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Discussion in 'Lessons Learned' started by Kritchlow, Dec 14, 2018.
why, is he taking on students? I need to get my IR....
I haven't read the comments, and don't really intend to. I saw the videos, that was enough shaking of my head. He seems like a nice enough guy. However one thing I've observed is that most people who buy an old 320 or 414 tend to fall into the camp of "I have this plane, therefore I'm a good pilot." In reality they bought the plane because it was cheap, and they probably haven't flown enough or don't fly enough to really have a good background to go into it. Not saying that's always the case (and also looking in the mirror as someone who tends to fly older, cheaper versions of a particular airframe type), but it's commonly the case, especially when you see people upgrading like that. Nobody who seriously flies a 414 wants a pre-73 model, especially if it hasn't been converted to TSIO-520-NBs. You really don't want -Js, or even -Ns. Much more prone to cracked cases.
I like Jerry, but I think he would benefit greatly from an IPC and some time with an instructor generally. I watch a bunch of these (too many probably) vloggers and I would say maybe half of them I would fly with, the rest not so much. Interestingly most of who I consider the sharp ones have posted videos of training, flights with instructors or flight reviews, the more shaky ones have not. And I love to watch the sharp ones, radar contact (310 pilot), premier1 pilot and Steveo come mind.
I recall one video that Jerry made where he was hand flying in IMC with about 1200 foot bases and I forget the exact circumstances, but I believe he was trying to get established on a final approach course. He was doing huge corrections, 30 heading changes, with bigger than 30 degree banks. He did a few, then effectively went into a death spiral, with like 60 degrees of bank, turn coordinator pegged, altimeter unwinding, airspeed screaming and increasing. The whole death spiral thing lasted about maybe 5 seconds or so when he popped out of the clouds, screen full of ground. He recovered then landed. The thing is it seems he didn't even realize it happened until a few comment pointed it out on the video, then he pulled the video. He claims to have lots of twin experience and would probably be really good if he trained a little more.
To Ted's point, twins are cheaper to acquire, faster and much more appealing on some levels. But things happen much quicker and you really need to be on top of your game to fly one competently. While I'll never say never, I don't see myself ever owning a twin because the cost and time to get where I would feel competent would probably be stupid, although getting the rating might be a hoot.
Back to the OP's point, Wagner presents himself as competent and knowledgeable while being blissfully unaware of just how awful he actually is. The uninitiated look at him and are impressed with his ability to "shoot to minimums" while those who have more experience are painfully aware of how close he has come to being at the bottom of a smoking hole.
Here it is.... Skip to 33:30 to watch the breakout, and look at the VSI and his airspeed. If the bases were a few hundred feet lower I'm not sure he survives.
In the May, 2018 ILS into KOAK he reported a problem with the auto-slew on his Sandel 3308... having had the same "problem" (same HSI, different GPS though), I'd bet dollars to doughnuts the problem was actually a deficit in his understanding of the GPS, which controls the sequencing. In my case it was definitely something about my 480 I didn't understand, and I learned a lot from the (rather scary) experience. I hope this guy eventually learned what the issue was.
Wow... I'd seen his TC doing funny things but hadn't noticed the VSI, actually it was all over the place for the last minute or so. Very sobering. His scan must be god-awful. Needs some time with a good CFII, shouldn't be making videos.
Damn look at that stabilized approach
Wow. I’d love to see the videos he deems un-postable !!! Nothing to be proud of here. Try flying a heading and not chasing needles. I have the sandel HSI with 430w and is a great combo as long as it’s understood. He’s quick to fixate and play with dials...
He flys that same flight every time, sounded like they didn’t give him what he was expecting (Direct to IAF?) and instead he had to fly a heading, he even requested to fly direct, but I didn’t see him switch from heading mode to navigation mode (not familiar with his AP so may have missed it). He needs to fly to different airports.
That's the issue. If you're going to move to a twin, you have to make the commitment to proficiency. That involves regular flights whether you have a mission or not, especially when you're new to multi engine flight or new to a particular plane. It also involves going up with an instructor regularly. Doug's point regarding planning what you do for an engine failure at particular points is especially important, and should be done prior to taking the runway in any plane. I've done it in every twin from the Aztec now through the MU-2. Now, the procedures are slightly different in the MU-2, but the point is taking the time to remind yourself of what you're going to do if an engine fails at a bad time.
Interesting point about the Conquest. If the autofeather works, losing one is a reasonably benign event. Without the autofeather and the resultant flat prop the Vmc is reportedly more than 135ktas. There is a window from rotation at 90ktas until reaching 140ktas is where you're living in a really tough spot between normal procedure where you move deliberately in the event one rolls back vs. needing quick hands to not die. I've practiced the autofeather failure in the sim several times. If I know which engine ahead of time and when it is coming I can almost always get it feathered and fly out of it. If I don't know it it is coming or which engine? Not so good. If it happens IRL the only real choice is to chop the throttles, get back to a normal attitude(because you were already on your way to being inverted), land straight ahead and take what comes.
I guess you guess have better eyes than I do...
I can’t really see his loc/gs , unless I’m looking in the wrong place with his fancy equipment.
I didn’t see any real gross deviations from what I could see.
Well.... Lets compare a two shots 14 seconds apart from the video.
Here we're in a 1000 fpm climbing turn to the left with the ASI at about 130kias and dropping rapidly. Needles right below his TC. He almost has the localizer here but gets full scale pegged through most of the rest of the "approach". He never gets the GS until short final.
14 seconds later we're in a descending right turn with the VSI pegged negative at over -3000 fpm and the air speed climbing in to the yellow arc at over 180 kias.
Indeed you may be correct. I’m looking at this through a small iPhone screen.
I’ll go watch again.
Around 33:55 at least 45 degree bank, airspeed increasing, TC pegged, vsi pegged downward.
Indeed.... I was watching the wrong video!!!
What an effing mess!!
And the guy needs to learn how to STFU on the radio.
I’m embarrassed for him.
And you thought I was bad with atitppa!!!!
Yeah, I couldn't see his HSI either - the Sandel is like that, not very readable from an angle greater than about 10 degrees, plus he probably had the brightness turned down to conserve projection lamp life. But his six pack instruments... holy moly! He is barely in control of that airplane in the soup and has no business being there without an instructor.
Eyyyyyy tower barely on the ILS got the runway in site about to send it runway 25L homie
105 hours and need to redo my long solo xc to move on.
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So why was this guy looking to land on the beach???
Yet he sits calm and confident...
So set aside a little time, learn some 91 rules, then he ain't got nuthin on ya and tell him to stfu
This is not like "Ratatouille" where "everyone can cook" per Chef Gasteau. Some folks have the brain for flying, some just do not.
I've seen some really skilled, good-tough-decisionmaking on 300 hour guys, and some really sh_t as_ poor decision making from the 10,000 hr guys.
I am seriously impressed by his steely demeanor. Unfortunately, I think it’s due to a lack of understanding of the seriousness of the situation and not because he’s just a calm dude.
What I heard is "Try to fill your experience bucket before your luck bucket runs dry."
And I always thought the most dangerous time was between 250 and 500 hours, but what do I know.
I know I learn a lot about aviation and flying every time I get on POA. I even learned to recognize when a thread becomes a death spiral and to parachute off before I burn anymore time.
250-500 is fair
The Chinese say "The empty drum rings the loudest."
I tend to refer to some people as having absolutely no idea WTF they're talking about, but make up for it by speaking very loudly and with conviction.
I like the Chinese proverb better.
And follow up to the empty drum, "Oh, you're so pretty."
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To be fair, the guy does critique himself on what he's been called out on here, on the video commentary. He was in fact aware he was out to lunch on course guidance. he blamed it on automation fiddling/fixation, which is fairly common in this hobby, and not completely absent in pro circles either (SFO Asiana, BHM UPS et al). Frankly I've grown to detest the degree of fetishism this hobby has for AP coupling potato, but that's for another day.
His ADM was sloppy of course, but with bases at 1800MSL (pretty much 1800AGL at OAK) if I heard correctly, that's plenty VMC with slop to come out of that Stuka bomber ILS. Doesn't excuse doing lazy 8s for course guidance on the hand-fly attempt, but the guy knew he was porking it. That kind of aggressive overcorrection during a true LIFR transition to minimums would get you in trouble, which is why it's poor ADM to allow yourself to press with it just because of the placebo of high ceilings (we call it "train like you fight", in mil circles).
It also goes to show how much extra rope you have shooting these approaches on a cat B airplane. Try that stunt on cat E (oh wait, ILS 28R at OAK doesn't even have cat E mins...lol) and see what the time to die chart says. Part 91 boys and girls. I suspect in a part 135/121 environment the crew would have been forced to called the missed on the first full needle peg inside the FAF, and not merely "think about it" while telling your virtual passengers (and tower for good measure...jesus) how bad bumper bowling was going for ya at the moment.
My personal fav was the almost missed gear, while flapping gums below 500AGL about going to the avionics shop. "Better lucky than good" rings true yet again
That was frightening.