Warbird Accident T-6G Texan Maneuvering Flight
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- Опубліковано 27 кві 2024
- Warbird Accident T-6G Texan Maneuvering Flight
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FlyWire is about exploring flight and the freedom this incredible experience brings us on a personal level. Flying has always captured the imagination and excitement of living life to its fullest. Hi, I'm Scott Perdue. In a former life I flew the F-4 and F-15E, more recently I retired from a major airline. I've written for several aviation magazines over the years, was a consultant for RAND, the USAF, Navy, NASA as well as few others, wrote a military thriller- 'Pale Moon Rising' (still on Kindle). But mostly I like flying, or teaching flying. Some of the most fun I had was with Tom Gresham on a TV show called 'Wings to Adventure". We flew lots of different airplanes all over the country. Now with FlyWire I want to showcase the fun in flying, share the joy and freedom of flight and explore the world with you. Make sure you subscribe if you want to go along for the ride!
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0417
Last year I had the opportunity to fly the T-6. In the front seat was an experienced instructor and display pilot. Before we departed, he gave me a throrough briefing, where he explained we would not do low-energy and high-AOA maneuvers. He also briefed the engine failure procedure after take-off, and made sure I knew the bail out procedure. It was a great flight where he went through his airshow display routine. We never excceeded 3.5 G. The T-6 may look innocent, and this pilot let it look easy, but it surely can bite.
Scott, thanks so much for your evaluation of this accident. Back in 1968 my father and I rescued N7197C from Parker Cramer airport in Clarion, Pa. for a sum of $2800.O0. After an extensive annual, new fabric controls, and much more I began flight training at KDUJ in PA. with the help of ex Air America pilot Bill Andresevic bravely instructing from the back seat. With only 100 hours total time, and zero tail wheel experience, 97C was a handful. Thanks to Bills instruction, I soloed after 9 hours and flew her safely for the next 15 years, selling her in 1983 after 700 plus hours. It was sad to see that 97C had crashed with the loss of two souls. Thanks again for your perspective on this accident. Greatly appreciated! Doug Goss
Thanks Scott for good coverage. Having spent most of my long flying career at 200' or below flying Ag and pipeline patrol, I appreciate your admonition that altitude is the normal pilot's, "get out of jail free card." Not having that I defaulted, favored, lived, coveted, horded, airspeed. Level turns are the greatest danger during maneuvering flight so crop dusters and pipeline patrol pilots simply do not make them. One departure is fatal. We simply use that horded zoom reserve airspeed to pitch up wings level before releasing back pressure on the stick in the 1 g turn of any bank angle. If making a shallow turn, not much pitch up is needed. In the pattern, which I consider maneuvering flight, I have convinced many flight instructors that their student could get away with releasing back pressure and not flunk the flight test. If trimmed for Vy, say 75 mph, the climbing turn crosswind would reduce airspeed below 75 unless back pressure was released to allow the safety feature of dynamic neutral stability to happen. Doing what the airplane wants to do in turns, lowering its nose, will maintain target airspeed for any turn except a level turn. Yes, in very steep back to back Ag turns we safely take a bit of the nose tuck out with a bit of back pressure We pull maybe 1.2 g. In steep turns, the airplane doesn't need to return to trimmed airspeed so quickly. And before we pull up, we level the wing. We don't want graveyard spiral, load factor, or flying the down wing through a wire.
As soon as you said a 5G turn at 800 feet, I immediately thought that's crazy.
Because the pilot was using a ground reference to make the turn. And not flying the plane as a result. It is a real hazard in this exact kind of situation. There is a video of a guy and his girlfriend in a float plane who did the same thing a few years ago.
Having had some T-6 dual from two experienced T-6 instructors I would have started at least 3,500 agl with a deck of 3,000 simulating approach and departure stall recognition and recovery. Doing this at traffic pattern altitude in a T-6 will get you killed!
I’m glad my Gramps wasn’t a daredevil pilot!
Leave yourself at least 2 ‘F’ups high😢
Thanks Scott!
Thanks Scott. Sounds very likely. My Dad trained in an N3N and SNJ during WWII, and later owned a an SNJ-5 I flew a bit. He used to drive home to me that during WWII training, he saw more young airmen and instructors die in Stall-Spin training incidents in the SNJ than he saw in combat. Often in the SNJ after loss of power on the first take-off of the day. He also said that the T6/SNJ being designed to train pilots in survival skills, ad it was not a forgiving as some fighter aircraft like the F4F, F6F and SBD.
Great Nickel Scott! I remember John Collver in “War Dog” at a Chino show. It was my first time a a youngster seeing T6/SNJ aerobatics and I could believe it back then how a trainer could pull that off. I know now, and it was a great fun show.
Thanks again, Scott. I really enjoy your videos.
I appreciate your experienced viewpoint Scott! I personally have never flown a T-6. They seem to be sweet but demanding airplane.
My grandfather (who over-G-ed a SNJ while he was in the Navy) demanded that I finish any aerobatic maneuver at 3,000.5 feet AGL. He would say "...and that last six inches of altitude is from the parachute that you better be wearing, too...".
Super funny!!! At first I thought you misprinted altitude!!
Good hearing from you. Good video as always.
Many WW2 era radial powered tail draggers continue to be lost from retired airline pilots with more money than skill!
Counting hours as experience is dangerous, IMHO. They think because they have 20,000 hours on autopilot that it makes them great at stick and rudder. Physics has other ideas.
No telling how many times he got away with these maneuvers at that altitude in the past, but on that day, something was different and the holes in the cheese lined up. Very sad. On a happier note.....when we gonna see some flying videos of you and the bonanza?
I lived in a hanger home at KDWH near Houston for 8 years from 2001 until 2009. We had an upset recovery school on field that lost two pilots who were my friends a few years apart back then.
Yes, they were flying T-34s outside of their norma, designed limitations and overstressed the aircraft. And both of those aircraft were bought from Skywarriors in Atlanta... who did the same for years.
Always good advice TY that's my Nickle on the grass!! 👍
Thanks Scott
Sad, I have flown a demonstration flight 15 years ago on a CAF T-6 and enjoyed it. We did do a barrell roll and some aileron rolls, but I never felt like we were pushing the G limits of anything. I probably would not have been open to it anyway as it was my first time in anything smaller than a Beech 1900 commuter aircraft.
Thanks for the new video sir, very good 👍
It is my understanding that the concept of flying higher and "announcing"-for accountability among friends if nothing else-a *hard-deck* applies to everyone.
As for the 4+ G-loading, airframe issues aside, most humans are just not in good enough shape to do that for the heck of it. It does not make sense. A roller-coaster may pull harder than that, but it also isn't being flown in three dimensions by an occupant.
Rollercoasters don't pull 5+ g for minutes at a time. It's a few seconds at most.
Well said.
Pulling 3 g's in every turn is common in an aerobatic airplane due to light controls. Pulling more than 4 g's is unnecessary and just beating the aircraft. That's a pilot issue. Low to the ground is not a big deal if g load and AOA is strictly controlled along with airspeed. The closer to the ground the faster you fly. And please take it easy on the old war planes. I always fly very smooth aerobatics in my buddies SNJ.
What!! if G and alpha are strictly controlled then airspeed is completely irrelevant.
@@zero1zero184 True. However, high airspeed at low altitude provides options like quick altitude, aggressive maneuvering from traffic, safe downwind turns, etc. Don't get caught behind the power curve.
@@zero1zero184 Not true. Airspeed is margin. You can turn at +1 g on the stall if you manage things right. There would be, however, zero margin for error.
@@paradoxicalcat7173 You couldn't be more wrong. You obviously have never used any type AoA indicator.
In your example, by using the ASI you would not be close to maximizing the performance of the aircraft. I would be turning inside you using Alpha, knowing exactly how close to the edge I was. It's a tragedy that so few aircraft use AoA, pilots don't know what they are missing.
The other tragedy is the loss of the T6. 60 years ago us kids had a field full of them to play on which had never been flown. After WW2 the need for them evaporated so they were stored in a warehouse in wellington NZ with the wings stacked against a wall. . A guy who was experimenting with a Ag plane prototype thought they could be a source of parts .how ever, they were too long to fit into the rail wagons so the tail sections were removed...with an axe. When delivered we would go to the aerodrome and spend whole satudays playing fighter pilots even though we were too short to see out ..LOL!.
Well now, I got a notice on this one. Let's check it out.
It is a trap. What happens when a pilot does steep turns at low altitude is that they use a visual ground reference to make the turn, the airspeed goes below stall, and the plane crashes.
You stall, you fall.
I'm thinking GLOC. Pulling in excess of +5 g, especially consecutively, without a g suit, or having a bad day if usually g tolerant, could get "interesting".
Have you experienced GLoc?
Complete insanity.
My GUESS is he added some top aileron.
There is NO reason to pull more than 4 G's on a T-6! You can do loops all day long, gain altitude and never pull more than 4 G's! Could not imagine pulling 4 or 5 G's in a turn? Also, if the ball get's out of center in those kind of turns, it'll go right over on it's back!
What would be your minimum altitude for high G maneuvers in a T-6?
5-8,000’ agl
@@FlyWirescottperdue I have about 1 hour in a T-6. Never stalled it. Never wanted to!
Classic case :
Pilot : “ Watch this! “
Me: slide back canopy and jump out .
5Gs below 1000 feet? Would a Thunderbird pilot do that even?
He was showing off to his grandson
GLOC???
Gravity induced
Loss
Of
Consciousness.
When you pull enough g-force in a manouvre that the blood drains from your head and you pass out. Despite the name, it's not necessarily due to gravity, it's due to inertia
Was pilot drunk ? OMG !
IPad flying across cockpit? Hubris gone over? Sad....
Always get a couple mistakes high before you do anything like this.
Seems irresponsible with a young Grandson doing manoeuvres like thar
He could have killed himself privately. Or not.
Nauseous, weren't you? Good grief.
Suicidal flying. With his grandson.
So WB pilots are still doing stupid. It's never ending, story after story... and another old plane gone. Its time for change...big change.
What the f is WB?
@@CFITOMAHAWK2 Doh....Warbird and keep ur profanity to yourself bud.
@@user-wz2qe2pv6r NAAHH THAT MEANS WAKO BIDEN. That is not a warbird.