C33 Bonanza Loss of Control Inflight

[Music] lots of control in flight is one of the top accident causes in general aviation flying i just recently posted my top five reasons for bonanzas and bearings the top five reasons to crash and loss of control on flight was the in the top three for all of them most of the time if you lose control in flight you don't survive stick with me on flywire as we take a look at the crashes 6129 victor c33 debonair slash bonanza hi i'm scott purdue and today on flywire we're going to take a look at the crash of 6129 victor near hilltown pennsylvania on 24 february 2022. two men died in this crash and there's enough on the record available that we can piece together what likely happened i think so and i think that it is important in an accident like this to see if the crew's conduct of the flight was a factor and then that might impact the way we fly awareness keeps people alive and that's my main goal and try to figure out what works what doesn't the airplane was based at wingsfield on the northern side of philadelphia which happens to be under philly's class b the adsb record has a good amount of flying in february including a few flights to the north and to the west of wings field that show a lot of maneuvering the pilot owner was killed in this crash along with a long time cfi from the area and reportedly they were practicing the skills and maneuvers for a planned uh commercial check ride at least that's the report and the record in february shows what looked to be four training flights on february 6 9 and the 20th as well as the 24th the adsb track there shows similar profile to the accident flight on those three previous days the weather on all three of those days was severe clear if not a tad cold for a southerner like me if you have watched more than a few of my videos you know you'll know that i advocate for training both the recurrent kind and trying something new and out of your ordinary experience i applaud the pilot owner for trying something new and working on his commercial it's not an easy check ride really isn't there's lots of maneuvering and ground reference flying and in a bonanza it's not a great commercial platform commercial check platform on the day of the accident the weather had taken a turn for the worse the weather was 3800 overcast at the nearest airport which was pinridge or charlie kilo zulu visibility was 10 miles under the clouds the weather at hilltown showed the local winds to be about eight and a half knots from zero six five this overcast forced the flight into a lower lower training profile than they had been working with in the earlier training flights they had been five or six thousand feet in that range on the previous flights for some of their maneuvers let's take a look take a look at the flight path for the accident flight in this portion of the video the accident pilot had climbed very near the cloud bases or even perhaps in them uh 3800 to report the airplane airplane topped at 3 900 feet before beginning a spiral maneuver given the decent rate it looks like an engine out of practice with pretty good speed control down to about 900 feet agl and then the aircraft flew a wide climbing turn from the southwest to the northeast pressed on the south and then back to the northeast reaching about 2 700 feet at that point the airplane began a slow descent at a slow speed eventually reaching a speed of 57 knots indicated during the descent can add ground speed with winds it appears to be a slow flight event training event still in the slow flight profile there may airplane made it let's turn to the right and then back to the northeast and then what appears to be a steady decent profile at about 62 knots indicated approximately about 2300 feet the airplane began a right turn seemingly to line up with the runway at the private airstrip of gundam airport bottoming out at about 1800 feet 29 victor began a 500 foot per minute climb at approximately 70 knots reaching 2250 feet the airplane was at 62 knots tracking zero three two slowing slightly and turning through zero two eight the airplane was still climbing at 448 feet per minute going through 2275 feet two seconds after that the airplane was starting down descending at 1984 feet per minute tracking through 0.0 degrees at 60 knots security camera footage did catch the last few seconds of the flight this was too low for the adsp system to capture [Music] an interesting thing was the prop hub broke on impact and one of the blades went flying through the wall of an unoccupied bedroom not far from the crash this impact point this is consistent with a near vertical impact on a hard surface and the engine turning at a relatively high rate of speed probably not full power but fairly high given the door camera video i think we can confirm that was what happened i suspect that the power was never reduced throughout the event from this ring camera we can see a little more of the airplane and actually hear what transparent transpired right before the impact the first thing you hear is the prop noise from two nine victor and that lasts for about three seconds i think this noise is the result of the microphone's position relative to the plane of the prop as it rotates through the location of the camera and i think that is proof positive and airplane in the spin surely you've been to an air show and you hear airplanes doing spins you can hear that prop noise same kind of prop noise a typical spin profile lasts about five seconds with a rotation rate of about 72 degrees per second we would expect to hear prop noise from the airplane for roughly half of the each rotation the next thing we hear is a swishing noise from the airplane rotating through the air which is a turbulent wake that we hear 6.3 seconds after the first prop wise we hear the prop noise again but this time it stabilizes and in all it lasts for just under five seconds until impact the last recorded decent rate of 1984 feet per minute was consistent with the very beginning of a spin departure that is about 33 feet per second extrapolating that point to the last prop noise we heard puts the aircraft at approximately 166 feet above the point of impact at the beginning of that segment it's not much altitude looking at the security footage we can see we could just see the airplane during the last seconds of its descent obscured partly by the trees but it looks to me like the airplane had stopped rotating which means the crew had likely stopped the spin stopped the rotation and now we're confronted with recovering from the dive and it takes a while to do that without a clearer image it looks like the airplane was in about a 70 to 80 80 degree dive just prior to impact this was consistent this is consistent with the wreckage distribution around the point of impact all together clustered very close together the impact point was on the street close to the curb the fuel and the wings was dispersed during the crash sequence and then caught fire burning the airplane spreading over the street and then ahead to a nearby van parked on the curb but also across the street what this data and the video tell me is that the airplane was in the beginning stages of recovery from the stall spin that had occurred at a higher altitude and it did not have enough altitude to recover this was not a fully developed spin it was an initial stage technically called the incipient stage of departure the definition may seem academic to you but the real importance for me is is that the decent rate is usually higher in that stage right there than in a fully developed spin uh fully developed spin is more stable and has a little bit a little bit slower decent rate it appears that the last maneuver was a climb at very slow speed i'm not sure what that might represent on the commercial acs but the profile of that maneuver was the same as the one performed just a few minutes prior slow flight kind of attitude but the first one was done with a decent the second one the accident sequence was at 500 about a 500 per minute climb realize that the level stall speed for this bonanza is about 55 knots uh indicated several times the recorded ground speed of the airplane plus the wind speed flirted with the stall speed okay because we had to infer this airplane was in a climb just prior to departure and the stall would have occurred at a higher speed it is also likely that the engine rpm was set at a reduced power setting again for what appears to be an intentional slow flight and climb the crew was flirting with the stall throughout the latter stages of this flight i feel like they were really close this whole time and the elephant in the room here is the way the data is presented in the flying game we often refer to cruise altitudes or altitudes we do maneuvers at by reference to the altimeter and since the airplane burned i doubt the ntsb will be able to discern what the altimeter setting was but the adsb data shows us that the stall occurred about 2275 feet okay and you have to dig a little to find out what the ground elevation of that area was but it was about 60 676 feet meaning that the stall occurred at hundred feet above the ground that's just a little over pattern altitude the thirty hundred foot overcast was driving them down i understand that but what i i do i when i do full stalls and spins and severe unusual attitudes i do it with more than five thousand feet above the ground typically six sixty five hundred seven thousand feet a typical one turn spin recovery will take around a thousand feet if i screw it up then i've got some cushion to fix my problem i can consistently hit those numbers because i do spins a lot and if you've never done one or if you haven't done one for years you can you do it in this situation that t9 victor found itself in a full-blown departure at 1600 agl for this accident there was no room for error in fact there was no room to recover from a departure in the first place at the altitude occurred at the departure occurred just a little higher than a normal pattern altitude about 500 feet and you can see that there's no chance of recovering from a spin at low altitude even at pattern altitude it's worse that extra 500 feet wasn't even enough to do it i have to ask i have to ask why were they flying at such slow speed so close to the ground i don't understand it if the weather forced them down from the maneuvers they wanted to do well okay why not wait until a better time instead of tram it in low altitude where you have no margin for air the beach pilot poh sets an emergency approach speed of 83 knots for the straight tail short body bonanzas most of them and since the c33 debonair is pretty much the same as my airplane i would expect that its emergency speed would be probably close to that 81 knots is what it is for a36s so and i think that dan grider is on to something here regard regarding aqp in other words learning and practicing the maneuvers and the skills needed to avoid being a statistic in accidents that are actually happening in the real world as opposed to some notion of training this loss of control in flight could have been avoided by not trying to cram a slow flight exercise in at low altitude with no margin for error i'm footstopping that for me a minimum speed at low altitude in the pattern unless i'm on short final is the emergency approach speed 83 knots from dan's aqp that minimum speed at low altitude would be his dmms or 1.4 times the stall speed for this 30 c33 that would be just over 72 knots for me that's too slow at low altitude and and not be on short final okay i'm not going to stood around at that speed but for this airplane it would have meant a normal landing if they had been doing it if you found yourself in a similar situation the only way to survive this departure experienced by the crew of t9 victor would be to immediately unload the airplane and use coordinated rudder and aileron to stop the spin from going any further than that initial nose slice and then you have to recover from the dive and you don't have a lot of altitude to do it there isn't time to evaluate it there isn't time to make a judgment call and execute it you have to train for it and seen it to do it successfully i suspect that the cfi in this accident very likely had to spend time to evaluate and then execute that recovery attempt that was simply time he didn't have you can't argue with physics you're just gonna lose every time there just wasn't enough time or altitude to survive this accident with the way it happened i do this stuff a lot and i don't think i can recover from a spin at 1600 foot hdl not in a bonanza the spin prevent is my go-to actually that's not true i don't fly the airplane in a way that puts me in the square corners with no alternative and i'm hoping that you that is your approach as well the spin prevent is a backup last chance maneuver and i advocate getting some training in that so it is in your tool bag to sum it up i think the best course of action is to one get uprt training to inoculate yourself from a severe upset that would lead to a loss of control in flight or any other action that would lead to a loci then two fly a speed that gives you enough energy to avoid the stall and three leave low altitude maneuvering to the air show pilots people are used to and operate in that regime and know the dangers there's just not a lot of time so thanks for watching and i'll see you next time on flywire

Channel: FlyWire- scott perdue

Views: 39,860

Keywords: C33 Bonanza Loss of Control Inflight, Flywire, flywire online, flywire youtube, scott perdue, beechcraft bonanza, general aviation, Aviation, F33C, F33 Bonanza, A36 Bonanza, V35 Bonanza, Aerobatic Bonanza, Flying, pilot vlog, flight training, flying vlog, cockpit, cfi, bonanza, private pilot, commercial pilot, pilot, travel by plane, flying an airplane, airplane spin, spinning a GA airplane, departure, controlled flight, recover from a spin, Spin a Bonanza, spinning a bonanza

Id: x9DrVqqtgF4

Length: 15min 34sec (934 seconds)

Published: Sun Mar 06 2022