C-172 Crash Auburn CA, Cirrus Crash Knoxville, Gulfstream DR

it's friday the 24th of december my name is juan brown you're watching the blanco lyrio channel and the work's been piling up faster than i can keep up with here at the blancolyrio global headquarters so today we're going to try and cover or overview four separate incidents we're going to talk about this 172 crash in auburn a very local aircraft crash we're going to talk about the cirrus crash in knoxville tennessee the caps deployment we're going to talk about the grumman the gulf stream four crash in the dominican republic what little we know about that and then we're going to cover the tragic loss of the martiner cessna grand caravan collision with a powered parachute in houston texas hang on put your thinking caps on this is going to go fast on wednesday the 22nd of september cessna 172n november 6280 foxtrot crashed while on approach to runway 07 at auburn airport and ended up on top of this house located ironically enough on miracle drive on a straight in final for runway seven the local news is calling this the miracle on miracle drive as this pilot survived there was one pilot on board the airplane and there were two people inside the house this crumpled up mess ended up penetrating this house the pilot was found in the hallway with some broken bones and taken to the hospital where he's expected to fully recover the two occupants in the house were uh unscathed so let's take a look at the adsb data on wednesday the weather up here in the foothills we've been getting a lot of good rain which we need for the drought on wednesday the weather was marginal vfr up here at nevada county i don't have the exact weather readout for auburn at the time but it looks like there were showers moving into the auburn airport as this aircraft was flying from placerville to auburn it looks like they went around some showers did a left 360 and tried to come on in straight into runway 7 here at the auburn airport altitude about 3000 feet 2900 feet 2600 feet and then just drops right off the 80sb data by the way the field elevation at auburn airport is about 1500 feet msl here's the approximate location of this crash site miracle drive bell road right on a straight in final for runway 07 at auburn now the unofficial word that i'm getting on the streets here is that this is owned by fox 2 llc i'm not sure who that is who the owner of the aircraft is but i believe the sole pilot on board this aircraft was an instructor pilot and it's beginning to sound like this is a weather related event and it could possibly be have been a formation flying event two aircraft flying back from placerville to auburn the lead aircraft made it in fine the second aircraft here did not which brings up a couple of points if you're formation flying in the weather which we practice a lot in the military and these guys might very well be former military pilots i don't know but this can be a very disorienting situation in imc conditions or marginal vfr conditions especially if you look at that track where they made the left 360. if you're flying as the number two person on a formation flight and you lose sight of that lead aircraft in the weather that transition to instrument flying is critical it's basically an emergency ifr uh escape maneuver you need to immediately transition to instruments and you will be very um impaired with your vertigo when you do that having done a lot of air refueling and a lot of military formation flying in the weather it's extremely disorienting so this may be a factor in this crash we do not know at this time it appears that the engine was running fine at the time of this accident looking at the crumpled remains of this aircraft it does look like this was a loss of control of the aircraft if you know any more about this uh accident please get ahold of the ntsb and let them know what you know about november 6280 foxtrot up next the gulf stream four out of the dominican republic on wednesday 15 december a gulf stream four owned operated by the elidosa aviation group had a un preliminary information indicates the pilot reported an unspecified issue shortly after takeoff from iguero which led to an emergency diversion to santa domingo a post crash fire occurred a total of nine fatalities six passengers and three crew members very little information to go on on this we have no atc data we did find some flight radar 24 adsb data departing out of santa domingo we'll look at these airports here in another chart here in a second climbing to an altitude of 1700 1500 1300 feet they've declared some sort of unspecified emergency but they're maintaining a very low altitude just a thousand feet i don't know if they're trying to remain vfr below some clouds and then there is a left 360 over santa domingo i assume there's a discussion as to where they want to take this emergency this is a relatively short runway that they took off from this other runway where they end up diverting to over here is a much longer runway of course the original flight plan was to fly all the way to orlando florida 850 feet they're maintaining good air speed a correction ground speed 200 and so knots but they're they're kind of climbing and descending somewhere between a thousand and seventeen hundred feet i don't know if they're having control issues with the aircraft we don't know if this is an engine problem with the aircraft we do not know what the nature of this emergency is but in the end they decide to divert over here to this airport and end up crashing short of the runway 800 feet 700 feet this may help explain the decision-making proc process that was going on with the emergency aircraft the runway that they departed from iguero is only 1 646 meters long at 81 foot elevation but the runway that they diverted into las americas international looks like 3 353 meters long at 60 foot elevation so a much better choice to divert to in the event of the emergency but for whatever reason and we don't know why they came up short this is the eledosa aviation group out of the dominican republic looks like they've been there for 29 years well-established company and they do have looks like they offer charter flights air ambulance and helicopter tours for their fixed-wing fleet they've got a a bunch of cessna citation jets gulfstream g400 and the gulfstream g4 looks like they've been around for enough years to establish an sms safety management system and have received all sorts of awards for their safety and service okay up next is the 16 december loss of the cirrus sr 22 gts g3 turbo november 162 alpha mike while on final approach looked like a right right base to runway 2-3 left at mcgee tyson airport tennessee narrative asses a cirrus sr-22 gts g3 turbo november 162 alpha mike was destroyed when it was involved in an accident while on approach to runway 2-3 left near mcgee tyson airport alcoa tennessee one occupant was fatally injured i believe that was the owner operator of the aircraft and another survived with serious injuries the pilot pulled the emergency parachute system that's the cap system that's installed on all these cirrus aircraft and a post crash fire ensued the cause of the accident is unknown the victim was the ceo of my go flight and he was performing a demonstration of the company's sky display heads up display system now it'll remain to be seen if this was a factor at all in this accident and i'm not so sure that it is a factor in this accident after looking at this data here is the my go flight website they offer a lot of different aviation accessories for small aircraft and i believe this is what he was working on here sky display heads up display this is very interesting technology it's coming to general aviation soon we've been using it for years in the military and on in airline flying the boeing 737 many of those models of boeing aircraft are equipped with a heads-up display the accuracy of the heads-up display in the 737 aircraft is so accurate that you can do a category 3 landing in very low visibility without the use of the autopilot by hand flying the aircraft via the heads-up display here's the adsb data for this flight he was in the pattern here at tyson mcgee airport if you listen to the atc tapes it's a very pretty busy airport and here on the final pattern at pattern altitude which means he's about a thousand feet above the ground and then descending for his landing right base entry to two three left he was following behind an allegiant airbus aircraft this is the track of the allegiant airbus aircraft looking at the time and the altitudes coming straight in for well i'm not sure if it's 2-3 left or right but they're parallel runways let's take a look at that stand by they are parallel runways of approximately equal length each and here the airbus is on final at 0 6 52 35. at the same time the cirrus is on the right downwind the cirrus makes a right base entry the airbus is coming from six hundred and 1675 feet down the glide slope for the approach the cirrus is below the airbus at 1375 feet 1300 feet 0 6 53 so less than one minute later it looks like the cirrus is crossing and underneath the wake turbulence of the airbus 737 or correction at the airbus the allegiant airbus now what that means is uh well wake turbulence is a very strong force behind the aircraft we'll do a quick wake turbulence review here if you're a passenger on an airliner and you're we're on a a long straight in final it's been a smooth flight a smooth descent on in and as we get closer to the airport all of a sudden we get into this rocking motion it seems like the aircraft rocks up to the right usually and just kind of hangs there for a minute and knocks around and then comes back level that's us getting involved with wake turbulence there's specific wake turbulence separation that all of us airliners got to maintain from one another but it's a very powerful force if this cirrus gets tangled up with the wake turbulence of an airbus it could be an extreme upset and at this altitude less than one thousand feet he deploys the cap's parachute he may very well be out of the envelope so to speak for a successful caps deployment especially if he's got that aircraft rolled up on its side as we learned about that the tragic loss of the cirrus up here at truckee airport where he deployed the parachute in a steep bank turn low to the ground sideways like this the caps parachute does not have time to right the aircraft and and land successfully under the parachute remember wake turbulence is worst on final approach especially a clean aircraft on final approach produces the greatest wake turbulence that's the vortices that come off of the wing tips as the air from the low to the high pressure tries to reconnect and makes two huge tornadoes coming off of the back of the aircraft let me see if i can find a good example of this yeah here's a beautiful example from cargo spotter an airbus a330 on takeoff you can see the core of the vortices off the wing tips now watch as he passes through this thin cloud layer here and the wingtip vortices begin to form right wing and left wing two huge tornadoes following behind the aircraft and of course these vortices will drift with the wind and will sink at a rate of about 500 feet per minute very powerful forces behind a big enough aircraft these can roll you right upside down so generally it's better to remain above the vortices as the vortices do tend to sink at that 500 feet per minute or so so as a result there's very specific uh faa requirements atc requirements of aircraft separation at controlled airports for wake turbulent separation and it's got a number of different numbers and specifications to it this is also why when you operate an aircraft like a boeing triple seven that has a maximum gross weight above 300 000 pounds you got to add heavy to your call sign so that because that creates an additional wake turbulence separation set of rules that need to be complied with in this case we had a small aircraft following behind a large aircraft in this case it looks like the small aircraft landing behind a large non-boeing 757 separation would be four miles so it'll be interesting to see if this pilot had the minimum four mile separation wake turbulence requirement in place remember too as a pilot you do not have to accept a clearance that you do not feel comfortable with the wake turbulence separation and you can lobby for more separation you may not get back in the pattern anytime soon if it's a very busy pattern but you do not have to be jammed into a tight wake turbulence separation for departure the miles also are accompanied by time separation as well depending on what type of aircraft is departing after what type of aircraft now here's the original nasa langley test of wake turbulence from a lockheed l 1011 that we all studied growing up learning to fly this demonstrates just how long there goes the aircraft this is recorded in real time it appears this is how long the wingtip vortices remain powerful note the amount of time it takes for these powerful vortices to drift into the smoke generators here the vortices are beginning to hit and then this smoke is going to loop completely around in a tornadic formation all this time after that aircraft passed by the smoke generators again those vortices are drifting down wind and downhill when flying an ejection seat aircraft for the military you study very carefully the what's known as the ejection envelope for that system the cap system on the cirrus aircraft they give general guidelines but they do not specify a very specific envelope and here's why altitude to deploy the cap system no minimum or maximum altitude for deployment has been set this is because the actual altitude loss during any particular deployment depends on the airplane's attitude altitude and speed as well as other environmental factors they do give some general guidelines down here recurrent training if you've got one of these caps cirrus aircraft you need to do the recurrent training that comes along with it here's some general guidelines from zero to 500 feet just land straight ahead in other words don't even try to deploy it below 500 feet i believe this aircraft was very close to this 500 foot minimum when he pulled the chute 500 feet to 2000 feet deploy the caps immediately you may or may not make it above 2 000 feet should be fine those are just some general guidelines from cirrus and again if you have got that aircraft rolled up because of a wake turbulence upset or you deploy that parachute in a wake turbulence upset and continue to wrap that parachute around the aircraft we don't know if that happened or not in this case but getting a successful shoot deployment may very well be jeopardized okay that's enough discussion for now on this i'm going to break out the video on the martin air grand caravan in a separate video i'll have it posted right away thanks so much for your support of this channel especially over on patreon that make this content possible see you here [Music] you

Channel: blancolirio

Views: 192,718

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Id: HniVO8E2gL8

Length: 19min 20sec (1160 seconds)

Published: Fri Dec 24 2021