War II were flying these aircraft with much less flying time they were completely immersed in a flying training program of aerobatics formation and spin training that is nothing like today's of Civilian flying training and even with that said the accident rate during World War II in training exceeded that of combat losses during training when operating these kind of warbird aircraft this first 500 hour hump of likelihood of being involved in an accident within the first 500 hours of your flying career is is typical of any Endeavor it's the we don't know what we don't know part of our learning of a new career or a new endeavor unfortunately spin training is no longer taught in civilian Flight Training in military Flight Training it was taught all the time it's right out of the gate you're that's what you're doing stalls spins formation flying but not that's not the case in civilian flying training and if we take a look at the old at6 manual there's a lot of interesting information about the spin characteristics of a an at6 as I always say on this channel you can install an aircraft at any indicated AirSpeed at any attitude but only one critical angle of attack and of course as you increase the angle of bank of the aircraft you are going to increase your indicated stall speed the 86 is a relatively heavy aircraft weigh again between five and six thousand pounds as it approaches gross weight right here in the manual tells you that just to do stalls the you need to practice your stalls that such that you will recover at a safe altitude of 4 000 feet above the terrain now according to the book it says it stalls in the at6 are not violent and you can normally feel a normal stall approaching as the control controls begin to loosen up in the airplane develops a sinking mushing feeling but most of us that have flown the at6 have found that it's a pretty abrupt stall generally to the right now for intentional spinning of the at6 the book says the minimum altitude for intentionally entering a spin is 10 000 feet above the terrain that's going to give you an indication of just the unique spin characteristics of the at6 they make these trainer aircraft such that you have to intentionally do the correct procedure to recover from the spin they're training you how to fly the airplane by recovering from the spin this does not meet the typical FAA requirements for light aircraft where most light aircraft will generally recover from a spin merely if you let go of the controls because they are so inherently stable that's not the case with aircraft like the at6 or the t-37 that I instructed in for so many years in the Air Force spin recovery this is right out of the T6 manual recovery from normal or inverted spins is affected by vigorous application of full opposite Rudder followed by stick movement slightly forward of neutral for normal spins and slightly aft of neutral for inverted spins if you've ever tried those before that's confusing leave ailerons neutral immediately following application of the recovery controls the nose of the airplane will drop and the spin will accelerate rapidly for approximately one half to three-fourths of a turn this is the part where if this happens to you inadvertently and that water or ground starts coming rushing up to you you're going to do the wrong thing and try to pull away from the ground and that's just going to exacerbate the spin and ensure that the spin continues hold the controls in this position until the spin stops then immediately relax Rudder pressure to neutral so you don't start spinning the other direction slowly apply apply back pressure to the stick to round out the dive and regain level flight attitude during the final recovery from an inverted spin you may half roll from the inverted dive before applying back pressure on the stick to round out the dive and if we look at the diagram over here on on the left it takes a while for the T6 to settle into its uh spin characteristics but you're going to lose about 500 feet per rotation of the spin approximately 500 feet of altitude is lost per turn after the spin stabilizes there's an excellent video by my friend Scott Perdue who goes up and shows us some spins in the at6 installs install pre-vents and shows us from the cockpit of what this looks like and with his permission let's look at that video now picking a fun well let's get to the meat of this particular video and we're going to start with spin prevents if you have you're in the traffic pattern and you have overshooting winds something like that you depart the airplane well if you don't recover you're going to die in the odds are a field of spin develop you are so the idea is prevent that spin to begin with and how you do that is when the airplane starts to slice just like in our video there you go forward stick to break the air away get that boundary layer reattached and then you use the rudder to recover and then you recover from the dive and hopefully you have plenty of altitude to do that spin prevent so the first thing you do in the stall or and when the airplane starts to slice you recognize it oh my gosh so then you unload and then use the rudder to correct it and then you have prevented the spin recover from the dive and we should be fine okay next up is the spin we set it up the same way as the spin prevent we clear the area and then we then we put a nice amount of altitude above the ground and then we install it and once we stall it we kicked left Rudder we're going to hold it the next thing we're going to do is we're going to stabilize the spin idle neutral unpacked okay the idle part of it is is we want to pull the power back we neutralize the aerons and then we go full left on the stick you go full left on the stick so we prevent and present as much of the rudder as possible to the road of wind so it's going to be effective to stop the yard so idle neutral left and then and we do those because if you remember the accelerated spin video we don't want to accelerate the spin make it here we go left Rudder and the Spanish archers there I have to laugh stabilize the spin we're spinning Left Right rudder and then running about four stickers no big deal minimizer so I highly recommended that you go out there and get some training from somebody and spend recoveries and it'll build your confidence level there's no doubt because it's just another regime that happens with the airplane hopefully you can see that if you approach this thing in a controlled manner that spinning it or departing it is not a big deal it's just like I said just another regime just something that happens and you can get more comfortable flying the airplane and staying away from those dark Corners that can bite you so that but the important takeaway I think to remember about this is not the spin recovery itself and how to do it what the Mantra is ETC it's actually how to prevent the spin from happening where's because if you're in the pattern traffic pattern a spin recovery is not going to save your life but a spin prevent will so just avoid getting into that departure altogether you prevent the yaw or stop the yaw and reattach that boundary layer prevent the stall and then fly out that's the best thing to do just don't depart to begin with with each generation of modern Flight Training we lose some of the information and knowledge that our forebearers knew intuitively and instinctively and the tragic loss of Devin Reilly reminds all of us parents who have children that we would like to see get involved with Aviation keep them safe and not push them beyond their limits especially within the first 500 or a thousand hours of their flying career and help guide them in their aeronautical decision making thank you so much for your support of this channel see you here [Music]

Channel: blancolirio

Views: 399,402

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Id: ZPg998NL4Ao

Length: 15min 56sec (956 seconds)

Published: Tue Aug 01 2023