Comments by "" (@CYMotorsport) on "" video.

Atleast you’re pointing it out and I know you’re being objective but i sure hope the conversation shifts (and actually has to a large degree bc of the NTSB) to stop conflating ‘sometimes’ or even ‘most of the time’ responsible pilots, outdoorsmen, etc with the blanket designation of a qualified and responsible individual notwithstanding this current incident. Responsible pilots, outdoorsmen, divers, etc don’t forget mission critical packs on flights. I’ve read many dozens of NTSB incident reports you will almost never find this kind of language, if ever. The standard is you’re able to perform basic duties and anything less is a human performance issue. This is nuanced when it’s a small error or tricky situation to which it might be a mitigating factor but a survival pack? Good god. That’s like failing to remove pitot tube covers for example. And you check your own plane as well as maintain it? You’re not a responsible airman I truly don’t care what anyone says. Lives are at stake. The bar has been set by countless pilots who are responsible for human life with spotless Performance records. We should not dilute that by lowering this benchmark to qualify a deadly incident so as to otherwise lump in an individual making egregious errors others would not think of making. Not mistakes like this. Bc more than likely history shows anyone who can make that mistake, has made others either just like it or in a similar degree of error. The incident report for this crash (OAK68A0032) digitized in the NTSB archives is very frank about the causes as well. Chief among them the pilots improper operation of power plant as well as improper de-icing /failed to take action against. As well as pilot operation “beyond experience/ability level”. Deicing here wouldn’t be a deicing system like boots or anything but more a general addressing of the ice build up in a weather situation they knew for a fact they’d encounter and continued into despite VFR and high obstructions re: terrain. The carb ice is of particular concern imo. In the 195 this was well known to be an issue and is called “carb ice”. The solution was equally known; carb heat. This requires methodical and habitual checking of carb heat systems . In the very least record carefully apropos rpm dips When carb heat is engaged.
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@ScaryInteresting ⁠I wouldn’t change how you addressed it bc you were, as always , very careful to caveat with some variation of “others said him to be “ in the least that’s you expressing to the audience that’s how others knew an individual to behave. Nothing wrong there and in many cases can add to a story. That was a diatribe on my part addressing the uncomfortable reality that dressing up mistakes doesn’t advance aviation safety. It’s a position the NTSB isn’t remotely shy of making clear in every single report including this one. They are legitimately pretty brutal . Most of the time it’s for the sake of litigation. There’s millions on the line so being clear concise and direct is priority 1. That can mean hurting some feelings . In the case of this accident, they overtly say he was operating outside his ability levels. You had an entire segment on vfr. To the casual listener and beyond that did a more than adequate job capturing how bad of an idea it is to fly in these conditions. And to a pilot it’s unthinkable. A qualified pilot operating even the final entry of Cessna’s radial engine family half a century ago should be more than knowledge on these conditions for starters. Further, and what I personally don’t know but happy to speculate here that familiarity with the carb ice system would be rather tedious and would require a very good airman to navigate horrific conditions such as these but it’s precisely why the aircraft had the carb heat function so the manual is pretty thorough in how to handle. If it’s there in system checks in the 50s, it’s expected for the pilot to know it intimately. Otherwise do not attempt to negotiate said conditions. I don’t think the knowledge was there in this case. But I’m happy to be proven wrong. This is of course distinct from the main point I had issue with which was survival packs not packed despite knowing the weather. It’s an unthinkable sin. To your point in literally 99% of cases of with decreased aero/ power high terrain vfr the plane and its occupants are found in many pieces so in any other scenario like this this oversight is no factor. & again To your point, if it was something like a microburst or in this case ice on the wings that’s an entirely different story. But the NTSB report specifically mentions the carb ice meaning they had a way to definitely prove that was the issue leading to trouble. Aero performance and wing stalls are decades from being totally understood by this point so in that scenario while the pilot would still cited for descending into conditions unsafe for the aircraft, the reasons for failure might not be well understood . But carb ice is among the main reasons tangentially atleast why Cessna ditched the radial engine. The radial engine with carbs on the sides would inherently have less heat shield from engines. Ice formation would have a higher propensity to form. Radial engines are less aero efficient but a byproduct they were happy to resolve was carb ice. Net, the times wouldn’t absolve him of this specific issue in the 50s IMO as well as the opinion of the NTSB. I do think it would have been difficult to navigate but again that’s why you don’t continue into it. I imagine the elements of the story you tell will explain why the risk was taken. For a modern interpretation on the same issue check out NTSB106566 from 2023.. mad even today it’s still happening. For something similar that might fit the channel relating to a pilot being unqualified with very nuanced and difficult to spot issues along with mitigating factors affecting a flight if you’re hunting for stories JFK jr.’s crash might be of interest. It’s NYC99MA178. A robust report given who was involved but also a lot of factors including disorientation which I find uniquely scary . He was by all accounts a careful and safe guy (I do think it’s relevant here same as you used it haha) but a combination of factors including vfr had a hand in the fatal crash. Just let me know I have a running list of notable incidents at with their respect NTSB full reports that either mysterious or particularly illuminating as far as pushing aviation safety forward in the best way after the tragedy I could email you just say the word and I’ll shoot it over if you ever need some possible inspiration: otherwise cheers keep up the amazing work brother
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@ScaryInteresting I’ll shoot you an email in the existing chain so it doesn’t go to spam or anything. I’ll try to categorize by “phenomena” or incident cluster (eg CFIT, ditch, spacial disorientation, rudder hardover, DC9, props, AOA/sensor, icing, human performance, etc)
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@razz-8031 I’m 100% being overly critical. Unnecessarily one might argue. This isn’t an NTSB report after all. I concede that. But I wholly accept that criticism from a pilot then again I would bet my channel on its face to yourself on principle you wouldn’t disagree. To that end, it would feel pedantic but if you had to guess what % of folks had wings at any point? Gotta be pretty rare though not at all impossible. If I was just talking to you.. well it would be about 2 sentances long something to the effect of visibility and he had little documented experience or proficiency in those conditions. The rest was my diatribe subtly propping up good pilots. As you know the trope among pilots is pretty true in that flying is 99% unremarkable, albeit beautiful, and 1% sht your pants nerves & horror lol to that end there are plenty of professional career guys and gals with a perfect record. I know you’ve seen them. An absolute machine with checklists, safety, upkeep, airmanship, decision making, CRM, and overall judgement. A non pilot all too often includes rhetoric that would say someone is an expert less this major major major mistake haha and I’m not saying the creator did that bc his point was by all accounts that’s the image he portrayed which is still useful. But until I see Greg Feith call a pilot “a solid airman with good judgement” I’ll reserve judgement haha. You know how serious aviation takes every single incident. The mistakes by the pilot extend very very far beyond the safety pack but it’s that stuff that makes me double click which was my point. A pilot who forgets that might have some performance issues. Sure enough it led me to dig up the old report and the NTSB was pretty candid in the archived file. It was pilot error with mitigating factors. I just want to reserve the title of safe and quality pilot for the ones who do their basic job. While I def understand optically it seems harsh again you know this but missing keep on deicing systems even just the carb ice is hard to imagine when you’re habitually flying in cold conditions. The protocol is so well defined and laid out BECAUSE of accidents like that . And it was two pronged though I concede yes it seems like I’m picking on the survival pack which does irritate me however it was blended with the reporter pilot error and NTSB noting lack of qualifications and proper deployment of the carb heat. I won’t call him a bad guy of course or anything like that but there’s plenty of talented pilots that it would actually be pretty insulting to suggest they would make such mistakes. This is one of the rare industries I’m comfortable saying truly good pilots wouldn’t. This isn’t the MAX stab switch being out of reach or something it’s a known issue in a. Environment for a 100% fact he could have expected at some point ice . You’d think he’d overcompensate and be hyper qualified. Somehow the reverse. I too stopped flying the v tail bonanza bc of pretty nerve racking incident I had one evening transitioning from VFR to IMC. In the back of my head was her reputation that I always tried to ignore but that day it was impossible. I got super lucky and structurally it held but a few more ICM incidents and mine would be just another Docter killer stat. I did miss something inspecting my leading edge in conjunction with having stumbled past the never exceed speed . I want to say the later models anchored the stab lead edge to the fuselage at the very root point but mine did not have this efficiency . I just stopped flying it requires too much vigilance than I could give despite what I thought. And a “good” pilot certainly wouldn’t have missed it. I take a lot of pride calling a pilot a quality airman . I wasn’t one. Not good enough and I had the resources to not fail there. I don’t want to condemn a subject so I appreciate you holding me accountable there but it’s just so common ppl might dress up a mistake but when you find yourself in a similar situation, if we’re not honest it might be a corner you find yourself cutting. Just bc I don’t actually see loads of ppl inspecting front spar lower hinge pins for corrosion doesn’t mean it’s not insane if I don’t do it. If we don’t call that out, someone might think no bigger. Or sure let’s descend below decision altitude . Just this once with no strip in sight. I’ve been co to this before and nearly lost my mind lol in the report atleast. It’s that kind of hyper attentive culture that actually is life saving. But you’re right for the sake of the story I do need to be more mindful of the environment I say something so I do sincerely appreciate that.
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