I have owned a PC 12 for 20 years and it has been basically bulletproof. However one of the best pieces of advice I ever received at SimCom was “when in doubt, there is NO doubt”. Immediately on NG rollback cycle the PCL once to confirm rollback and then engage the MOR (it is the only thing left to do before feathering the prop) and fly directly to nearest airport and land. Figure it out on the ground. Having said that I still think this pilot would have been fine if he didn’t drop the gear so soon - the PC 12 drops like a rock with gear down and no power. Thankfully he survived and hopefully he will make a full recovery and be flying again soon. Another off topic tidbit is one time we clipped a bird on rotation with the right AOA gage, bending it upwards to indicate a very high angle of attack. If we were in a Max the pusher would have engaged but thankfully the Pilatus guys engineered the system so that both AOAs must agree before the pusher pushes you down. The stick shaker immediately came on but we just flew a normal pattern (shaking the entire time) and came back and landed and called maintenance.

Excellent job doing your research on the PC-12! I flew the PC-12 series 10 for a couple of years. The sim classes at that time were handled by Simcom. Most PC-12's do not use a Garmin flight deck (which is disappointing in my view). During my sim flight training (every 6 to 12 months), we used the Manual Override Lever when the pilot saw an uncommanded decrease in power (Ng). If you were not quick to apply the Manual Override Lever, you could lose the turbine power. Below 50% Ng you can get a compressor stall, then having to do a re-start. In the sim, we would practice multiple engine failures primarily on takeoff... usually at 600-800ft AGL, no time to think, so reactions have to be instinctual. So the procedure was, if the pilot noticed a decreasing Ng, we were taught to immediately use the Manual Override. If that didn't stabilize or increase the power, we would immediately feather the prop, push the nose over to best glide. In the case of a takeoff engine failure, I could turn the plane at nearly a 45 degree bank, keeping the airspeed just above stall and return to the airport. Almost every time it was successful (didn't want to tempt fate in the real plane). The key to extending the PC-12 glide was feathering the prop... it is a huge drag on that aircraft. As you said, in actual flight training we never used the Manual Override as it could cause severe damage to the engine. Keep up the good entertainment and work!

Juan as always great job! Always told my pilots that in the event of an emergency caused by an aircraft component failure, never factor in the idea of trying to "save" the aircraft in your decision making. The aircraft has already failed you and deserves to die - you don't! Besides, if you have to sacrifice the aircraft to protect yourself, you will be rewarded with a new and hopefully better aircraft! Yours continues to be the best aviation channel on KZfaq.

Hi Juan, I'm a huge fan of your page. I was a captain at Boutique Air until late last year when I left for a 121 job. I flew this exact tail number numerous times, most recently about a year ago into Telluride. You did a phenomenal job covering all the info about this crash, just as you always do! If there is any insight I can provide I would be more than happy. Thanks for another great upload!

As others have stated, he said I have pumps on and ignition on. Having worked on PC12s for a few years, I have operated the MOR lever to do standard maintenance checks. The important thing is to move it slowly because you’re bypassing the FCU. The maintenance check was to keep the PCL at idle and move the MOR slowly to max and make sure the engine temperature, speed, and torque did not exceed the limits. Even though the PT6 is a reliable engine, when they fail it’s usually the compressor/turbine or FCU. In a single engine airplane, engine trouble means land now; in a multi engine airplane, engine trouble means land soon (there are exceptions).

Engine trouble on a single engine is 'flight over', direct vectors to nearest suitable airport. Not even a decision.

Juan, this was a very good presentation. I'm a turboprop pilot myself, but with two engines (PW-127). I agree with your comment about never turning away from the landing spot. As a former glider pilot, I like to practice dead stick landings in the simulator when we have extra time left after the session. If I'm too high, I have several options: Extend the downwind, extend the base leg, make S-turns on final, use flaps and gear as airbrake, etc.

His choice of heading back to DFW brought back the old adage one is taught when first flying twin engines a/c. "When you lose one engine, the second will just barely get you to the scene of the crash".... When things start to go back with an engine... take the first alternate and let the mechanic put his tools in a truck.

Gracias Juan! Great overview/blow-by-blow. When I heard the pilot ask for vector to DFW (30 miles away) after having requested the closest landing strip at Rockledge (sp?), I could tell he had just assured a tragic outcome.

As I listened to this radio exchange yesterday I was thinking he was sounding like he was seriously underestimating the danger he was in. Get it down and get it down now. Electives are not good in an emergency.

The pilot was extremely detailed with ATC regarding the problem, but too detailed. I've watched so many Aopa accident case studies where the pilot provides technical jargon that most controllers don't understand unless they are also pilots on the side. ATC just needs to hear the emergency declaration and the requested intentions, (souls/fob). Glad this guy made it.

Ng is the gas generator RPM (in percent) in the PT-6 (analogous to N2 in a single shaft engine). The PT-6 is a free air turbine engine and uses concentric shafts. The expanding gases from the gas generator turn a separate turbine that powers the propeller through a gearbox. Primary power setting indication is torque. The PT-6 engines are very reliable and rarely fail. If you have a PT-6 starting to fail like in this case, it should be approached as a land as soon as possible. Easy for me to say but it is unfortunate he talked himself out of landing at Rockwall only 3 miles away. As it turned out he might have completed that landing before the engine completely failed.

As the veteran ( I don’t like the word survivor),of a few engine outs in singles. Fly the airplane, Fly the airplane and then Fly the airplane! Nothing is more important than reaching a survivable flat spot.( not necessarily an airport) if you’re lucky enough to still have some power use it to get to that flat spot right frickin now. it may come in handy to get over last minute barriers. If anyone’s curious. Mine were. Lost windscreen, landed on Oklahoma ranch. Lost compression.landed in Kansas wheat field and lost prop blade (engine broke from three mounts) landed in somebodys back yard.FLY THE AIRPLANE.

I love when you collaborate with VAS. Best of both worlds.

Thank goodness the pilot survived. I’m not in the industry but appreciate your perspective.

He said the NG was 85% and thought it was recovering. Some folks think out loud in emergencies, like; Oh Shh. ATC would understand that. Prayers for the pilot.

Sent my daughter from Pendleton Oregon to Portland Or. on a Boutique Pilatus. I would rate them a 9.9 out of 10 for customer service and the aircraft looked to be impeccably maintained. I as a pilot (and my daughters protector) did a partial exterior preflight as best I could via Ziess 7x40 binoculars from behind a fence at about 150ft. As I said the aircraft was very well maintained and clean. The pilot carried himself very professionally.

NG is the gas generator rpm, analagous to N2 on a jet engine. ITT is Interstage Turbine Temperature.

I have over 10,000 hours in a VW golf gti, 0 in an aircraft but this stuff fascinates me. Great content sir.

I reckon he said "Do you have me in sight, sir?" because he'd lost the airport by turning away. That happened to me in training - altitude is quickly lost in the turn away and the sight picture is much changed.

can't commend you enough juan for all your solid content.

I heard enough, once he left a perfectly good airport to try to reach DFW. Never ever leave a suitable emergency airport, in hopes of reaching another.

Thank you to all the Patreons.

Monday morning quarterback: Condition lever cutoff feather, flaps 40, firm surface gear down, soft surface, snow, mud or water, gear up, AofA slow diamond, touch down 73 to 75 knots. Push enabled 64 knots flaps 40.

Great explanation, Juan! Victor had his video up not long after you had first mentioned this incident - I believe it was the same day. Just listening to the audio made it very clear what had happened, but that video at the airport was priceless. This demonstrates exactly how decision making can go south in the heat of battle. Could clearly see every link in the chain form, from that initial decision to try and head to DFW. A great learning moment for everyone, no doubt about it! At the first hint of engine trouble, get that SOB on the ground! Worry about everything else later. THANK YOU, as always! 👍🍻

Lot's of lessons to be learned from this crash. This indecision toward diverting once the problem first appeared is something we have to fight constantly within ourselves. Same way, no need to pass all those infos to ATC (who did a great job, by the way). It is procedural. Even on our heavies we shouldn't wonder around when one of our engines start to play funny. Imagine that on a single engine aircraft... As pilots say back in Brazil, "quem tem duas, tem uma; quem tem uma, não tem nenhuma", or, in a direct translation from portuguese "who has two, got one; who has one, got none". Although I have some experience flying at night and IMC on a single engine myself and feel very comfortable doing it, it of course requires a quick response once things get weird, and I have my share of stories to tell. Great video by VASA and an excellent job by you again. Easy said than done, the engineers saved another pilot. But a lesson to be learned by us all. The PC12 pilot, to who we wish a quick and complete recover, for sure have learned.

PPL and long term motorcycle safety instructor. Love reviewing NTSB data as a learning experience. Really like your approach to reporting these. It’s always easy to hangar fly, when the fecal matter is hitting the rotary device it is real tough to stay ahead of the immediate situation.

Thanks Juan, great summary as usual and look forward to more info when it’s released! The PT6 is usually a pretty reliable beast unless mistreated- I have about 1800 odd hours on PT6A-42’s (Cheyenne III). Glad you’re teaching your son the right things to do: When I had 2 hours flight time, it was always “Aviate, Navigate, Communicate”. With 28,000+ hours in everything up to and including 747-400’s, it’s STILL “Aviate, Navigate, Communicate”! And WOW 😮 , that PC12 stall, don’t think I ever flew anything with a stall as nasty as that!

I was certified as an AV8B engine operator. We had to demonstrate “Manual Fuel Operation”. You essentially shut off the fuel control unit then controlled fuel to the engine with a hand throttle. First action turn the igniters on . Then move the manual fuel lever VERY carefully ! This is only performed to verify “Manual Fuel” functionality. Incorrectly done you could severely damage or scrap the engine. “Manual Fuel” was the pilot’s last chance to keep the engine operating. The AV8B is a single engine jet ground attack aircraft.

Thanks again from down under. As a retired GA reconational pilot I emensely enjoy your posts you have a way of explaining. I am sure you are an exceptional diligent pilot. Stay safe and a speedy return to your chosen career.

Juan this hits home as I almost died at 21 when in a rental Bonanza my student pilot friend made a couple or 3 bad / delayed decisions, we landed on fumes in a declared emergency. Quick solid decision making skills can make all the difference....!

What an amazing, tough and smart aircraft. Seems it saved the pilot's life. I hope he makes a fast recovery!

Well done. I hope the pilot survives his injuries. He certainly had his hands full.

Hi Juan, thanks for an excellent presentation of the Pilatus PC-12 accident. The combination of ATC tracking, on the ground video, the operators manual, and the company's stick shaker video was well put together and made everything so clear on what can happen and what should happen. Thanks!! - Dean from Minnesota

Such a good, detailed analysis based on what can be known so far. I had my engine oil temp redline in unfamiliar airspace and a lot goes through your mind. I asked the controller for vectors to the nearest airport with maintenance facilities. He sent me to a rural airport that had no repair facilities, plus the runway had workers on the last 1/3rd of the runway. Very challenging, but I was able to land and call my mechanic. It will be interesting to hear from this pilot as to what happened.

Thank you sir for putting this all together! Thank you sir for putting all your videos together. You have saved lives over the years...you just don't know which ones or how many.

As I pushed back from the gate in my E140, I started both engines, had a short taxi and I said the only traffic was a little airplane, the PC-12. We taxied right behind N477SS to R35L from DFW, and it all looked fine to us. I was ENY 4151. Crazy to think that I was one of the last people to see that plane intact.

"...LAND AS SOON AS PRACTICAL/POSSIBLE." The day I had an engine fire in a Navajo, I asked for vectors to the closest airport with a 3000 ft runway. It was a successful outcome, but I was strongly criticized by management for not flying an additional 7 miles back to the home (maintenance) airport. That's the short version. Here are some more details: I departed TEB about 10am local on an IFR cargo flight to Detroit. Climbing through 5,000 ft, IMC, we were in contact with NY departure and at that time of day it is like a very busy party line - everybody wants something from ATC. Then my copilot said, "Hey Mike, we've got an engine fire on the right side!" I looked out and sure enough - orange flames coming out of every opening of the nacelle. IDENTIFY (yeah it's that one over there with all the flames), VERIFY (it's still the one burning) SECURE. I did that too, throttle idle, mixture to cutoff, prop to feather, boost pump off, cowl flap closed. I had the copilot tell NY we had an emergency. When he did that, the party line went instantly silent and a different voice came on from ATC, "What is the nature of your emergency and what services do you require?" We answered the question and requested vectors to the closest suitable airport and a descent. "Turn right to heading 010, Morristown will be 12 o'clock and 3 miles. Descend and maintain 1,500; you are cleared to land any runway...." Then he gave us the surface wind MMU altimeter setting and the tower frequency - "contact them if able, but you are cleared to land." The rest was just like all the training flights we all have done, landing safely. I was really impressed with how all the other pilots went radio silent, and the professional handling by New York departure. I could not have asked for better service than what we got that day. Hats Off to NY ATC!!

Well, I've been flying for longer than most pilots live and the mantra I've always heard is: Make a decision and don't change your mind and fly the airplane all the way to the crash. Another one along that line was when Rex Harrison trashed out a beautiful Ryan PT-22 by landing it 50 feet in the air over a perfectly good golf course.

As always Juan a great dissection of the PC-12 incident. The pilot was definitely overwhelmed and in my opinion was more worried about the airplane and not himself. Engine out... land, land, land.

I used to build cabin lighting for Pilatus , but so what... Great detail on this unfortunate situation. Thank Juan

Excellent Presentation. A few things I can elaborate on as an experienced PC12 Pilot: NG is the compressor section (anagalous to N2 in most jets), it's (mostly) irrelevant for power output until it drops below ~80-85% (flight idle), the primary power instrument is Torque, represented on the top-left of the engine instrument panel picture in your video. This isn't to say NG doesn't show you if you're making power, just that it's secondary to Torque when making power setting adjustments in-flight. When/If NG drops below 80% uncommanded (while in flight idle) you clearly have an engine problem and should engage the MOR (Manual Override) lever, and if it drops below 60% you're now in "sub-idle" and will likely need starter assistance below 50% to keep the engine running (along with MOR lever operation.) I couldn't find it on youtube but at Simcom there is a video showing MOR operation with a test-flight induced FCU failure and the response of the MOR lever at various altitudes. Lower altitude = faster/worse NG rollback. We train with the MOR lever every recurrent in the sim. When used with caution, the MOR lever is safe to operate in flight for training purposes. There's no way to simulate a FCU (fuel control unit) failure in-flight without a test-flight type setup. In the sub-idle condition the MOR lever can absolutely devastate an engine, which is why you always check that it is fully stowed during engine startup. One more note on your video: The pilot said "pumps on" not "props on", referring to the wing tank fuel boost pumps., not the prop heat. Typically we are trained to do this if we have a "fuel pressure" amber warning, likely as a result of a fuel filter clog. I can (and shouldn't) speculate on 4 reasons for the engine trouble: 1) Fuel Control Unit (FCU) failure. The MOR lever should be able to rectify this to get the plane to a safe landing site. 2) Bypass valve failure. The BPV is intended to prevent compressor stall/surge. If it fails open, the compressor section will be bypassing compressed air back to the engine inlet and power may be greatly reduced. 3) High-pressure fuel pump failure. The engine only has one of these and without it there is not enough fuel pressure to feed the engine. 4) Clogged fuel filter. The bypass should engage, but this raises questions as to why it clogged in the first place, and if clogged, what sort of debris/foul material was being sent along via the bypass to the engine/high-pressure fuel pump.

As a PC-12 pilot and B738NG/Max and A320 capt I thank you very much Juan for your beautiful video and messages😊

PC12 is such a beautiful 😍 plane , If I had the millions for one, I'd own one for sure. Another great video and breakdown !

The PT-6 is flatlined at 1700 RPM prop speed when flying. Only the prop AoA adjusts the power when flying. So losing NG is a direct loss of propulsion force equivalent to that indicated on the instrument.

He said I have "pumps" on not props. It kind of cut out when he said it but engine issues call for fuel pumps and auto ignition ON.

The PT-6 FCU is an old, totally mechanical unit. As a pilot we control the FCU governor (a speeder spring and few fly weights, same as a prop gov). We simply set the desired NG (compressor rpm, this is a free turbine so we also have prop rpm NP). The FCU governor opens (for more rpm-fuel-power) or closes (less rpm-fuel-power) the fuel valve. Once desired rpm-fuel-power is achieved the fuel valve "floats" and maintains proper fuel flow to maintain desired NG (on speed condition). The fuel valve is moved by P3, bleed air from the compressor that is then reduced (Px and Py within the FCU). If you loose air (for whatever reason) the fuel valve goes to a mechanical stop (called min fuel, same as on any carburetor), the engine becomes unresponsive to power lever inputs and the engine will idle. This happens at times when the mechanics forget to connect the P3 line after compressor wash (the line is disconnected so no water gets inside the FCU pneumatic side. The manual control lever allows the pilot to directly move the fuel valve, it is that simple. Only single engine installations typically get this manual control, Cessna Caravan for example. The FCU governor along with the pneumatic side (Px and Py) provides some acceleration/anti compressor stall/ITT protection but especially starting from idle on a PT-6 a gentle hand is required. There is no modern day "full automatic" anything within that FCU. Bunch of springs, bellows and some old fashion mechanical stuff only. Here are some NG numbers for a PT-6 27 (I fly twin otters) 46% this is min fuel stop, FCU governor not working or no Px-Py 50% FCU governed idle, fuel valve in the floating position 85% compressor utilizes both axial and centrifugal design, there is a bleed valve that is open at low rpm, the axial portion pumps too much air at these low rpm, at 85% the centrifugal is ready for all of it 97% sea level, warm day full power 94% typical cruise power at 8000 warm day Last point, power is set by prop torque TQ reading. For me it is 50 psi, based on the air density I get that 50 TQ at different NG values. As stated earlier I control the FCU governor RPM but my power indication is the prop TQ value. So many guys that I fly with (lost of low time co pilots) are not very interested with the NG and only look at the TQ values. This is the same as if you were looking at what the tires are doing in your car while dealing with engine issues. This pilot here did well by reporting NG and not loss of TQ. On the other hand I don't think ATC knows much about NG. This might be way more then anyone wanted to know, but I am stuck home and can't fly so here it is. Thx

You're putting together fantastic videos, Juan. Thanks for what you're doing!

His mixup of runway numbers is a clear indication that he’s overloaded. Part of the reason he’s overloaded, in my opinion, is that he’s talking way too much to atc. Just declare mayday, focus on the aircraft.

Alright - looks like you have a new camera. Thanks for the update.

Young or inexperienced pilots will often talk their way thru an emergency. My belief is he is thinking out loud, and venting stress. I try not to be too hard on a pilot after their first engine loss. His adrenaline rush was probably massive which hinders the logic function of his brain. This is a physiological limitation and will become manageable with time. The company may need to rethink their training..... Just a thought.

You're raising a great pilot! Your grandson is a smart boy. Good job, Mr. Brown.

Great analysis! Thanks for this study. The pilot had a responsibility to his employer let alone to himself to put that plane down asap. Engine fails never get better.

Should have declared an emergency gone direct to the nearest airport.

stalling the plane on purpose was the hardest part of getting my ppl. so counter intuitive but so necessary. great video as always.

Juan, I just love your videos. As a teenager, I trained as a glider pilot but have not flown a glider in excess of forty years. Life got in the way LOL. You not only report on situations but give explanations that mean that the ignorant learn about aviation. So many armchair aviators with so many answers. Thanks for the facts. As Joe Friday of Dragnet would say, "just the facts Mam". Thanks for your excellent reporting and for making sense of the chaff.

Juan, you're a flight instructor extraordinaire!

Couple suggestions for pc 12 pilots now that I'm successfully retired from them: I was a pilot doing the data gathering test flights (in the real plane) for making the FS NG sim. We did stalls with a disabled pusher. With no flaps it stalled like a Cherokee and was a non event. With full flaps, a wing dropped very suddenly and quickly. Instead of trying to roll it back, it was actually faster to just help it do a full roll. I am not suggesting it though. Both cases are obviously bad news close to the ground. With enough altitude, not a big deal, but the pc12 would have a lot of roll "inertia" from the sudden snap and would end up rolling to pretty much 90 degree bank before it would stop and reverse the other way. Long story short, don't fight the pusher. I have flown with people that said they would hit the pusher override on a landing stall. Very bad idea unless you're 3 feet off the ground. The MOR lever. I suggest practicing in the plane, it's not as big of a deal as some make it out to be. Yes, it can do damage if you are careless, but it's also not as touchy as some make it out to be. In a real world emergency, even if you overdo it and overtemp, just pull it back some and try again slower. Unless you leave it full blast, the engine won't instantly turn into a puff of smoke like in the sim. Better know what to expect in the real world. For practice, pull the power back to half or so (to keep NG high and safe) and try out the MOR. Feels more responsive and direct with it. Don't get too overly confident in the single engine pt6. The engine out climb is terrible. Be paranoid and have a plan. I've had 2 pt6 issues before. I was always lucky that I was not far from landing. I enjoyed the pc12 but I'm glad to be out of them. Felt like my single engine luck was going to run out sooner or later. Edit - Found some old footage of the no pusher stalls. Some stuff was purposely omitted to not give out bad ideas. kzfaq.info/get/bejne/a6mIdtN6357Dop8.html

The PC12 is perfectly flyable using the MOR lever without risking damage to the FCU. Throttle response is much more delayed so a fat fist on the MOR could lead to an over torque/temp situation if you're not monitoring your instruments. The USAF has us fly full patterns on the MOR to get used to the lag with power adjustments, but again, totally flyable.

I know nothing about aviation and planes but there's one thing that I learnt as a kid about any engine in any form of transport was, "There's no such thing as a self repairing engine".

Exceptionally good video Juan! Quite an eye-opener. I wouldn't hesitate to fly in a Pilatus. As you indicated, it is a safe and popular aircraft. I've seen videos of them operating in the mountains in Asia, short field approaches in the Caribbean etc which they walk. I wonder, though, whether the T-tail is a factor in that stall behaviour. The low wing shouldn't be a problem, IMHO. Regards!

Hoping your engine holds together for another 30 miles is a gamble I wouldn't be taking. The pilot passed on the airport he was first vectored to. Why not be on the ground and sort the engine malfunction than continue on? The second situation was descending to early. Altitude is insurance in the bank. Then the final error was not flying over the runway and then lowering your gear too soon. Seems odd to be operating such a high performance aircraft and make these three vital errors. Never fly over a good runway when you have engine problems especially single engine .....

Juan San, great segment as many others have commented here. I didn't have time to read the scores of responses yet, but having just watched your outstanding video and a number of the responses, the following comment flashed into my mind based upon my experience as both a retired Part 121 and a retired military fighter/attack/recce pilot: in any emergency the very first procedural steps are: 1. maintain aircraft control, 2. analyze the situation and take proper action, and 3. land as soon as possible. That encompasses the outstanding, life-saving priorities you have wisely instilled in your son: Aviate, Navigate, and Communicate. Keep up the good work, Brother!

One of your best videos yet, Juan! I know some folks don't agree with the idea of dissecting an accident before the NTSB report comes out, but those reports often take forever and by the time they come out, people have often forgotten the accident and moved on. Besides, there are some accidents in which there are lessons that are pretty obvious, pretty quickly. This is such an accident. I am sure that the NTSB will figure out why that PT6 failed, but pilots care more about how the situation should be handled when it happens. Great research, great presentation. Thank you!

I’m a better pilot now, from just watching this! Thanks Juan!

The stick pusher system has to be activated before every flight. I’ve been telling this to my wife for forty years. She is still laughing at me. ⚓️

You’re a respectful, professional. It’s a pleasure to listen to your analysis. I bet you’re FO’s are stoked to get paired with you.

I love it when you point out that we're not here to blame, but to learn. Nobody in sound mental condition gets in their plane and takes off without the desire to be alive when the plane stops moving. And, Murphy was an optimist.

However often the guys over at Flight Safety brief on manual override procedures, they just started doing it a little bit more! 😄

Another absolute gem, Juan. Heading to Patreon now!

What the trained eye sees - "and right there the stick shaker saves his life." Thanks Juan - excellent effort as always. It very easy to second guess from the couch, but shooting for an airport from 30 miles away with a degraded engine and at only 5000' sounds foolish.

“Just declare the emergency, fly the aircraft” ..solid advice right there. Don’t bother explaining everything that’s going on to ATC and waste both your and their time. Let them know your 7700 and focus on the task at hand. Great content as always Juan. Thank you for keeping all of us informed on what’s going on out there!

He told ATC all the info about Ng because he knew you would be making a video and wanted to help your content

The temptation to get home or somewhere where you can get help is overwhelming.

The psychology behind these decisions is so absolutely intriguing to me. Wouldn't you want to safeguard and preserve your life? As you said there was a runway right THERE! But no - with a sketchy engine he passes on that! I mean, this is mind boggling. Same with non-IMC rated pilots who can see the weather going downhill but KEEP GOING. Why?! Fantastic channel by the way! Have my sub!

Watching the panel during the stall brought the video together. I’m doubting that I would be looking at the panel in this situation. Great channel

The pilot probably made what seemed to be reasonable and low-risk decisions all along the way, but some key errors and bad luck added up not to his benefit. I'm glad he made it out alive; it seems he has Pilatus to thank for that.

Shows how strong that fuselage is.

Outstanding discussion and presentation of flight conditions, thanks JB. Your attention to detail and insightful commentary of the incident is greatly appreciated.

"Aviate, Navigate, Communicate"....lots to learn from this even for everyday life

as always competent assessment and background information. And Pete reiterating the priority order to become an old pilot ;-)

Brilliant coverage again !

Awesome job Mr. Browne. Very informative with plenty of sources. I believe with an expensive bird like that it woulda made money sense to have a copilot. A capt in training sitting right next to this guy. He was probably dealing with the startle effect all the way to the ground. Glad he survived and look fwd to more info and the NTSB report. Thanks again. 👍👍✈️✈️🇺🇸🇺🇸

One major (possibly overlooked) contribution to the 'crash' was an overuse of rudder on his final turn! He did a skidding final turn and his inside wing did a mushy stall. It is a CLASSIC situation when a pilot is under stress and trying to conserve height. If he did gliding, he would have been skilled in such conditions. Speed for maneuvering is vital when low. Since the PC 12 is a pig in a stall, he got off lightly regardless of the 'split-arse' and with the vital help of the stick-pusher!

EXCELLENT video Juan. I am curious if any Pilatus pilots will chime in and share their insight.

So many pilots have bought the farm by doing too much turning with not enough energy. If you lose power on takeoff your instinct is to turn around 180 to land on the runway you just departed, but the energy loss for the 180 is more than the energy you have at low altitude. The Space Shuttle, when landing, would cross the field with an energy surplus and would then fly about 270 degrees to line up for landing. They would maintain an energy surplus all the way to final where they'd scrub the excess energy. I think all pilots should learn to land dead-stick and perhaps also practice with gliders to gain the confidence for doing dead-stick landings.

Juan, your video presence and professionalism makes you a premier broadcaster, far better than ANY of today's national media "stars". Networks better pick you up fast

This learning excercise reminded me 1. Not lower the gear (or flaps) until final and 2. to dissipate altitude don't turn away from your landing site. I know this but in a time of crisis it might not be my first thought! Another important thought- how do I compensate for headwind/tailwind. Great learning experience despite the unknowns.

He’s talking to atc way too much, aviate,navigate,communicate.

When you popped up on screen with your turtleneck shirt and hair style you looked like a StarTrek actor

When I first started taking flying lessons my instructor had me pull the power off when I was halfway down the runway on downwind. As we turned base he had me bring power up momentarily to clear the engine, then back to idle for the landing. He explained that this way you were always landing power off, so for you that is a "normal " landing, so if you ever had an engine failure, you would just be making a "normal" landing. Nothing unusual, nothing to worry about, just another day at work. Another thing he asked me in my 2nd hour was " what is the first thing you do when you have an engine failure "? The correct answer is Fly The Airplane! Nuff said,

Thanks much! as you mention a SFO landing, preferred landing procedure. USAF taught me, With sufficient runway, aim to land 1/4-1/2 way down runway!

Given his altitude at the time, I don't think heading toward Mesquite would have been a worse choice than Rockwall (though _DFW_ was a long way away with engine at idle). The runway at Mesquite is 1800' longer and 30' wider, which gives more choices and reduces the criticality of a precise approach. But it seems obvious to me that the critical error was the 360 to dump altitude rather than babying the attitude and altitude and landing on 36. It looks like he pulled that turn too hard (especially with gear down) and ended up out of energy, altitude, and ideas (as the old saying goes). My suspicion is that when he went from, "I need to get back to base" to "I need to land right now", he shifted from OODA to reactive, seat-of-the-pants flying. It's an easy thing to do in that kind of high-stress, high-workload environment.

Best theme music around - - Love that sound when Your videos start !!

Juan.. being an owner/ pilot of a PC12, I can say quite confidently he either said “pump on” or meant to, and just said “prop on”. Knowing the PC that would make perfect sense.

Thanks Juan, very educational for a GA pilot. Always good to see "Hot Shoe" Pete.

Good as always Juan. Do a live feed with Elliot Seguin, a test pilot, please.

Was waiting for you to cover this. That pilot messed up bad with delaying the landing. It’s a STOL aircraft, I don’t know why he was so hellbent on going back to that bigger airport.

Land at first airport, Don't extend the gear until short final you don't need any extra drag. With 2 engines you have more options. With one engine he should have landed at the first airport and call Maintenance. The 5kt tail wind was not a big factor, but in any crash it is a chain of events. Altitude is always your friend. He had no friends that day

Thank you for the update Juan!