Top5 Reasons Bonanzas and Barons Crash Part 2

[Music] so i know you've been waiting with dated breath lots of gnashing of teeth and other things like that for part two of the top five reasons bonanzas and barons crash so stick with me on flywire hey i'm scott perdue and today on flywire part two of the series of top five reasons bonanzas and barons crash hey i'm sorry if you watch part one and you go well i don't know what the top five are well the bottom line is youtube doesn't like long videos and if i put both of those together it would be a long video and they probably wouldn't put it in their album algorithm and you wouldn't see it anyway so what the heck i had to show you the statistics of where it came from so i didn't just pull it out of my butt i actually did some research to find out what the top five reasons are so well before i actually do that stick with me one more second i got a couple of corrections from the previous video uh turns out there's 4 808 36 series airplanes built and uh that makes the crash rate at 14 instead of 17 so it's a little bit safer still the most crash rate of the bonanza series also i misspoke a little bit when i talked about the fatality accidents as a percentage i set a percentage of built and what i meant to say and i did say when i talked about the barons was it's the percentage of the accidents so it's around just over 30 percent the fatality rate the fatality accidents are just over 30 percent of the fatality of the accidents as a whole not of the numbers built anyway let's see uh i also meant to type 1969 as the start year for the b58s the 58 series somehow i put 59 in there i don't know why maybe it's dyslexia um the 58s were just the development of the long body uh 36 like the 55 series was a development of the short body also um i think i said that i did i had 56 series airplanes in there and i didn't they weren't involved no 56 series or travel layers so that's my my alibis for the previous video so here we go the top five let's go to the top five since we have all these these lies slash statistics teed up we can begin to make conclusions more importantly we can now look at the top five accidents for the period uh i haven't bounced this off the null report this is my work alone i pulled the database i ran the numbers and you know my dog ate my homework i do however stand by my own stats which it translates to you best remember what mark twain said anyway so what are the top five let's start with the 35 series the first one is fuel then landing okay that's the number two one the number three one is uh loss of control in flight number four is takeoff and then number five is mechanical that's the racket stack there for the 33 series uh the the top accident types top five are landing number one number two fuel uh number three loss of control in flight that's interesting four takeoff and then five via fire and imc that's different and you're going to see a little more here that in here in a second for the a36 series it goes loss of control in flight that's huge then fuel number three is landing number four is takeoff and then uh number five is mechanical you know that's pretty common there okay so there are some commonalities there so let's look at the top five for barons so i combined them so it is what it is number one was landing and the number two is loss of control in flight and i think that's significant number three is fuel number four is takeoff and number five again is mechanical so they all have that in and common take off mechanical there in the top five but at the back end of it okay so let's look at the hit list combined the first thing that jumps out at me is that most of the top three is for most of the top three the order is different but they're all pretty much the same i'm going to talk a little more in depth in that in a second but the second thing that strikes me here is that takeoff phase number four is ranked for all the models all the same loss of directional control on the ground was by far and away the biggest tally with failure climb making its mark okay boom okay we lost direction control on takeoff front but then we also lost it right after takeoff the surprising thing that was for 35 36s and barons mechanical rate ranked fifth these accidents seem to seem to cluster around the first flight after major maintenance and landing gear was a major issue landing gear failure of one reason or another engine engine related problems were also played a big role but the database didn't have enough detail to differentiate whether the recency of overhaul top overhaul or other major maintenance was a factor it just didn't do it maybe the dock had for each one but that's a lot of actions to go through for some reason more than 33 pilot more 33 pilots than any other type were trying to climb into weather without crucial planning items completed you know things like having an instrument rating kind of surprising but that's it so what do we do uh now that we've been through all these statistics and produced the top five reasons why bonanzas and bearings crash and the surprises they virtually they're almost virtually the same the number is actually a little bit different for each model but it turns out there is nothing radically different about operating a particular type and that's interesting giving this information what do we do with it we're talking about real life people that aren't here anymore so how do we figure this out how do we concentrate on these numbers to bring it down let's look at number five uh i probably shouldn't have flipped that slide so anyway let's look at five number mechanical reasons most of these can be attributed to mistakes made after maintenance so spend a few extra minutes going over the airplane with a fine-tooth comb and make a test flight if it involved anything engine related or gear related be careful about that an extra measure of care would go a long way to impact these accidents i think other than that i'm not sure i can preach that for number four takeoff accidents well i think you got to be disciplined computer distances check your acceleration every time make the abort decision on the ground before you start an engine that way when your threshold your abort threshold is met you just execute don't think about it don't weigh the pros and cons just do it and pretty much you got to do that on the ground as a matter of course i recommend that you think about this situation the any one of these situations really in the air that that might occur you develop parameters and you just use the decision making on the ground what are those parameters and and figure it out before you fly as humans we react better in stressful situations if we have clearly defined set of actions to execute with the indicators along along with those the old if then decision tree humans just don't have a good track record of making it up as we go along it's just the truth so let's look at the game of the glider now we're in the top five running out of gas for one reason or another is all over this database the this is pretty much purely on the pilot i don't see other way to do that the funny thing is in the early 35s you know they had a very complicated fuel system tanks were small but the largest number of fuel accidents seemed to happen in airplanes with the bigger tanks the 40 gallon are better for the barons have a standard plan that you work out on the ground and then you test in the air and use that plan that method every time you fly every time of course we're feeling on the ground before takeoff might also be a good idea you wouldn't believe it how many times that ran into problems and i think it also might be a good idea to put a good fuel totalizer in there and maybe the cis fuel centers plumbed into a good engine monitor have really good data just me but there it is again fuel is a discipline matter we all know we need fuel so just don't push it be careful trying to use a 40 gallon tank with less than six gallons to shoot a decent landing fuel on porting is the thing don't be in other statistics statistic way too many fatal accidents were the result of running out of get out of gas that's just the that is in the database so landing phase for the uh gear up landing was a large factor for all beach aircraft okay distraction being the most common excuse next up for 33 35s and 33s landing errors seem to be more loss of control on the ground but for 36 and barons the loss of control happens more on the approach with resulting stall spin okay which okay why is that happening well what is disturbing to me is the large number of control flight into terrain when continuing an approach to below men's that's not the stall spin that's i go below my minimums on the approach this has happened out of proportion to 36 and 30 a36s and barons as compared to the 35s and 33s those trees and rocks come up real fast when you're low in in the soup and i think you got to ask yourself what does minimum mean to you here's the scenario i don't see the runway environment or the lights i'm not in a position to land without heroics so what do i do it's a good question my nickel on the grass is i need to make this decision again on the ground do i go missed when i hit those things or do i just continue after all i've wired the approach i've done it a hundred times and i just have to land right here like right now so no it's no sweat no big deal the question really is do you really need to land do you really have to do that is it worth your life that's the balance i'm not kidding here this type of accident stuns me a cavalier decision made in a split second and everyone pays the ultimate price so at that point inconvenience really doesn't seem so bad when stacked against terrain oratory and impact i should say okay so now i have a story i'm going to tell on myself this is an f4 story that's why the picture okay i had a minor emergency relatively low on fuel the weather was at minimums the nearest divert was 160 miles away and if i had to divert my problems would be far greater than right now than they were right now so i'd say there was some pressure on me and i was going to shoot a par that's a precision approach radar where the controller gives you vectors a good radar controller good par guy can do better than ils it it's really good pars were more common in europe than ilses were we had them a lot i don't think there's many pirs left now there are asrs but not pars this day there was a crosswind from the left and i had the approach wired i was on it controller was on it and oh by the way the approach speed was just shy of 160 knots we were cooking when the controller announced minimums i looked outside for the approach lights that's what i was used to seeing and that's what i wanted to see but i didn't see them i could see the runway edge lights but for some reason i desperately wanted to see those approach lights so i spent some time doing that at that point i had given up on my crosswind correction i started to drift to the right side of the runway and the controller started yelling at me to go around and that bothered me so much that you know i just keyed the mic i got to concentrate here and fly the plane i could see the runway so i just eased over to the left and i landed okay uh realized that the runway was over 12 thousand feet long so it was no big deal really but i i'd say that that situation is pretty rare this particular thing was pretty rare should i gone around well maybe that's be a good point of discussion after uh after the talk you leave me a comment or we can we can talk about it after oh the reason i couldn't see the approach lights at 200 agl was uh they were right under the nose the deck angle on the f4 approach is a bit over 10 degrees nose up so 200 feet you don't see there so loss of control in flight that's the next one for 836 accidents uh this was number one and accounted for 18 percent of all accidents okay that's two percent larger than number two which was fuel and then six percent larger than the landing accidents for barons the loss of control in flight was two number two at fourteen percent of all accidents and that's twice the number of number three the fuel accidents that's a big deal this is not a small problem all airplane types are experiencing loss of control of flight what did strike me reading the bearing reports though were the sheer number of loss income cost controlling flights that result resulted in spent spinning a bearing is not a good thing spin recovery in a twin is counterintuitive no manufacturer does 12 spin testing and twin they're not required to uh they might have done it but they're not required to there are no polish techniques and the problem is that those engines here in the fuel tanks here uh create a polar moment of inertia that had significant auto rotational moments and that's what we're gonna talk a little bit about right here to understand what's going on so uh before i get to that yeah here we go so here's a perfect example of the conservation of angular momentum and how changing the polar moment of inertia changes the spin rate the energy state says this stays the same but the spin rate changes and you already know this you know if you haven't connected the dots you've seen ice skaters do this all the time so let's see what happens when we kind of when we push this to an airplane okay these are this is spent coupling polar moments of inertia in this f-104 here's the engine there's the cockpit and the fuel in the wings all these are significant mass locations and the you can see that the moment arm of each mesh location is different and that difference shows up as oscillations about spin axis because it's not level like this it's down like this so you've got a lot of weird moments going on there so uh i want to show you a little video right quick end spin aileron okay that's what's going on here when you get this whole system spinning very weird things happen and your rudder may not be large enough to overcome the autorotational moments of the spinning system so there is a technique that might work but you won't see me making a video about it even though i slept in a holiday inn the other day i'm not going to risk a lawsuit over an experimental concept if you spin a baron you're a test pilot good luck that being said we had we had a spin procedure in the f-15 uh e so and it seemed to work pretty good so here's my pitch i want you to step outside the box as part of your ongoing training program really how do we stop loss of control in flight we got a fig got a point on that it's killing a lot of folks every year and i would be willing to bet that most of you out there you're thinking well you know that doesn't really apply to me i know how to fly and i always stay well within the boundaries and i'm going to reply that that mindset was also held by the vast majority of folks that ended up in my lawsuit controlling flight database there isn't a vaccine for this there isn't a magic speed you can fly that's going to keep you safe no matter what i can guarantee that if you've never departed an airplane before you will not think your way out of it and as the saying goes happens get me in trouble with you too but there it is and you just never know when it might happen to you in my opinion the only way to fix this is to train for it you have to prepare that's the bottom line so let's take a look at the spin slide you ready okay all right [Music] it's a lot of ground never seen that before first time you ever try it that's a lot of ground to look at so i've taught a lot of pilots in this uprt upset prevention recovery technique training arena and the first time you see a lot of ground in the windshield like we just saw right here as you're pointing straight down your your reaction and almost invariably it is a holy blank and if it happens outside of a training environment the odds of your survival are not ever in your favor so my nickel is is that you go get training you explore the edge you learn what falling off the edge is like so then you can react instantly to prevent a full-blown departure in a spin time is not on your side in this case you see the spin there was maybe it was less than five seconds speaking of time both the 737 max accidents were severe upsets that were survivable the sirijawa 737 accident was survivable the 767 primary crash in houston was a self-induced upset that was survivable that particular crash took 18 seconds from cruising at 6 000 feet to nose down nose first into a lake 18 seconds think about that think about whether the first time you see a stressful situation like that can you focus on what the most important thing to do first is in 18 seconds if you've never seen it before so what i'd like to leave you with today is the notion that everything you do when you walk up to an airplane with the intention of committing aviation should be to be it should be intentional in other words you fly the plane you don't let the flame the airplane fly you you do things on purpose with a purpose uh you just don't make it up as you go along we take our lives and the lives of our passengers into our hands each time we fly and maybe that's a good idea to spend a little time managing the risk before we start engines good decisions don't happen by accident and it's rare good decision it can be made quickly from first look at least that's that's my take on this whole thing okay that's my take on the top five reasons bonanzas and bearings crash and i think what i'm going to do is i'm actually do i am going to do a part three it's gonna have to do some more research for cessnas and pipers and sarah we're gonna talk about those two so it'll be a later video in this particular series top five uh but what i want to do is uh because i've got a lot of questions and a lot of comment comments on this is i'm gonna flush out the what the top five are actually from the probable cause thing so what we're gonna do is i'm i'm gonna run through the top five reasons uh may you may do it in a couple of videos it depends on how long it is but we're going to actually list what the pro a smattering a selection of the the actual probable cause comments are and we're gonna see just how how they uh how they reflect the accent itself i find it interesting you might as well so look forward to that thanks for watching this video and i appreciate it and well we'll see you next time on flywire

Channel: FlyWire- scott perdue

Views: 27,839

Keywords: Top5 Reasons Bonanzas and Barons Crash Part 2, aviation, pilot, flight, Flywire, flywire online, flywire youtube, scott perdue, beechcraft bonanza, general aviation, Aviation, F33C, F33 Bonanza, A36 Bonanza, V35 Bonanza, Aerobatic Bonanza, Aerobatics, Acrobatics, Flying, pilot vlog, flight training, flying vlog, cockpit, airplane audio, cfi, pilot life, bonanza, private pilot, commercial pilot, airline pilot, ATP, atc, travel, travel by plane, flying an airplane

Id: F2mMN12JlYY

Length: 20min 56sec (1256 seconds)

Published: Tue Mar 01 2022