Premature deployment! I hate it when that happens as ruins the moment 😂😂😂

I don't think that is your vibration...please follow up

Thank you Jesus

Thanks Kerry . . . .

My thoughts exactly regarding the floor. A friend of mine that was an aviation mechanic in the US Air Force said that their hangar floors were white for those same reasons.

I've had a static line chute deploy prior to separating from the aircraft, as I turned loose from the from the wing, the main opened. Instead of a gradual opening, I'd say it was like opening a sub terminal packed chute at terminal velocity. It hurt, left bruises and cuts/burns from the rig. Safe landing, though it was a long walk back to the drop zone. That was my second jump, I jumped one more time that day... I froze the second jump, but finally let go...

Spot on Kerry. I think we have to be proficient at both AP and stick and rudder. It is like having to train 2 pilots in one body. Guilty myself!

Always get eye down to floor, cheek to floor, scan flashlite horz, you'll always see it...

Incredible

Kerry, my Queen Air solves the problem you’re having with the alcohol tubes by using zip ties. I’ll get a picture.

An alcohol line is the reason that caused problems - well, if you ask a police officer, he will confirm that for sure from his daily business. 😛

Can I route a alcohol supply line to the cockpit?

Is the alcohol prop system an anti-ice type that needs to be running before the ice builds up?

Maybe by now, a newer gen. Radar might be available used at a fair price? How about converting your anti-Ice from Alcohol to a newer Glycol system?

Nothing like post annual maintenance issues.

doesn't the alcohol eat the rubber boots? I thought alcohol and rubber did not get along?

It would be interesting to know how she got her pilot license. I am sorry, specially for her father.

Airborne

Too many people are dependent on their iPads. They've lost their ability to think critically.

Is there a video of the actual crash?

Yes this is 100% true. Hand flying only.

risk vs reward one of the dumbest activities ever.........

Worst place ever to use the auto pilot is in the VFR traffic pattern, remember Denver Centennial (APA) mid air (May of 21?}. The Cirrus overshot the turn to final for 17R and chopped a Metroliner almost in two. Pretty sure it was the Cirrus’s fault and that he was flying the pattern using the auto pilot. Luckily no fatalities. Living proof that that sometimes you’re better off lucky than good.

Inverted stall is one thing, but an inverted stall missing part of the tail puts a lot more skin in the game. I always thought they should put a hole in the floor to drop out of.

That was cool the way you zipped on by the story in the title and made it all about you.

It's fun... but jumping out of a perfectly good aircraft is never smart. Former Coast Guard Rescue swimmer.... We never use parachutes!!😂

I think that skydiving school needs to take the hint.... This may not be their line of work. Maybe they should just stick to skydiving as a hobby.

Have seen similar once in person in a C185. I was third out the door, first out snagged their pullout and dropped the main bag in the door way as they climbed the strut, as the lines started to feed out 2nd to exit fully crash tackled the strut guy off the plane. As they left the bag went under the tail and the pilot chute went over, they got line stretch just in time to pull it clear. No damage that day, just some elevated pulse rates, definitely watch the edges of those doors folks.

Great video! My 2 "engine out" episodes were at Baldwin. A lovely short grass strip with barricades at each end. With a load of jumpers in Skylane 18X at 11K I pulled back power for the jump run only to have the throttle control dangling in my hand, still at full power. Jumpers all exited clean with a nose high attitude. My solution was to leave mags on and leaned the mixture. This left the prop at 2200rpm so as to not shock cool the engine. A conservative final with a slip over the RR tracks and all was well. Second event was in the Beav. On the climb it began to shake and shudder due to the cowl breaking mostly free. Dumped the jumpers and throttled back, enough to keep the cowl pushed back and away from the prop. A conservative final over the RR tracks (again). A little high so I decided to slip it down but that wide wing and big square fuselage made the slip hard to hold. Rolled to an easy dead stop at the far end of the strip. Mechanical failures, plan ahead. Epiloge: Skylane 18X was later sold to a local club. I was in the club's 206 when a nervous radio call went out by the new jump pilot that his throttle control had pulled out of the panel and he was at full power. Fortunately I coached him through my experience and he landed safely. The 182 he was flying? Skylane 18X.

Dang! I've seen caravans on the motorways, but never airborne with meatballs jumping out!!!😂 Great work btw!!

Several years ago an American Airlines captain made a presentation called children of the magenta line about this topic

What are these "G Forces"?

I'd say 80% of hand flying skill is on instrument scanning (the T pattern) at least it's the one that get lost the fastest. The skill on your "hand" actually keeps quite well once you have learned it with abinitial . Good news is, if you really try, you can practice this skill even with AP engaged in full CMD and LNAV/VNAV, but the bad news is not every one can keep on that edge even with HDG/ALT mode, and even if you fly every approach by hand but just hand tracking F/D bar (most of the airliner flight is like that then), you'll loss it. Kinda feel this problem have been largely sorted out (I won't say solved, far from it) by airline industry, but GA pilot seems are now on starting to get the same issue, and actually we now see the alarming trend on automobile drivers with their fancy automation driver assistance...

Paragliding off a 4300 ft mountain at Jackson Hole was great. 👍👍😎

So true. Especially many of those training now with all glass, auto pilots, and iPads. I’ve ferried 7 Cessna trainers LA to Miami. Hand flying all the way. Keeps you alert and aware.

So that's where my favorite jumpship's been hiding.

3:45 I know that plane. Good old 801 foxtrot lima. Fast climbing 13 seater with the plywood bulkhead. Made a lot a lot of memories in that sweet little old jumpship. What i liked best was that the camera step is perfect for tiny humans like me lol.

Children of the Magenta

👍✅ Agree 100% Kerry.

I love my Mooney’s old autopilot, I call it “Otto”. Otto is a 1986 2-axis gizmo, but he isn’t very smart. Otto flies for me a lot on cross-country flights, and occasionally I let Otto fly part of an approach, especially in busy airspace where ATC is giving us new instructions as they juggle other traffic, and I’m busy getting out new approach plates and briefing them on the fly, that sort of thing. But Otto has tried to kill me a couple of times. Once when I hit a huge downdraft at 12,000 MSL, and Otto pitched the nose up so hard he nearly caused a stall, for example. I have developed a hair trigger for that red disconnect button on the left yoke handle, accordingly. Any time the airplane seems to be doing something I don’t expect. I put Otto to sleep, glue my eyes to my instruments, and hand fly the airplane. The aviation safety literatures and videos are full of examples of people who were too dependent on their automation. Not just the autopilot, either. What if your GPS quits and you can’t fly the RNAV approach? How current are you on ILS approaches? I know of at least one fatal crash caused by the pilot not being able to fly an available ILS approach!

Electronics and tech is great......until it's not! If you do not maintain your skills it can bite you.

I appreciate this - I'm a noob who hasn't touched an AP yet, but I'm moving towards getting instrument. Glad to hear the comment that yes, having an AP with wing leveling is a sensible backup such as if you're getting disoriented. (It's not stated so plainly very often, so I was concerned I was missing something.) The message I'm getting is that it's critical to be proficient and competent hand flying first and foremost, and build AP competence on top of/after that. Which, when I write it out, seems pretty obvious even if it isn't widely practiced. At early PPL level, "fly the plane first" is strongly emphasized so it's a matter of not losing that attitude as I move up through more complex systems.

Even for us steam gauge pilots, we shouldn't get too overly dependent on our ipads and EFBs. I am still inexperienced and low time, but I'm making a promise to myself to back up my electronic flight plan by creating one by hand. And not simply copying the values to a sheet of paper, but manually doing the calculations. Not only will it help keep that skill solid, but working the plan ahead of time keeps the details fresh in mind. It's helpful to reduce the startle factor for when your device fails.

I call technology dependent pilots -- video gamers. Outcome is well, we all know.

In my past experience, in Part 121 ops if the autopilot was inop, that aircraft was not taken offline. (It was usually fixed that night.) The aircraft was swapped for a shorter sector that avoided ORD, JFK and similar airports. The IAD to ORF route for the CRJ200 was often used for aircraft with inop autopilots or lavs. Inop autopilots was not very common, but it does sometimes happen..

We have to remind ourselves that part 121 use automation a huge amount and their safety record second to none. So question has to be how to use the automation and match their safety record. Clearly scenario training has to feature. So like almost everything in life - Balance is the key. We just can't ignore the fact that automation does add safety if used correctly Trust But Verify!

A worrisome trend toward automation encouraged by an industry that is aiming for single-pilot operations as a way of further saving on wages, it seems.

As a non pilot I don't understand why hand piloting the airplane according to your instrumentation and intentions plus ATC instructions is less intuitive than engaging the automation. That really perplexes me. How does the automation get to override in the mind of the pilot his/hers own wetware calculator. Now that I think about it a bit more, is the pilot perhaps in some way thinking that they are reducing their responsibility by engaging the automation?

When I got my driving license, I never used cruise control in my vehicle because I wanted to learn to maintain constant speed on the highway, which was something I struggled with while learning. Best decision of my driving life, I bet I would still struggle with it today had I not done that.

Good point of view, Kerry. After flying 400 hours IMC in the Huey with no autopilot, I very much came to appreciate the other pilot. Vertigo won't take a good hand flyer out, but having to fly a helicopter for two hours IMC alone could certainly make you puke. I experienced the problem you mention from the other side. I did not feel safe enough as a CFII having to ask the student to get me through a computer problem I was not familiar enough with. All the option things that happen with this computer I am currently typing on when I touch the wrong place make me not confident in the automation in airplanes today, except with a competent young man like yourself. So I gave up the CFII. To make the automation safe, we have to have confidence in it. To make the fluid tactical situation safe, as you say, we also need to have confidence in our hand flying. Good briefing. Just now editing and correcting this post, I hit something that knocked it off this screen. Got back without having to rewrite this time, but am not always that lucky. No way for an old guy to fly. Good briefing. Thanks.