Helicopter Flips Over on Landing | Viral Debrief
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0:00 Intro
0:50 Engine Failure
5:21 Wrong Airport
7:11 Helicopter Flips Over
9:46 Ocean Crossing
11:17 Wing Strike
I can understand the flaps thing. You behave strangely after an accident. I was involved in a pretty bad car crash and I remember the first thing I did after my car came to a stop was turn off the radio. Not put the car in park or or shut off the engine. Nope, had to turn the music off.
well, you did have Billy Joel's, "Only the Good Die Young" playing at the time... got reminded that maybe you're not so good... lol
@@ratmousebastard damn that was harsh lol
@@halolight1469 lol... (couldn't resist lol)
My mom used to turn the music down so she can see the house numbers better. She’s never been in an accident.
music can be distracting, not strange
That guy in the Cessna straight up Tokyo Drifted the landing.
Roiling around isn’t really Tokyo drifting 😂.
@@andrewdoesyt7787 it’s a joke 🤨
SCP
_is this an AirforceProud95 reference?_
@@erika002 "It's like Airforceproud95 but in real life!" *look of horror*
I'm a helicopter pilot, over 5,000 hours including over a hundred as PIC in that type. Was just reading reports about the AS350 crash, tail number is DQ-IBT, they say in the reports it was a freak gust of wind but it's so sudden I'm sure it's a cyclic input. There's a lesson for all helicopter pilots there though - remove the duals if you're flying a non-pilot.
Right when the skids hit the ground, you can see some sort of wind formation around the rear of the skid, maybe it lifted the chopper unexpectedly? (Disclaimer: I have never flown in anything, just noting something that I saw in the video.) I also don't know how gusts of wind can affect landing, especially when it's water-related gusts. There may not even be an impact, so basically I'm asking if that could be a factor. Edit: I also don't know how high that incline is from the ground to the helipad behind the helicopter. It doesn't look like it's level with the water behind it? Would that updraft also cause issues?
@@PiousSlayer Hey, I see what you're saying but the movement is just too sudden - helicopters aren't very affected by gusts of wind because our wings are relatively small in area and they move at very high speed (around 500mph at the tips of the rotor disk) - I fly light aircraft too and it's always bumpier in those than in the helicopter. The main part of my job is landing to elevated helipads, I find that when it's windy the air gets lifted around the edge of the pad, curls over and makes the air over the pad a bit turbulent, but it's in a fairly predictable way that just makes the helicopter bounce around a bit - I've never experienced a huge attitude change like that due to wind. The tough thing about wind is trying to hover with a crosswind or a tailwind. You can get a thing called Loss of Tail Rotor Effectiveness which can be really nasty. When I first started flying helicopters I was shocked at the number of different ways they can bite you, Dynamic Rollover, Settling With Power, Ground Resonance, Mast Bumping... and these things usually happen fast and can have devastating consequences.
Could it be ground resonance?
Is it possible that he hit a bit harder and moved the throttle all the way to full lift accidently? Are there any hints on the rotorblades changing AOA suddenly?
Could the gust of wind potentially spooked the pilot into thinking (since one skid touched down first and, to my "not a pilot of anything" eye, looked like the tail boom was battling the wind and the helicopter was starting to yaw a bit...again, to my untrained eye) that they were about to enter a dynamic rollover, causing them to overracte? just curious. Sorry if that's a silly question. I'm just interested but I have no flight experince, so I'm uneducated about it, really. So, an honest thanks for your time and understanding! 👍
Tail wheel pilot here: that last video looked like a stereotypical ground loop. In a tail wheel, the CG is aft of the main gear unlike a tricycle gear. With a castering tail wheel, what this means is that you need good rudder control to keep the keep the CG in line with the longitudinal axis of the plane and the direction of travel. What appears to have happened was that he had a pretty rear CG and it got out of line with the axis of motion and began pulling the tail around to the left. Think of a shopping cart with stuff near the front of it, now shove it from the front rather than the handle side and see if it goes in a straight line, or if the front section (with the castering wheels) will want to spin around and take the lead because that's where the mass is. The big thing for avoiding a ground loop is active rudder control, and as the plane spun, the rudder appeared to be totally neutral or possibly giving a little bit of left hand input. This indicates to me that the pilot was not actually flying the airplane at the time, but was simply a passenger along for the ride while the plane did what it wanted. This is the big problem with tail wheels, they're just inherently unstable on the ground, because the CG rear of the main gear always wants to move forward of the main gear, AKA spinning the airplane around.
(Claps)
Kinda like if you try to ride a shopping cart backwards it always spins around?
@@jimmyjam2540 exactly
Yep. And as you know even a little bit of wind with little experience leads to bad things. I had direct steering on my last one and no differential braking. Never a problem, but I still steered clear of strong xwinds
My guess was somebody let the dog ride in the front seat, and the dog sat/stepped on the right rudder pedal. Similar for the helo.
The video is not some “wow it crashed” kind of empty time wasters. Kelsey does good job of *explaining* what is going on. Thanks Kelsey! Keep up the great work!
Mostly importantly is he usually explains what should have been done to avoid and correct
I got to get a tshirt with "Restart your engine bruh" oh it!
Amazingly there were no fatalities in the chopper crash. The chopper landed upside down, next to the resort pool.
That’s one way to arrive In style at the pool
Who puts trees next to a helicopter pad?
@@timthompson8235 going to go out on a limb here and say the trees came first.
@@amamsurri5454 it can be assumed that he meant who *leaves* a tree
@@nocthemedic2951 ah yes I was a fool. Make like a tree and leaf
"You pour that concrete pad to land my helicopter?" "Sure did. Exactly the size of the skids." "Where did you put it?" "Literally at the water's edge." "And the trees?" "Still there. All of them."
By the comments, I gather it's common sense to not have trees and water around your helicopter pad.
@@viddeliten Tree's no, but water is mostly fine after all you have destroyers and other ships at sea that have landing pads near or above the water.
@@Suisfonia That is like saying having a way to short runway is okay, because aircraft carriers got arresting wires and catapults. Those destoyer landings are dangerous as heck. You want as big and as flat a target as possible.
@@christopherg2347 Ummm, ok? I'm going to assume that you are responding to the wrong person; since what I said had nothing to do with aircraft carriers or short runways and applied *only* to helo's.
@@Suisfonia nah he is right, your logic is backwards. The military does what the military needs to do. That doesn't mean it's ideal. As far as I know helicopters are also way worse when crashing into water than normal planes
"Go too fast, the plane wants to fly." "Go to slow, you will fall out of the sky." -74 Gear
Correct. Lift force depends linear on squared speed and other things. In landing (final approach exactly) we wanna make little lower lift than weight, so speed must be little lower, but not too much lower.
It's almost like stock market advice.
if he had raised flaps during landing it may have avoided this
I'm pretty sure I heard that decades ago. It's probably a saying that's been around since the beginnings of aviation, or at least since plane design got more or less good.
very nice rhyme, I like it.
Helicopters don’t fly, they just beat the air into submission.
Helicopters can't fly. But they are so ugly, the Earth repels them :-)
Helicopters are best described as 500,000 parts flying in close formation. Though as I like to tease my gf, I say, "You know why helicopters are better than women? A helicopter will kill you quick, a woman will take her time." Then I wake up with headache and not knowing which day it is...
Friend used to say “helicopters are just a bunch of parts looking for a place to crash “
A Helicopter is a flying miracle. It's held up by a Jesus nut. If the nut comes undone, you call him and he answers you quick.
How original
“Restart your engine bro?!”
Same
You can get a kick start from your Boss.
Btw he “No motor, no motor.” Followed by “sh*t sh*t”
Restart? Impossible. Did you hear the sound accompanied by a violent stop of the propeller? The RPM drop followed by the boom was likely an engine seizure.
Ha ha , same.
"I fly visually but I back it up with an ILS" Air Canada: **confused screaming**
Why? /noob
@@viddeliten There was an incident back in 2017 when an Air Canada A320 tried to do a visual approach at night in San Francisco. Without ILS, they mistook a taxiway for a runway and very nearly pancaked three fully-packed passenger planes.
@@SayaAensland thats was crazy, eh
@@SayaAensland four planes on the taxiway, actually - two 787s, one A340, and a 739, all packed and loaded with jetA The video is nerrve wracking. It would have made Tenerefe look minor. The PIC of the Air Canada A320 had been on duty 19 hours - and there was only one ATC on duty when there was supposed to be two.
“A large aircraft like this requires a lot of runway to take off” C-17: “am I a joke to you?”
" All 737's need PAVED runway's to land on " 737-200: Am I a joke to you?
Su-25 and A-10: Runway? What runway?
@@CommuterRailProductions Canada moment
Don't think people got what you were saying. C-17s were designed for short field performance.
I notice a common theme...good decision making based on experienced. The scariest, but also most incredible moment I've ever had in a plane was when my coworker offered to take us up in her Cessna for a flight. We started the take off roll at a small, very rural strip, but nothing seemed to be happening. I saw her become noticeably concerned about 1/2 way down the runway. Amazingly she powered down, taxied off, and immediately told us that she has always taken off and landed in the same direction at this location and that she had made a mistake by not checking the wind direction. Oddly, the wind was 180 degrees from it's "normal" conditions. She taxied around and made a clean take off into the wind from the other direction. It took me years to fully appreciate how cool she was in that moment to recognize that something wasn't quite right and to keep it on the ground to figure it all out. It was along time ago but I should send her a thank you card.
Hi Kelsey! As Carlos Fernandez said below, the C-17 was designed to both land and take off from very short runways. I was a Broadcast Journalist in the Army, working at AAFHNS when I got assigned the job of doing stories on the C-17 back in the late 80's/early 90's. Although the pilots or AF probably said that the landing was a mistake, the crews would actually practice landing on smaller runways. As 419 Buckeye said, short take offs and landings could be stomach churning events as a 'passenger'. I flew up and down the Eastern seaboard for about 6 hours in a C-17 as the pilots practiced aerial refueling. Pretty exciting for the first 30 minutes... One other thing that I was told while putting my story together is that the engines were designed to take quite a bit of FOD in, without damage. I do know that they have landed and taken off on gravel runways so I guess there's some truth to that. Great channel by the way.
Dang, why are some of the viewers giving thumbs down? These videos and commentaries by 74 Gear are great! Keep up the good work!
Either they dont like the content or they are a bunch of heartless f***s
The world is full of mostly nice people like you and me, but there are a few that are just dicks for no reason.
@@coolvideos8864 100% agree with you on that one
Seems like sabotage to me his channel is too good not to like and no matter what like or dislike it's still positive for his channel activity idiots lol
Haters gotta hate
The first guy is saying "panne moteur, panne moteur" ("engine failure, engine failure") then "Et merde ! Merde, merde" ("And shit! Shit, shit") then "krrrrrrrrrrrrr" ("krrrrrrrrrrrrr").
Thanks for the translation! Was really struggling with that last one
Probably spelled more like "krrrrrrrrrrrrqqqxxxllllll", and then you only pronounce the k and like one random r in the middle.
Not russian at least not for me по русский
I came to the comments to translate merde, though you did it, plus you did the rest as well!
@Anderson Jeffrey jeez, didn’t know that
I love how he always give facts about planes
Except in the case of the military plane landing on a short runway then taking off? I don't recall it being mentioned, but it's a Lockheed C-141 Starlifter.
Actually that’s a C-17. The C-141 was retired in 2006.
@@disorganizedorg MMmmmm NO. As pointed out it's C-17
@@disorganizedorg lmao tard
@@JustaPilot1 I stand corrected.
Thanks Kelsey for these videos, it has helped me deal with not being able to fly. It was and is a passion of mine ever since I was a kid. I flew my first plane at 16 and fell in love with it. I was put out of flying because of a development of sensory anxiety disorder. Basically my body locked up and though I was conscious of what was going on I couldn't get my body to do what o was telling it to do. Not good when flying a plane. I was grounded. Thankfully I was able to experience flying again and found this condition isn't there anymore and have been told I may apply for my private licence again. These videos make me want to dedicate my time and money to my dream once more. Your videos keep me satisfied while I'm waiting for that chance.
1:02 He say "Panne moteur, Panne moteur" it's like "engine failure"
And while crashing, he yells "Merde merde merde!" (Sh*t sh*t sh*t!) ;)
thanks
As a kid in the far North my instructor would turn off the engine. Then said "land the plane". The first time he did this, I thought he was for real.... Over time, him doing and saying this...I could land anywhere.(if I had to) Looking back now, I understand he was teaching me to be knowledgeable of my surroundings. I hate city airports ! ! ggrrrŕ. Haha
100 like btw
@@guyseeten2755 I pretty much say that for the entire flight unless I have some xanax onboard.
That engine ain't restarting. It's seized. It's well and truly muffed.
Exactly. And even if it wasn't seized, airspeed doesn't matter for restarting a prop. Certainly not at low altitude. Does this guy even fly?
@@SteichenFamily Hey man one thing you’ll learn about aviation is we all make mistakes, his judgement obviously wasn’t great on this scenario but that doesn’t invalidate his flying credentials whatsoever.
@@SteichenFamily yeah unless you’re starter isn’t functioning you can still crank it for all we know the pilot could have hit the starter and the seized engine didn’t spin obviously
I'm not so sure. I think this aircraft has a Rotax 912, which operates at 5000 to 5500 RPM at cruise and drives the propeller through a reduction gearbox. Compared to direct drive engines like your typical Lycoming, Rotax engines tend to start and stop spinning much more abruptly. It's also real difficult to get a Rotax engine to windmill. I'm willing to bet the engine starved of fuel, possibly due to fuel pump failure or as a result of a switched tank. In which case it would take me more time to restart than this idiot gave himself by diving for some reason rather than trimming for best glide and making for the runway to his left.
Damn, I'm always amazed by the sturdiness of those cessna wheels!
I've always been amazed at tires, in general; even at the fact that they stay seated on the wheel of a car during normal driving, much less high-speed maneuvers.
@witenitenz here's a few things to search on KZhead... BJ Baldwin Recoil Baja 1000 Rock Bouncers
witenitenz don’t forget two other characteristics. They roll with minimal resistance while at the same time will show maximal resistance when braking, accelerating or turning. They also stay in place while enduring tremendous sidewise forces (like in the case of the Cessna, tiny wheels push back at the momentum of the plane)
The helicopter one was on Treasure Island, Fiji. My favorite place on earth. It's a tiny island you can walk around in about 5 minutes. It landed right next to the pool. How nobody died is a miracle.
Did nobody die?
@@SperryACHI Amazingly, no.
Wait i have a friend called nobody. Did he die?
@@user-zq6yz5gf6d Yes, he was shot by a bounty hunter.
@@user-zq6yz5gf6d listen to Kyin, nobody did *not* die!
co-pilot: Checklist ready? Kelsey: Checklist, Comin Up! 😎
Kelsey is the copilot tho
He flies cargo, often with multiple FOs. Just appreciate the joke, bud.
@@You.Tube.Sucks. I like the joke, I'm just saying.
That first crash... with that propellor completely stopped, there's not way that engine is restarting. That's a seized engine. If it was restartable, the prop would be windmilling.
true
Not necessarily and not usually on a small plane. Some will, some won't our Cesena 150 manual said specifically that it wouldn't even in a dive so don't try it. There's just not enough airspeed available. They would "windmill" on the old faster warbirds with big props and reduction gears that's why they had a setting to turn the blades edge on to the airflow "feathering the prop" to stop it on a bad engine. I, however, do agree that it seized because of how suddenly it stopped.
@danielsacks7152 I used to own a C150 and have pulled the mixture out in flight before, and the prop definitely continues to spin. Have also had an actual engine failure (contaminated fuel) in C206, as well as a PA30 (another fuel issue -- broken crossfeed), and the propeller always continued to spin until you feather it.
That first one. That engine sounds like it dried up and died. Not going to be restarting that one. I know the sound of a seizing engine when I hear one.
That was my thought. The sound and the way those blades slammed to a stop without any windmilling, that's a seized engine. Dead to the world at that point. Had it happen on a R1340 at about the same altitude.
yes it seems like the prop stopped on a dime.
@@TommyTom21 In some instances, getting it on the ground even though you can probably make that other field is the best choice. This wasn't one of those instances.
Yeah, the prop was stationary. That would indicate the engine seized. He should have just flown the plane.
He couldn’t restart the engine ... it seized - didn’t you hear it?!
Yeah, those props stopped _abruptly_, and stayed exactly still after. Even if he tried to restart it it probably wouldn't be visible in the video because the prop (and corresponding engine) were stuck fast.
TerribleFire all valid indicators, if he were paying attention. We don’t have any data to know or say with certainty.
The prop looked like it froze fast.
dgretlein I thought the engine siezed too consicering the abruptness of the stop...
Ya man that thing locked up solid.
I just watch these for Kelsey's composed faces he makes when watching the footage.
And the way he scowls when watching videos! Lol
I read this comment and then looked up and he was making one of those faces right then! So focused
Well, he's single, Johnny.
The first guy isn't saying mayday, he's saying 'merde' which is French for 'shit'
he's saying "pas de moteur" first. "no engine"
@@Aryetis panne moteur...
@@princessfaust yeah maybe that too. Still translates to "no engine" / "engine failure" / "engine fucked"
He said 5-1-0
Both are cause for concern
Another old saying: "In general, when you say something is 'going sideways,' it's never going to be a good thing." This includes airplanes, apparently.
Going sideways is a driftcars only purpose ;)
Ever manage to be in a sideways helicopter you'll probably regret it.
I'm guessing a lot of Nintendo games never were any good - because you clearly only go sideways on Mario and other Jump'n'run games :D
@@jaybright9642 I've been sideways flying in helicopters many times, they're one of the few types of aircraft that can do that safely so I don't know what you're on about. Hell, I've even flown backwards in one FFS.
As fast as that engine stalled in the first video , that engine was seized and would not have restarted.
Definitely
Certainly doesn't look like he attempted to restart it (unless it was seized), as it didn't rotate at all after it stopped.
@@my3dviews Yeah it should be auto rotating with the airflow, so it must've seized solid.
A geared Rotax 912/914 will stop like that, seized or not.
@@leeroyholloway4277 Would it not rotate if he was trying to start it?
The guy is saying "plus de moteur", "lost engine" and then he says "shit" repeatedly. From a French fan of yours in... France ! Love your show, you're so clear, fast, just GREAT !
The first aircraft's engine spun a bearing and seized up in seconds from take-off RPM, it wasn't going to restart even if you wing-walked with a two meter cheater bar. He was climbing in a very mild tail wind. He was doing S curves to dump speed. He was a rather experienced pilot, the breeze off the side of the trees caused the spin as he no longer had landing gear to impact them. He actually stuck the landing and didn't roll. Sideways and controlled isn't actually a bad way to come down in a low wing aircraft in short crop fields.
".....the breeze off the side of the trees caused the spin....."??? Rubbish. You can clearly see in the video that the aircraft *shook* as it went over the treeline. There was definitely a large *impact* which caused the spin. Also, how do you know about the tail wind? He didn't do any s-curves, he simply made a small left correction to line up with the crop field, it wasn't enough of a turn to slow the aircraft to any appreciable degree. And how do you know he was a "rather experienced pilot"? He looks like an inexperienced learner to me, as he tried to bring the plane down with far too much airspeed.
What video did you 2qrch because the first plane did not do an s turns to shed speed. He dove as fast as he could. He was scared shitless because he lost the engine. Sideways and controlled he was not
immmmmmmmmmmmmmmmmmmmmm sorry were you there? didnt think so...
The fan on the front quit. . . Then he started to sweat
Spot-on analysis Bram
1:30 I realize you're a professional pilot, and I'm just a student getting ready for my checkride. But, I'm still going to disagree with you about trying to restart the engine in the first video. According to my instructor, you don't try to restart the engine if you lose it close to the ground. The odds of getting a successful relight are so slim that it's not worth the time it would take. That time would be better spent establishing best glide speed, lining up with your chosen landing spot (you did have your emergency landing spot picked out before the engine quit, didn't you?), calling mayday, etc. Then, you can do the engine restart checklist if you have enough time left over. (Also, piston engines don't have a recommended restart speed like jets do. You can restart them at any speed between 0 and Vne.)
Spot on! If the donkey quits that low to the ground, trying to restart it could be a fatal mistake, unless you have lots of good landing options already lined up. Pitch for best glide (or minimum descent depending on situation), pick a site, line it up, call a mayday and see what time you have left for luxuries like getting your engine working again. And when Kelso suggested the guy could have turned around to line up with the runway at what looks like from the altimeter somewhere between 200-400 feet AGL, I shook my head. I think Kelso let himself down badly with that one.
ABC - Airspeed, Best field, Checklist. At that altitude I'd be happy with A&B. C becomes Call the insurance company to pick up their plane. I'm a student too. I think it is funny how nonchalantly my CFI reaches over and pulls the throttle. I think he enjoys it a little to much.
Also looking at how fast the prop stops I think the engine probably had an oiling issue an just seized up, not going to restart anymore. But off course like you said trying to restart it when you have time left never hurts.
the clown still turned towards those trees. could have gone straight
1:30 Amazed that anyone would suggest a restart this close to the ground - Looked and sounded like the motor might have seized anyway. Set airspeed/trim for soft-field, pick appropriate site, get mayday out and secure cabin for landing - no time for anything else at this altitude...
This man, he is why im still studying to become a pilot, im only 13, but im working on it, this year, i will be getting my license for piloting a balloon, and glider, then by 17, private helicopter license, then from there, well, im still working on that part…
👏👏
In that first clip the prop stops so abruptly I’m pretty sure it was a catastrophic engine failure and there was zero chance of restarting it. Even without a catastrophic failure if an engine just shuts down by itself in flight it’s likely it won’t simply restart. Sadly many single engine aircraft have relative crude engines that are prone to this sort of failure. Even a cheap economy car made in the last decade has an engine that’s far more advanced, reliable, produces more power per liter, requires far less maintenance per hour of operation, produces far less emissions, uses much less fuel per horsepower produced, is vastly quieter, etc, than most single engine aircraft engines which mostly use 1950’s technology that’s closer to a lawnmower engine than modern technology.
1:03 He says "Engine failure" (in french) - The error is panic diving to the first flat area in sight. (by the way engine failure was my first and only "crash", ended with a soft landing in the fields) 8:36 Even with strong winds... if you fly with tourists, take out the dual controls. 11:50 Trying to steer with the stick ? There is a rudder you know !
11:50 the ground loop monster. if you dont dance a rather virtuous dance on the rudders this is what happens with a taildragger :)
@@RwP223 It's at least easier on your head when it turns over.
When he said “oy, damn,” I really felt that.
Now I have to watch the full video to find the spot haha
Kelsey you are the best.. Your sense of humor and charisma brightens my day .
Love your channel! Not a pilot but have always been intrigued by all things aviation. You do a great job explaining things in ways that you don’t have to be a pilot to understand. Thanks for all the great content and I look forward to seeing more.
Kelsey: That civil airport in Tampa is about 5 miles from MacDill directly under final approach for MacDill’s Runway 22 (if my memory is correct). I ran the Tower at MacDill in ‘80s and my controllers averted something similar back then. We had a transient aircraft inbound about to touchdown at that civil airport when my controllers alerted the crew who pulled up before touching down and then landed at a MacDill. The civil airport and MacDill’s airport are both Runway 04/22!
@Christopher Manella I was there when the first Marine CO of CENTCOM was appointed. My unit fired the 3-gun salute for that ceremony.
Lawrence, it could happen to anybody.
When I worked at the largest Canadian Airforce base, it wasn't surprising to see American C-17 Globemasters show up. Later, after getting sick of paying for them/fear of crashes from Antonovs we got our own C-17's. A huge contrast watching the planes take off. Americans would always take off trying to use about 25 feet of a 10,000 foot runway and shoot up like they're flying the Space Shuttle.
Wichita has a similar issue. Col James Jabara airport and McConnell AFB are in line with each other a few miles apart, and the Beech factory is offset from the line between by very little. A Dreamlifter landed at Jabara instead of the AFB in 2013
@@wihamaki Why not? There's not really any downside to gaining altitude quickly. You can never really have too much altitude right after takeoff. Plus, C-17s are designed for short-field in order to be able to get in and out of not-so-developed places around the world, so their pilots are used to that.
During flight school, the engine failure checklist is drilled into your head time and time again. They are done in this order, and in this priority: A - Airspeed established to best glide B - Best place to land identified C - Checklist for engine restart executed D - Distress call E - Egress secured Letters A and B are mandatory, the others are time permitting. The issue is that the pilot moved directly to B, without first establishing his best airspeed in step A. Had he focused on airspeed first, he probably would have walked away unscathed.
I was typing up this very list...definitely need to practice at least every flight review.
Michael Carston Spot on.
When flying in a single engine plane I always know B, and it is usually an airport.
this wasn't in San Andreas 💁♂️
I disagree that he moved on to B. It looked like he pitches down immediately in order to prevent stalling because presumably he’s watching his airspeed. Thoughts?
My new favourite channel. I love these reviews, Kelsey thanks for sharing your knowledge...
Lol I can appreciate what you said on the first video about learning from other’s mistakes and it will make you a better pilot! So true for everything in life! My father taught me at a young age that “smart people learn from their mistakes but, wise people learn from others’ mistakes.” I have never forgotten that quote. I work in the medical field and it helps me not to be egotistical or take myself too 🤣 But you can learn so much from others!
Cessna pilot: drift into parking like a boss! 🤘🏻 Thanks for another great debrief! Really enjoy how you break them down. As for the C17, the flip side would be supposedly lining up for Montgomery in SD and suddenly noticing a bunch of interesting birds on the ramp. 😅
The best channel ever , Fun, informative, real,to the point and extermely diverse PLUS You feel the growth in the content. RESPECT,
74, Just started watching your videos the other day, came up on my recommended, Love the content, excited to see more! Keep up the great work!
Thank you for your service it's much appreciated and continuing safe travels
I'd like to buy an airplane, but my wife Cessna.
Balazs bruh lol
One of the best dad joke ever. I’m gonna use that at the next briefing at work
This
NFDL *W H E E Z E*
😂
"if you're faced with a forced landing, fly the thing as far into the crash as possible" - Bob Hoover IDK if its true, but if Bob Hoover said it I'd imagine its probably pretty spot on.
@pepperbent exactly
Yeeeeaaah Bob Hoover is pretty legendary.
Besides Bob's reputation, it just makes sense too (even for an armchair enthusiast like me). The crashing bit starts when the flying bit stops. Therefore, fly the plane for as long as you can before it quits. Maybe those extra seconds will allow you to shed enough airspeed for a safer emergency landing, or allow you to put it down on a more forgiving surface than whatever you're currently flying over. As is frequently said, any landing you can walk away from is a good one, so why not give yourself the best chance?
Bob Hoover. I was blessed to see his skills at Spearfish in the early 80's. He put the Commander nose wheel on the X after the engines out double loop. Supernatural skill.
This is my new favorite channel! I love the way you explain things & give visuals whether actual footage or simulated. The "Ooh damn" when the helicopter tipped forward was my exact reaction 😂
This channel mix is my two favorite things. Awesome things about aviation and hilarious action 😂 keep it up man! Maybe I will be your f/o in the future!!
"panne moteur, panne moteur": this is french, means "engine failure" (pan pan...) "et merde!!!" : oh sh|t...
I thought it was "pas de moteur" (no motor), but yours makes more sense. Hard to tell with the audio quality.
@@RobinHood70 Yes. As my name does not suggest, I am french and I used to be a private pilot. The first message was likely broadcasted with the radio. The second message likely not.
@@lostandfoundplaces LOL, yeah, I imagine that second one wasn't broadcast. Although, even if it was, it'd be understandable under the circumstances.
Ouais, très merdeux ..
C'est sûr "Et meeeeerde" tu le passe pas en radio ! XD Un condensé des réactions à ne pas avoir. Plonger, virer à ras du sol, plaquer l'appareil au sol... etc.
Kelsey: On a plane you use a yoke *Sad Airbus noises intensifies*
sad :(
What’s on an airbus?
@@cuppajoe2 side stick.
Christopher Gibbons uh... I’m not very knowledgeable in planes... and I still don’t know what that is... lol.
@@cuppajoe2 a joystick on the pilot's left side, and another on the copilot's right.
I'm not a pilot but this video informed me very much. Very enjoyable. Thank you !!!
Pilot: Kelsey, put the gear up Kelsey: Landing gear, coming up
Ha
I love it when kelsy says: **INSERT TITLE HERE** COMING UP
I love the Hollywood vs Reality videos when he says, "let's get back to the movie". Don't know what it is, just something about his voice. I really love it. haha
@@BRUXXUS I know right its funny
@Chad High-Five Flexington Im not picking favorites because 74Gear (Kelsey) and captain Joe are both amazing aviation channels, i switch between them every time one of them uploads
omg hi its me. we did landing on an airport episode together
@@butterbread566 Hiiii its been a while! Also im still subbed :D
1:08 it kinda... seized up. Usually when an engine seizes, the internal components freeze or lock up to such an extent that the crankshaft, and thereby the prop, is unable to turn.
hhow fast it locked up i would say that aswell
I didn’t realize you were a CFI and knew everything about airplanes
@@sizzlingsteak5046 car engines can also seize up
Sizzling Steak you don’t have to be a CFI to know when an engine seizes
@@sizzlingsteak5046 even CFI's don't know everything about airplanes. We're only amateur mechanics, find an A&P if you want a detailed explanation for why an engine would seize up. The first pilot I'm not sure what he was thinking. He appeared to be well below 1000 AGL and at that point, ya don't have time to attempt a restart. Perhaps you can try to do a quick one, check your fuel selector, mixture rich and cycle your mags to see if you can get it started quickly but at that point, pitch for best glide, slow her down, put at least flaps to around 20 and ease her in. That field looked good enough to make a solf off-field landing.
"Go too fast the plane wants to fly, go too slow you fall out of the sky." That rhymes so much-
Love your vids Kelsey , watch all the time.
Hi Kelsey, you got most of everything right with the heli accident except for your first assumption, this is a downwind landing (strong wind off of the ocean and up the back side of the aircraft due to being over a ledge). The wind pushed on the horizontal stab and there was little the pilot could do from that point. Pilot didn’t elect to land into wind as it would have put the rail towards observers. It’s a well-watched video in the rotary world. Great video!
It was Orville Wright who said ‘wind the clock.’ In a situation like this I would want to be going as slow as possible. At that low an altitude forget about a restart. Slow it down and pancake into that nice plowed field.
i mean, there's also roads
@@floppychzcake7936 oh no
@@floppychzcake7936 Roads usually have powerlines beside them, and those are a death sentence usually.
I really enjoy your videos and the way you explain. Easy to get and a touch of comedy too. My biggest problem is I find you cause me to binge watch. Good Job
I just came across your channel and wow I learned a lot. I am definitely going to continue watching you. Great job.
Thank you for taking the time to review these incidents, Even humble RC pilots like myself can learn a lot from your level of expertise.
In that first clip, his engine clearly siezed up. As such, the engine CANNOT be restarted, so trying to restart would be a waste of the pilot's attention.
I totally agree. What a stupid comment about a restart at 300’ ! Not a good role model for new pilots. 74 Gear May just want to go climb back into his Cessna and do some more training.
@@Vfourmikeshut up
Yep. “Fly the plane not the engine”. Far too low to be trying to get a restart even if it was technically possible (which I agree wasn’t). Airmanship 101.
Yea. Maybe my instructors are wrong but I was told to fly the plane first. When engine quits, establish glide, find place to land, then communicate and troubleshoot. Guy was at 2-300 feet. Way to low without enough time. Trying to land was the best choice.
Yeah, that engine def seized. There was no wind down, no compression bounce. Nothing. There was no restarting that engine.
Kelsey please, I am a grown man (frustrated pilot) and keep so much time watching your videos and spend a lot of time and do nothing else , why you do your Viral Debrief so thrilling really really interesting thank you very much beside a like your very friendly way to talk, best of luck.
I am not a scale pilot , I have 2 family members that are, my father and uncle, military pilots father a captain my uncle a full bird Connell . Both long time retired And gone, I fly RC all the time and my love for aviation is alive and well even though I no longer have them. I enjoy hearing your stories they relax me and bring back grate memories for me. I grew up on air bases all over,and never have had the time or resources to be a pilot, but I enjoyed my time behind the stick with my father, in small planes and once was preparing for a license, but life happened.
On the first one, he was definately new. He had SO many options. First rule - engine out, best glide. Breathe. Think. We know the impossible turn is out of the question, but you need to make a clear decision and stick with it. Field before the trees: I should slip aggressively! I can ditch altitude without increasing airspeed. I can touch the ground slow and close to my point of departure. This will damage the plane, but it might save my life. Field after the trees: Glide! I can easily glide past the trees from this altitude. Maintain best glide. Slip over top the trees, and hit the ground as soon as I can after them without going too fast. Runway on the left: We're always taught to avoid the impossible turn, but he had an alternate runway on the left! It looked very long and wide. Even if there was a strong crosswind, or the runway was downwind, it's always better to land closer to emergency services and possibly keep the plane in one piece. He must have been very new, possibly unlicensed and doing a training solo to not see any of these options, and instead play his luck wild-card.
It looks like he was starting to turn towards that runway, but way too late while he's divebombing. That's that bank just over the ground. When he realizes he'll never make that turn he straightens out and puts it down hard towards that tree line. It's just really odd why he doesn't even seem to try to glide at all.
I just love hearing a pro talk about something he/she loves and knows very well. I have no business being here but I enjoy the details he gives so much. I also love how he always looks out for pilots in training. such a humble soul 👏🏼 tbh the perfect pilot
You have every reason to be here and 74 gear appreciates I'm sure👍🇨🇦
Great commentary, sir. Thank you.
On your 4th clip (the one of multiple planes in the same spot with contrails) - the plane on the bottom left of the clip - it appears to be a B-52 Stratofortress ( at least per wing/tail planform and engine placement geometry). With that in mind, my first thought would be a military exercise as military pilots are often trained to fly in formation, especially when doing transoceanic flights.
The C-17 was designed to take off from short runways
I can confirm this and they can drop out of the sky and land making everyone with a weak stomach puke all over your gear
@@419buckeye7 I love watching them do touch and goes in Charleston.
@@TravisFabel North Carolina or West Virginia? I'm a Mountaineer and I've never seen a C-17 here.
@@phantomaviator1318 try South Carolina.
@@CAP198462 Oh yeah, that place. Weird.
Remember your flight school, in a single engined aircraft you at adapt best glide speed not engine restart speed. He was fairly low and if engine restart procedures happened there wouldn’t be enough time to find a suitable place to land if that restart failed. I think the pilot did the best he could. Also what’s to say there is an issue with the engine that prevents further restart🤷🏼♂️
i agree which judging by the sound and sudden stop may have been the case. That sound near the end really made me think dead engine.
This channel and MS Flight Sim are the reasons I always say "nope" when an instructor gives me the opportunity to control the throttle on landing...and why I'll never have a license. I'm fine taxiing, doing takeoffs, maintaining altitude and steering to a heading, but I've crashed MSFS on way too many landings and seen too many videos of more experienced pilots going balls up.
Yeah, Im still young and dont have MSFS, but in warthunder, ive only had a few okay landings. Most times I either lose a gear and belly land or explode, or sometimes I just roll over.
just found these viral debriefs and your channel!! they're so so informative and I love how you add your own experiences and knowledge to your reaction to the clip. I get really nervous on planes, but watching videos like yours on your channel actually help me a lot! thank you for uploading these B)
I do have a little experience with a taildragger: That last one made a rather typical mistake for one who has very little experience with a taildragger. It seems a little gust of crosswind cought him when he presumed he was safely on the ground. The tail swings around like a weathervane and he doesn't even try to use the rudder as seen at 11:43 , instead he tries to do things with the ailerons which is pointless in this kind of situation. Once the tail starts swinging around, the CG, which is located behind the main gear, will accelerate this swing unless you vigerously stomp on your rudder and support with the differential brake.
Actually, his left wheel lifts first, back off the ground, if you look, then he slams his ailerons over and decks his wing. Super over correction, don't think it is rudder related, until he panics.
No, there appears to be no aileron input whatsoever.
I ground looped one once when the tailwheel pin failed and castered on rollout. Fortunately the wing didn't hit, spun around 360 and then stopped it with the heel brake.
there is almost ZERO control inputs. Zero aileron. Zero rudder. This bird was not being actively flown by a competent tailwheel pilot.... it had a dumbass at the controls with very little tailwheel experience. Conditions were BENIGN, as 74Pilot pointed out... light wind, no crab angle.... the problem was the pilot wasn't a competent tailwheel pilot. Simple as that.
@@MrZrryan2 well said, who thinks they can land a plane in a cross wind situation with no control inputs what so ever?
"when you touch down and get on the ground your job isn't over"... Sir, I fly a taildragger and I'll have you know that some of us are VERY aware of this fact. Lol
With a taildragger the landing is over when the engine is off and the wheels are chocked.
JIm Archer could you explain to me why about the engine off and wheels chocked? I assume it is not a figure of speech. I haven’t been in a taildragger and can’t imagine trying to land one
@@Walter-Montalvo If I am correct and based on when I see on that airplane. It does not have brakes.
TexasCat99 well some tail-draggers get to have brakes and can easily be flipped tail-up/nose-down.
@@TexasCat99 Yikes, I didn't know that (no brakes on a taildragger), and now that you mention it, it makes sense. Even if some do have brakes, that sounds close to insane. God, I really can't imagine the difficulty to land a taildragger, hats off to those that can! Would be cool to see a video on how to land a taildragger.
Love your aviation vlogs Kelsey !
Yes we’re enjoying them, I like that you’re not so mean on the pilots you always look for possibilities
Hi Kelsey! The man at the start is talking and swearing in French. I live in the South of France myself. Love your videos, especially the Hollywood vs Reality!
What was he saying?
wolf paw “engine failure” and “shit” :)
south of France? do you live near the coneheads?
First thing a helicopter pilot does when the skids touch down in a windy situation like this is to fully drop the collective, immediately, even if is means a bit of a bump for the passengers. Then the cyclic has no effect, as the blades have no lift. Maybe the pilot did a great job trying to save it but it shouldn't have happened.
( ^ Actual helicopter pilot) This. As soon as he felt the skids touch he should have been full down, it's impossible to have a dynamic rollover (what was happening in the video) without power applied. Static rollovers due to wind gusts are incredibly rare and take a huge amount of relative airspeed. Even then most helicopters due to design will simply spin on their skids and weather vain into the wind, not roll over.
@@droolguy I imagine that if anyone ever designed a helicopter with a centre of mass high enough to make static rollovers a real risk, it would be pretty difficult to takeoff and land without some rather fancy computerised assistance (especially in gusty conditions)?
I think I remember reading the report on this. The front left passenger turned around to grab something and kicked the cyclic.
Another theory about that incident is that pilot was essentially disoriented. Pad was on edge of cliff and pilot though skids were somehow not properly over the pad. As craft settled pilot though was tilting backwards off top of cliff so pilot pitched and pulled collective to get out of there. Pure speculation but would explain so rapidly executing a "fly-out" type of manoeuvre that was just pitched too far forward. They misjudged *attitude*, maybe fixated on landmark, didn't use instruments because why would you in a heli in clear conditions right off the ground.
I've a few hundred hours' fixed wing and a trial lesson in a helicopter. Guy let me land it after 10/15 mins (so 0.25 total rotary time) and my instinctive reaction was to smoothly drop the collective to the floor as soon as the skids touched. Point being, this surprised me as well - like you say, with neutral (or slightly negative? Not sure?) blade pitch, it ain't rotating around ANY axis except yaw... Could it have been an example of the worst timing ever, whereby the pax leant on the cyclic for support at the precise moment between skids just about to touch and pilot dropping the collective? That's the only thing I can think of?
Flaps up was so funny, I'm glad you immediately thought so too.
I'm enjoying your videos, I found your channel by accident and I really enjoy it, well made and explained...10/10
5:20 Working at a Air Base where C-17's operate from, this take off is very typical and they do not need much room at all to take off. But it is really funny that they landed at the wrong airfield.
Yeah, there is more to it than that though. Yes, the C-17 can take off and land in an incredibly short distance for its size, but each and every takeoff and landing is based on the specific weight and conditions for that day at that airfield. Just because it can land in 3500 feet doesn't mean it can do it with the load its carrying at that field with those winds. Thankfully the C-17 is insanely forgiving and they were extremely fortunate but there has been more than one instance of a C-17 going off the end of the runway when the stars didn't quite align like they did that day.
@@theyoyomaster As I said, working at a base that operates these aircraft. They can get off the ground very quick in most conditions. This video, and everything I have read about the situation don't seem at all out of the ordinary regarding it's capabilities, just that they landed at the wrong airfield. As for the aircraft not making the runway, I have not heard of many incidents where they have over run without huge factors being in play, such as partial or complete engine failure. This aircraft can take off fast with large loads, which reading the after incident report on this, it din't have onboard. It was a near empty frame when taking off.
@@stefanlyon2719 Taking off wasn't as critical for the wrong airfield incident but "3500 feet" isn't just "3500 feet" when it comes to assault landings. The runway needs to have specific markings, which KTPF doesn't have, as well as specific overrun and underruns to add a safety margin. The approach is flown differently, with modified procedures over a typical landing. Since they were supposed to go to MacDill I would expect they were doing a 3/4 flap landing instead of the full flap that would be used for a planned assault landing. The bottom line is they were very lucky they were able to successfully land and stop within the confines of that runway. I'm not aware of any engine failures that resulted in runway excursions but there have been several due to improper calculations and procedures but they did also happen downrange where there were other complicating factors. As far as the takeoff is concerned, yes they made it as light as possible and it wasn't that difficult for the C-17 to do, but it very likely exceeded the weight bearing capacity of the runway and put a huge amount of wear on it, if not doing actual damage in a single pass.
@@theyoyomaster By far the landing would have been a nervous one. The fact that they didn’t notice any kind of lack of markings indicates to me that they were not used to the area at all and probably tired from the long flight they had been on. Not arguing that at all. But the take off would have been easy for the aircraft and crew. And to my knowledge, no damage was done to airfield on take off, most likely due to the great design of the C-17 engine wise. Though the runway must have been more reinforced than most would think to allow such a large aircraft.
@@stefanlyon2719 The damage would be due to the weight of the aircraft exceeding the design limits for the thickness of the runway. Even if there wasn't visible damage there was likely damage done to the bottom layers of the runway. As far as how they ended up on the wrong runway the report released after the investigation pretty much says it all. They were tired but that shouldn't have made it happen.
7:40 I don't know what language that was either, but I understood it perfectly!
The helicopter crash was in Fiji but some tourists visiting Fiji said some other language
You're absolutely right. I was in a situation like that once before. My instructor in the fly school did that when I was sitting right next to him. It was a scary experience , but we didn't crash.
New Sub, Like the Analysis from your Vast Experience. Makes me think deeper about Aviation! Thumbs Up!
4:56 "I've never been in a situation where I lost an engine." Well, still you trained that dozens, maybe hundreds of times in the simulator.
It's still a polite way to give benefit of the doubt. No matter how much you train for a scary situation, you won't know how you'll act until you're in it.
Simulator isnt the same as real life QQ
"can't rip a wing off and keep flying" there's a video that predates the internet of an Israeli F-15 flying with 1 wing after a mid-air collision. He even landed it.
The lift to drag ration on fighters is immensely different. They have also enough power to speed up to maintain the lift and controlability even with 1 wing on that F15. On any airline or GA aircraft you bet your ___ if a wing falls off your death is pretty much imminent. It happened on an Embry Riddle ferry flight recently.
That is one we need to go over here :) do that one !
I love me some F-15 videos
McDonnell Douglas did simulations of it afterwards. The math says that the airplane should have been lost. The only thing holding that F-15 up was the pilot's massive balls.
solo wing pixy
I hate staying in hotel for work. Nice that you found something good to do to occupy time from the hotel rooms. I hate to fly, with a passion. I hate the whole experience, but for some reason I love watching these videos and usually watch before flying, lol. Thanks for sharing.
I love your videos and explanations/insight. Thank you
Hi The Cessna did what is called a ground loop. It is what happens when a nose gear pilot gets into a tail dragger. The pilot did not use rudder to control the plane in the cross wind. Years ago I stopped at an airport and was looking at a tail dragger that was for sale. One of the guy said lets go for a ride. He was demoing th plane, not his! We had a ground loop on landing for the same reasons. A tail dragger pilot needs "Happy Feet". Be ready to use the rudder. Thanks
He explained why that is unlikely (no meaningful crosswind). A ground loop is where the plane begins to yaw, and as the center of mass is behind the front wheels, that momentum carries the plane all the way around until it's pointed backwards or on its nose. That clearly didn't happen here.
When you look at the whole landing, he first touched down on the right wheel, the weight then shifted to the left, and induced a ground loop. Taildraggers don't need significant wind speeds, at least not if the pilot isn't on top of his game.
I was under the impression that the pilot had to be type-rated, and so "should" have known about handling a tail-wheel plane, including avoiding ground looping. If this pilot was rated on this plane, then I guess he just forgot or messed up his handling upon landing. Happens to everyone I think
@@frontagulus Tailwheel pilots need a logbook endorsement, they don't get type rated in the specific airplane. The 170 is one of the more challenging ones. I'm getting my ppl in one and its a beast sometimes.
UserName There are two types of taildragger pilots. The one who has ground looped and the one who will.
With the heli he's actually landing dead downwind to avoid pointing the tail rotor towards the people on the ground (Passenger will jump out and run straight into it if its between them and where they are going believe me) A gust of wind catches him from behind as he rocks backwards and he either thinks hes falling backwards off the pad or just freaks out and pull loads of power in a very nose forward attitude. The AS350 is a very touchy aircraft in a hover and doesn't like being downwind so he over controls and crashes. He really didn't handle it well and/or was very inexperienced on type.
That accident had nothing to do with wind.
@@yvandaniel8050 sure buddy
@@zzodr Looked like a pitch link failure to me. Do you know what it was?
AS350 pitch over. That is the result of sudden and extreme control input. If you have flown anything like this then you know that control inputs are small, less than a centimetre, even in quite turbulent conditions. This happened suddenly, and to extremes of available Disk lift asymmetry. This means the disk was not unloaded, meaning the landing was not complete, the collective not full down, and that massive cyclic input, (highly likely not the pilot's), caused a huge dynamic lift vector change. In other words, front seat pax, thinking that the thing is on the ground because of contact, moves, turns, leans, reaches for something and accidentally bumps, kicks, hits, leans on, grabs like a handle, somehow gives the cyclic a giant shove forward.... They say you fly helis with "soft hands", don't grab the Cyclic in an iron fist, gentle inputs, two fingers, feel the machine. Someone, by accident, grabbing or bumping or whatever moving the cyclic would require an instant and powerful compensation, and probably against the weight of the offending pax input, now trying to steady themselves against the BIG TILT!.. In the end a good save by the pilot, in that no fatalities, and they largely walked away. Lessons? 1. If possible, remove dual controls when flying with Civilians in the left seat ( right in a MD5xx...) 2. Brief them, to within fear of their lives, that they don't move or do anything more than talk whilst seated within range of the controls until you say so. 3. Ensure the pax in the "co pilot" seat does not have any bags, back packs, cameras, snacks, designer accessories,... that have straps, flaps, loops, loose ornaments, belts, fashionable climbing accessories, batteries, wired microphones, lanyards, ID badges, or other crap that could potentially tangle, hook on to, unintentionally snag anything that might be even slightly considered as a control. Objection? You want the best seat, the best view, then these are the rules. Otherwise, get in the back were you can do less harm. No exceptions./ The Dr.
Brilliant, up up and away ✈🛫🛬
This is my favorite youtube commentary channel.
I think it’s ok to say “ This pilot really needs some additional training” about some of these guys. Also an ex 747 pilot and ex flight instructor.
Go too fast? You’re gonna fly. Go too slow? Fall outta the sky. Caught the wheel? Time to wipe that smile. Wings fell off? Now you’re a tin can projectile.
The use of "too" was correct. The first use of "to" was not correct. But you know that. Damn typos.
@@JW...-oj5iw to wipe... the infinitive of wipe, is correct. Back to school with you!
Bruh
@@NoName-zn1sb ... Notice the fact that she edited the comment. She corrected "to" to "too". Too fast, too slow. Because she had a second use of "to", I referred to her first use of "to", which no longer is in the statement due to editing. See (edited) at the top. So, what's your next step?
@Corey Dean That would include yours. LOL
i love this format, great idea
Love your Video content. Great clarity and language and concise explanations. I am a commercial bush pilot for helicopter and I would just like to add that the controls are definitely touchy in helicopters. The cyclic would only be able to be bumped forward by the pilot because there are no passenger controls unless in a training situation where they install duel controls for both seats. The control called the collective could have been accidentally raised by a passenger but unlikely in this situation, and if so then the collective lever would cause the machine to lift up directly vertical, not forward as seen. It there was an onshore wind or a tail wind that could tip machine forward if he let go of the cyclic but not if pilots hand was holding it. I have thousand of hours landing on a multitude of surfaces and the was a prepared helipad which should have been easy to set aircraft down on. And they almost did touch down perfectly. However upon both skids being on the ground the pilot should have lowered the collection lever completely which would have surely prevented the machine from flying forward even if cyclic was bumped forward. Hard to say what exactly happened in this scenario. Also the blades hitting the tree could have damaged the blades enough to cause loss of control but only if the impact was on large enough branches. Otherwise the blades are strong enough to clip small branches and a recovery would have been possible if there was a clear escape departure path. Cheers!