I was trained by a retired Navy Pilot he used to beat into my head if you have a engine failure electrical failure or the dam wing falls off FLY THE PLANE. there will always be time later to shit your pants and look for the wing,
Exactly. I was also taught that (typically) if you have to add power when coming in you made a mistake. If you lost your engine at that moment you wouldn't make the field yet I see throttle jockey's everyday.
They are fine on one engine. They are designed to fly on one engine for as long as they have fuel. Pilots are trained to do it during recurrent sim training. In fact, most of the simulator training is spent flying on one engine. 😅
I remember one time during certification testing on the original Model 500 that we had a similar event. They were out doing icing tests and a chunk of ice came off the inboard wing and went right through the engine. Tower asked the pilot if he needed equipment. At first he said no, but then he came back and asked for the company truck. After it was over, he was asked why he changed his mind. He said, "I looked over at the other wing and there was a big chunk of ice in the exact same place."
@davestillson2269 Do they climb well on 1 engine? I spent a few hours in a king air on one engine, it would maintain altitude, but climbing was slow. Very slow. I understand they're very different airplanes.
Losing one engine is a lot like losing overdrive in your car. You may not be able to climb but the airplane is designed to fly with one engine out. Procedure is to procede with the flight and land at a convenient airport. No panic is needed or is helpful.
It's almost like most multi engine aircraft are designed to be able to fly on one. Fun fact. The Navy P-3s had 4 engines, but usually once they're on mission they shut 3 down and fly on one for most of the mission.
Mmmm, I heard the Australian Airforce shut down 2 of the 4 engines for submarine loitering, but not 3. It is also low level work, so I have my doubts you would shut down 3 of the 4 engines and just be ops normal running around low level on 1 engine.
Aircraft flies fine with one, guy was professional and comfortable with his plane. He most likely knew the engine issue could be addressed effectively at this airport.
We train engine failures, in all phases of flight, and of all possible variations, so much that it’s possibly one of the most ‘non event’ type of serious failures. Give me an engine failure over smoke, fire, or control issues any day!
Especially when you get up to the more expensive jets like Gulfstream, they just seamlessly transition to single-engine operation by themselves and redoes your entire flight plan and auto-pilot/auto-throttles without needing to touch anything. Feels no different than flying with both!
If you're using online transcription for these radio calls, try doing it manually. The transcripts for all your vids contain captions that are weirdly inaccurate.
Not true. Being able to climb or even maintain altitude depends on various factors. Fatal accidents occur when VMC is not maintained and the aircraft stalls and spin into the ground. The hardest thing to do in a twin engine that has an engine failure it to pull the power on the good engine and land straight ahead. There is ample information available to learn more about this topic. Check out this video. ua-cam.com/video/r2X1gF1HxGQ/v-deo.html
@@ronanstis6328 not sure what you mean...I was replying to ("every twin engine aircraft is designed to fly with one engine) I said, This not true 100 percent of the time. I also included link for anyone to learn more about flying twins..it is a whole different ball game that allows options that can save or take lives.
@@aerodarts My apologies - I was attempting to reply to malahammer, rather than you, and apparently got my mouse crossed!. I understand your confusion at my comment, and agree with your ststement.
I think you have to declare an emergency if you're operating under 135 rules. I could be wrong because I retired in 2010. May have changed the rules. Some aircraft ops manuals were interesting as well. Incidents requiring urgent procedures were thought of differently by the manufacturer. Such as; Land as soon as possible, or Land as soon as practical.
You should always declare an emergency if you want the full attention of ATC. It's not something pilots should be ashamed of. I say this as an ex ATC and a pilot.
I know the pilot flying personally. He was operating under part 91. 535MP is based at KSDF, but receives maintenance at KLOU. That’s why he wanted to land at that airport.
@@AnApacheMedjai 135 or 91 dont matter. you arent required to declare unless there is imminent danger to people (or possibly equipment). he was fine with engine out. landing gear issues are clearly a different matter, loss of hydraulics too etc. but an engine out with no other complications is up to the pilot. he is NOT REQUIRED under ANY FUCKING REGULATION to declare an emergency in this situation. thanks
Tower we still have three engines, no problems.... Tower we still have two engines , we're okay... Tower we still have one engine , we'll make it. Tower we see the runway, lost are last engine, will be touching down.... 😮
Now I'm curious about "low altitude alert. Check your altimeter", "I'm showing we're right on the glide path". Were they too low? If I were the pilot and wasn't CERTAIN that I had plenty of altitude at that point, I would probably immediately ascend and *then* figure put the discrepancy.
The alert in the tower is sometimes set off with a rate of descent that exceeds some threshold, not just a low altitude. Now, when landing single engine, a faster approach speed is often used to improve single engine go-around capability. This pilot elected to land on 24 with a 9 kt tailwind for some reason. The faster approach speed and the faster groundspeed due to the tailwind most likely caused his vertical speed to exceed 1000ft/min despite being established on the glideslope. Given that Bowman field normally sees aircraft with 120-130kt approach speeds (with 600-650 ft/min descent rates) the threshold for the low altitude (excess descent rates) probably triggers when the descent rate exceeds 900 ft/min. If he was in VMC and could see the PAPI and everything looked good, he was correct to continue as opposed to executing the riskier single engine go-around.
He was at 10,000 feet when he lost the engine. If he had lost both engines would he have had enough altitude to return to either airport? Not sure what the glide ratio is for this plane.
@@shreddder999 Western Airlines shut 2 engines on one side down on a 707 doing live training, the rudder was fully deflected and the mount for the rudder broke and it rolled into the ground killing all pilots aboard. It is the only airliner crash ever at KONT in Ontario California.
Good thought but they’ll of course need quite a bit more thrust than usual on the operating engine-the engine speed isn’t nearly twice as high but if you watch the fuel flow display on a single engine approach it is actually about double what it is on a normal approach. The pilot probably doesn’t think about this, they just read how much fuel they have and make the same conversion to minutes whether it’s one engine inoperative or all engines operating (in the Airbus we just read the fuel and subtract a couple zeros-and then call that the time remaining in minutes-ie. 9000lbs of fuel is 90 minutes). Interestingly, you would probably save a good amount of fuel if using only one engine during descent as most of the time the engines are at idle and producing basically no thrust but are still consuming fuel. However at high thrust settings with only one engine, that will burn more fuel due to the increased drag of asymmetric thrust-one wing low with a deflected rudder
@@cameronadel19 One thing I wish was made clearer is to ask for fuel in the desired denomination. My understanding is that how much fuel is usually requesting the weight of the fuel so that fire services can determine what they might be dealing with. But it I suppose them asking how much flying time he has with fuel is also worth them knowing. Either way, pilots often give conflicting answers due to it not being clear what is desired.
Makes me wonder at that altitude losing an engine - how many engine failures at that sort of altitude could be due to drone strikes operated by some drunk guy on the ground..
Kinda wierd that he landed with a slight tailwind. Is it bc of the emergency they cleared RWY24 vs RW6? normally performance is better TO/LA w/ a headwind...
@@alantucker3014 of course. RW06 you fly heading of 060, RW24, your fly heading 240. But he lwas CLEARED 24 despite the wind from tailwind. Normally you land with the headwind. I get if its an engine out situation, then you go with what you can, but he didn't seem, to have that big an issue with the remaining engine. Either way the point here for the armchair pilots, is headwinds are your friend when landing and taking off. When ATC clears you during an emergency they will clear you for ANY RWY...leaving it pilots discretion. Just a wierd observation. Imagine he wound up crashing...THEN we be talking about the performance impact of the tailwind!
IMO...there's three things that matter. Money, Experience, and Fire Power...If you've not the experience, all the fire power and money does you NO GOOD...Experience...is key
To the videographer: you are mentally ill to need to inappropriately add Hollywood Fantasy Music to this real life story. WARNING MUST BE WATCHED MUTED BECAUSE OF INAPPROPRIATE MIND NUMBING VOMIT INDUCING BACKGROUND MUSIC. What is wrong with you people who need your feeble minds constantly inundated with this Tweedledee Tweedledum Ga Ga Pooh background music?
What are you talking about? Besides a few seconds' worth of music at the start and the end of the video for their own titles/credits, there's nothing during the video... Are you sure you didn't have that "Tweedledee Tweedledum Ga Ga Pooh background music" playing in a different tab or something?
That sure was one chill pilot. Glad it was a non-emergency emergency. Question: Do you use AI for captions or how are those generated? I caught several errors.
I was trained by a retired Navy Pilot he used to beat into my head if you have a engine failure electrical failure or the dam wing falls off FLY THE PLANE. there will always be time later to shit your pants and look for the wing,
Exactly. I was also taught that (typically) if you have to add power when coming in you made a mistake. If you lost your engine at that moment you wouldn't make the field yet I see throttle jockey's everyday.
@@DriftWornSo you believe in power off landings then. Interesting.
@@landen99 That is not what I said. If you reduce your power properly you should not have to add power back in.
aviate, navigate, communicate. that pilot had it together.
A sober assessment indeed. I always keep one arm around the wing.
Not sure how well a Citation flies on one engine... but this pilot certainly seems comfortable with the idea.
They are fine on one engine. They are designed to fly on one engine for as long as they have fuel. Pilots are trained to do it during recurrent sim training. In fact, most of the simulator training is spent flying on one engine. 😅
Unfortunately happened once with me. Flew without any issues for a long time
I remember one time during certification testing on the original Model 500 that we had a similar event. They were out doing icing tests and a chunk of ice came off the inboard wing and went right through the engine. Tower asked the pilot if he needed equipment. At first he said no, but then he came back and asked for the company truck. After it was over, he was asked why he changed his mind. He said, "I looked over at the other wing and there was a big chunk of ice in the exact same place."
very well!
@davestillson2269 Do they climb well on 1 engine?
I spent a few hours in a king air on one engine, it would maintain altitude, but climbing was slow. Very slow.
I understand they're very different airplanes.
Losing one engine is a lot like losing overdrive in your car. You may not be able to climb but the airplane is designed to fly with one engine out. Procedure is to procede with the flight and land at a convenient airport. No panic is needed or is helpful.
Very cool and professional pilot. He’s the guy you want as PIC if there’s an emergency.
It's almost like most multi engine aircraft are designed to be able to fly on one. Fun fact. The Navy P-3s had 4 engines, but usually once they're on mission they shut 3 down and fly on one for most of the mission.
Mmmm, I heard the Australian Airforce shut down 2 of the 4 engines for submarine loitering, but not 3. It is also low level work, so I have my doubts you would shut down 3 of the 4 engines and just be ops normal running around low level on 1 engine.
Aircraft flies fine with one, guy was professional and comfortable with his plane. He most likely knew the engine issue could be addressed effectively at this airport.
A well choreographed maneuver that's been practiced to the point of "just another day at the office".
One engine and one cool pilot, all it needs.
"To lose one engine may be regarded as a misfortune. To lose both looks like carelessness" as Oscar Wilde almost said.
Twin engines aircrafts , seems to be fussy when you turn the wrong one off...
We train engine failures, in all phases of flight, and of all possible variations, so much that it’s possibly one of the most ‘non event’ type of serious failures. Give me an engine failure over smoke, fire, or control issues any day!
One very cool pilot.
Most twin jets fly quite well on one engine if properly flown.
Especially when you get up to the more expensive jets like Gulfstream, they just seamlessly transition to single-engine operation by themselves and redoes your entire flight plan and auto-pilot/auto-throttles without needing to touch anything. Feels no different than flying with both!
Yep and doing OEI missed approaches on AP like a dream
If you're using online transcription for these radio calls, try doing it manually. The transcripts for all your vids contain captions that are weirdly inaccurate.
It’s done by voice recognition not manual transcription
They lazy
@@j700jam4 Yes... and better off not having it.
when I first pulled that, I can't imagine being that laid back, seemed Shakesperean in a way, Much Ado about Nothing. :)
He was obviously trained and “chair flew” this type of problem many times, like 100% of any “good”pilots should. Unfortunately, most don’t.
Of course the pilot was cool. He knows that every twin engine aircraft is designed to fly with one engine!
Not true.
Not true. Being able to climb or even maintain altitude depends on various factors. Fatal accidents occur when VMC is not maintained and the aircraft stalls and spin into the ground. The hardest thing to do in a twin engine that has an engine failure it to pull the power on the good engine and land straight ahead. There is ample information available to learn more about this topic. Check out this video. ua-cam.com/video/r2X1gF1HxGQ/v-deo.html
@@aerodarts Ever tried a Twin Comanche on one on a warm day?? 91 Kt, not 90.5 or 91.5, and then, if you're lucky, you'll see 150 fpm at sea level!
@@ronanstis6328 not sure what you mean...I was replying to ("every twin engine aircraft is designed to fly with one engine) I said, This not true 100 percent of the time. I also included link for anyone to learn more about flying twins..it is a whole different ball game that allows options that can save or take lives.
@@aerodarts My apologies - I was attempting to reply to malahammer, rather than you, and apparently got my mouse crossed!. I understand your confusion at my comment, and agree with your ststement.
Could do without the "scary music" - and not sure if you're using AI for the transcripts - they are really incorrect.
He lost one of two engines? He'd better be cool. If he gets excited over the loss of one engine in a twin, he'd be better off looking for a new job.
I think you have to declare an emergency if you're operating under 135 rules. I could be wrong because I retired in 2010. May have changed the rules. Some aircraft ops manuals were interesting as well. Incidents requiring urgent procedures were thought of differently by the manufacturer. Such as; Land as soon as possible, or Land as soon as practical.
no you dont HAVE to. you do so if the safety of the people (crew\passengers) is at stake. otherwise your discretion. cheers
You should always declare an emergency if you want the full attention of ATC. It's not something pilots should be ashamed of. I say this as an ex ATC and a pilot.
I know the pilot flying personally. He was operating under part 91. 535MP is based at KSDF, but receives maintenance at KLOU. That’s why he wanted to land at that airport.
@@AnApacheMedjai 135 or 91 dont matter. you arent required to declare unless there is imminent danger to people (or possibly equipment). he was fine with engine out. landing gear issues are clearly a different matter, loss of hydraulics too etc. but an engine out with no other complications is up to the pilot. he is NOT REQUIRED under ANY FUCKING REGULATION to declare an emergency in this situation. thanks
@@johndonovan7018 did you respond to the wrong person?
This pilot has seen the elephant a few times...
Tower we still have three engines, no problems.... Tower we still have two engines , we're okay... Tower we still have one engine , we'll make it. Tower we see the runway, lost are last engine, will be touching down.... 😮
2:05 would you prefer (rwy) 6, nah 24 is fine
It’s almost like we train for it in terrible conditions twice a year
pffft us glider guys fly with no engines at all
Now I'm curious about "low altitude alert. Check your altimeter", "I'm showing we're right on the glide path".
Were they too low?
If I were the pilot and wasn't CERTAIN that I had plenty of altitude at that point, I would probably immediately ascend and *then* figure put the discrepancy.
The alert in the tower is sometimes set off with a rate of descent that exceeds some threshold, not just a low altitude. Now, when landing single engine, a faster approach speed is often used to improve single engine go-around capability.
This pilot elected to land on 24 with a 9 kt tailwind for some reason. The faster approach speed and the faster groundspeed due to the tailwind most likely caused his vertical speed to exceed 1000ft/min despite being established on the glideslope.
Given that Bowman field normally sees aircraft with 120-130kt approach speeds (with 600-650 ft/min descent rates) the threshold for the low altitude (excess descent rates) probably triggers when the descent rate exceeds 900 ft/min.
If he was in VMC and could see the PAPI and everything looked good, he was correct to continue as opposed to executing the riskier single engine go-around.
He was at 10,000 feet when he lost the engine. If he had lost both engines would he have had enough altitude to return to either airport? Not sure what the glide ratio is for this plane.
Engine failure in most multi-engine turbine aircraft is not that big a deal. Yes, there are exceptions like the DC-8.
DC8 has 4 engines.
@@malahammer Correct.
@@shreddder999 Western Airlines shut 2 engines on one side down on a 707 doing live training, the rudder was fully deflected and the mount for the rudder broke and it rolled into the ground killing all pilots aboard. It is the only airliner crash ever at KONT in Ontario California.
When he says he has 4 hrs of fuel does he really mean he has 8 hrs by only burning one side?
Good thought but they’ll of course need quite a bit more thrust than usual on the operating engine-the engine speed isn’t nearly twice as high but if you watch the fuel flow display on a single engine approach it is actually about double what it is on a normal approach. The pilot probably doesn’t think about this, they just read how much fuel they have and make the same conversion to minutes whether it’s one engine inoperative or all engines operating (in the Airbus we just read the fuel and subtract a couple zeros-and then call that the time remaining in minutes-ie. 9000lbs of fuel is 90 minutes). Interestingly, you would probably save a good amount of fuel if using only one engine during descent as most of the time the engines are at idle and producing basically no thrust but are still consuming fuel. However at high thrust settings with only one engine, that will burn more fuel due to the increased drag of asymmetric thrust-one wing low with a deflected rudder
@@cameronadel19 One thing I wish was made clearer is to ask for fuel in the desired denomination. My understanding is that how much fuel is usually requesting the weight of the fuel so that fire services can determine what they might be dealing with. But it I suppose them asking how much flying time he has with fuel is also worth them knowing. Either way, pilots often give conflicting answers due to it not being clear what is desired.
@@brybe unless you are flying over an ocean, 4 hours will get you to many, many suitable airports.
Cool as a cucumber 💯
Makes me wonder at that altitude losing an engine - how many engine failures at that sort of altitude could be due to drone strikes operated by some drunk guy on the ground..
Subtitles need major work, they are wildly incorrect!
Exact First Jet I flown
How you spell "chill?"
Captain Cool
why would he freak out over an engine failure? He didn’t loose both engines. Some pilots don’t even declare an emergency 😂
Kinda wierd that he landed with a slight tailwind. Is it bc of the emergency they cleared RWY24 vs RW6? normally performance is better TO/LA w/ a headwind...
From the comms, it seems that this is a very familiar airport for him. So he probably was comfortable with it and it was convenient.
Runway 6 is runway 24 , but from the other direction
@@alantucker3014 of course. RW06 you fly heading of 060, RW24, your fly heading 240. But he lwas CLEARED 24 despite the wind from tailwind. Normally you land with the headwind. I get if its an engine out situation, then you go with what you can, but he didn't seem, to have that big an issue with the remaining engine. Either way the point here for the armchair pilots, is headwinds are your friend when landing and taking off. When ATC clears you during an emergency they will clear you for ANY RWY...leaving it pilots discretion. Just a wierd observation. Imagine he wound up crashing...THEN we be talking about the performance impact of the tailwind!
He didn't seem concerned about crashing, maybe the maintenance/repair dept /restroom is at that end of the runway 😊
IMO...there's three things that matter. Money, Experience, and Fire Power...If you've not the experience, all the fire power and money does you NO GOOD...Experience...is key
If this doesn't convince you that pineapple belongs on pizza, I don't know what will.
To quote the late, great Colonel Sanders, “ I’m too drunk to taste this chicken !”
Pilot sounds quite bored, lol
WTF you mean you don’t need emergency services meeting you and that “everything’s OK now”. Horrible decision making. It’s costs nothing !
Except for this one broken leg I can walk fine......
Thanks OUR HEAVENLY FATHER ❤
For what?
To the videographer: you are mentally ill to need to inappropriately add Hollywood Fantasy Music to this real life story. WARNING MUST BE WATCHED MUTED BECAUSE OF INAPPROPRIATE MIND NUMBING VOMIT INDUCING BACKGROUND MUSIC. What is wrong with you people who need your feeble minds constantly inundated with this Tweedledee Tweedledum Ga Ga Pooh background music?
What are you talking about? Besides a few seconds' worth of music at the start and the end of the video for their own titles/credits, there's nothing during the video...
Are you sure you didn't have that "Tweedledee Tweedledum Ga Ga Pooh background music" playing in a different tab or something?
@@Vousie Or it's playing in his head and he might need a shrink!
That sure was one chill pilot. Glad it was a non-emergency emergency.
Question: Do you use AI for captions or how are those generated? I caught several errors.