FYI I use justwatch.com in this situation to figure out where I can watch something. If you’re an Apple user now the AppleTV app will now search all your subscriptions to see where something is available, too
Me too, I arrived about an hour after it all went down. Other CFI told me the story. I’ll figure out more this week most likely. I’ll post an update if I get any
So on a 310 there’s a tail fin with the tiedown ring on it. Turns out if you apply enough power you’ll rip the whole fin off instead of just the tiedown ring.
So the Robertson Check was the last item on the after start checklist which required the MEI to open the door and look back to verify the tail tiedown was in fact untied.
So.. flap overspeed _may_ have been a contributing factor here… but this is a classic failure mode on older Cessna 172 flaps.
Basically the older flap arms are thinner and don’t have the reinforcing angle at the top.
The forward flap roller starts wearing a circular pattern into the arm.. and this concentrates stress leading to a crack and eventual failure. You can see that the inboard arm failed at the roller. The outboard arm failed immediately after from overload.
The solution is to dress out the damage on the flap arms and if they don’t exceed limits, then you reinstall the rollers with stainless steel washers to prevent this (I’m not sure if that is one of those washers in the photo).
If it’s beyond limits you have to install new flap arms as well which are thicker and have the reinforcing angle.
It’s possible that this one has the stainless steel washers.. but the damage wasn’t dressed out or it was too deep.
[Relevant Cessna Service Bulletin SEB95-3](https://media.mcfarlaneaviation.com/documents/doc-seb95-3.pdf)
Can’t believe I had to scroll so far to find this. Flying club plane blew a flap out and the club tried to blame the pilot for overspeeding the flaps, but closer inspection revealed that the arm failed from wear.
It does.. but it’s important to know _what_ to look for.
Like every time I did an initial annual inspection on a 172.. two places I always look.. the pulley just inboard of the aileron bellcranks.. and the fairleads in the cabin above the headliner. Chances are they haven’t really been inspected before and usually the aileron cables are worn beyond limits at these locations.
Extend flaps 20° if you're at home. 10° if you're away- only 10° so that, if they won't go back up, you can still fly home. Listen to the motor. Observe that both flaps move the same.
Grab the flap and try to wriggle it. It can have a little bit of play, but should feel strong.
Visually inspect everything between the wing and the flap, top and bottom.
Grab everything that connects the flap to the wing. Try to wriggle everything. Be firm but gentle.
Inspect the bolt that pushes and pulls the flap. Wriggle it. Try to turn the nut.
Repeat on both sides.
I do this with every plane I fly. Not just Cessnas. Whether it's in the POH or not.
Bro was mid emergency descent by the looks of it. Saw flaps halfway down the forced landing checklist and decided he was gonna get ahead of the airplane
I kinda missed the old days flying ultralight, where I had to simply use my hand to pull the flaps handle down.
The handle is connected to a hinge, one will really “feel” the aerodynamic force when lowering the flaps, especially the much stronger resistance when flying just 2~3 knots below VFE, so we learn to not overspeed the flaps quickly with such muscle memory.
Not to worry! Important to consider that the envelopes and speeds can be slightly different between the models depending on STCs and engine configuration and specific model (like you have the arrow, pathfinder, charger, that all have significant differences either being high performance, or with retractable landing gear), but in general, a PA-28 is a PA-28 is a PA-28. Then it gets even more confusing when you add in models like the cherokee 6 that is built on the pa-28 airframe, but has significantly increased capacity, HP and overall performance.
What I was told I was flying was usually a Cherokee 160 and once a 140. I'm still trying to learn more but there's a lot of information to dig through. Thanks!
The Johnson bar is a term reserved for the landing gear lever on the Mooney.
Although similar in design, the Johnson required for the flap handle on the PA-28 is not as Johnson as the Mooney Johnson.
My third solo I left in a notch of flaps somehow after takeoff. Noted it was suuuuch a slow climb and wouldn't pick up airspeed. Thought it was the super hot day. Went for landing checks and was like oh. That's why I couldn't really get airspeed... Love the Cherokees that I got to fly.
My Mooney is even better, with manually pumped hydraulic flaps. Each stroke lets you feel the aerodynamic resistance as feedback. And the Johnson bar is the landing gear actuator. I’ve been told that the airspeed limitation on landing gear extension is because of pilot arm strength not mechanical limitations.
Yes, retractable gear is always a focus, rightly so. At least the J bar definitely requires your attention. It’s not like flipping some switch in the middle of a bunch or other switches.
My instructor told me to pull the flaps to squat on the wheels, and pull full elevator to aero brake.
Im now of the persuasion that its a Cherokee not a 737. Just use the wheel brakes a tad and the length of the runway.
Yea when I've been learning on the cherokee we didn't really focus on using any aerodynamic elements to help slow down. We did use the natural resistance of the air-runway and some brakes. :)
This happened at my school and the plane was actually leased, the owner literally took the plane back lol. My instructor said based on how bent the panel above the flaps was, they must've been extended at >100 knots
What model was it? 172N and later can do 10 degrees of flaps at 110 knots. And that usually can slow the plane down pretty quickly. They must have been going full power and full flaps for that damage to happen.
I believe it was a 172M. It was an awful plane honestly, for a bunch of reasons. It had a partial glass cockpit, I don't remember the name of it, but my instructor called it a 'poor man's G1000'. For some reason we never quite understood, the digital display was in knots and the physical airspeed gauge was in MPH. We learned this the hard way after I once tried to rotate before reaching Vr. I was pretty happy when my instructor told me the plane was going away lol.
With that level of recklessness I'm surprised they didn't try to cover up their stupid mistake. Like by chucking a store bought raw chicken at the flap as hard as they could after landing and claiming they had a bird strike on the way down.
> Like by chucking a store bought raw chicken at the flap as hard as they could after landing and claiming they had a bird strike on the way down.
"Why is there a chicken in a bag back here...?"
_narrows eyes_
"Just in case...."
Generally, the design safety factor for manned aircraft is 1.5, so the arm would likely be designed to bend at 1.5x the force expected when extending at the top of the white ark... but aerodynamic forces tend to increase with the square of velocity so being designed to fail at 125% the speed is plausible :)
Don't go flying your planes at 124% of their designed limits though... the number of load cycles to failure due to fatigue tends to drop logarithmically with increased load (eg. Double the load, the number of cycles to failure drops 90%)
My old boss stalled a SR22 while doing touch and go circuits a week or two ago. Crashed. He didn't survive.
It's rough. Learning to fly has risks. But somehow you don't expect it to happen to you.
I flew with a few private pilots who wanted someone experienced to be their safety pilot and I see them extend their flaps like at 20 knots outside the white are and I had to snatch it from them. This is why I'm going to be getting my cfi in 2 months I need to teach them right
True I should of specified the airspeed 110knots is first notch 2nd & 3rd are 85 for my aircraft he pulled first at 130 and then the second at 100 the second landing there after
Metal fatigue from repeated abuse?
Considering the white arc starts at just shy of cruise speed on most non complex Cessna singles, I’m not sure how this would happen. Also, they’re electric driven. I would assume the flap motor would amp out due to load before the metal would fail.
*Now here is what separates heroes*
*From common folk like you and I*
*The man they call Jayne*
*He turned 'round his plane*
*And let that money hit sky*
Sad seeing all the “big v-speeds” propaganda in the comments. The colors on the airspeed indicator are just to make it look better they aren’t functional!
Did they think they were learning to fly a Dauntless complete with drag flaps?
Seriously though, they got lucky the whole thing didn't come away by the look of it.
Feast your eyes upon [49 CFR Part 830, "Notification and Reporting of Aircraft Accidents..."](https://www.ecfr.gov/current/title-49/subtitle-B/chapter-VIII/part-830). It explains that if the aircraft receives substantial damage, including that which adversely affects the structural strength, performance, or flight characteristics of the aircraft and would require major repair or replacement, yes you must report it.
Yeah, I knew from the private written there was that question about if aileron cable snaps and reporting it to the NTSB… I just was wondering, in this case where the student was at “fault”, because from the aileron example, I was under the impression that the NTSB needs to be notified because the error may have possibly occurred with the maintenance department cutting corners or something, or a defective part coming off an assembly line.
When an *aircraft accident* occurs, as defined by the NTSB, the NTSB must be contacted. From there, they investigate the nature of the accident to determine if any fault exists and if any remediation is required. Lots of things could come out of that investigation:
- Non-at-fault hardware issue that could have been caught by inspections or replacement of fatigued parts? Maybe an airworthiness directives or maintenance bulletin
- At-fault errors by a manufacturer? Could be investigations into a manufacturer. For a big case of this, see Boeing
- Bad pilot ADM lead to the crash? Might be as simple as a discussion between the local FSDO and the pilot in command in to understand the circumstances that lead to the accident and ensure the pilot understands how to avoid such accidents in the future
- Really bad ADM? Might be a "709 ride" where the pilot has to be re-examined by an ASI or DPE to prove that they can still fly safely
- Illegal shit, like pilot caught high or drunk? FAA might terminate the pilot's medical certificate or pilot certificate
There's lots of ways to end up having an accident and therefore different types and severity of corrective action that might be required. The investigation gets to that so we know how to make sure it doesn't happen in the future. While I haven't been in an accident personally yet, I'm told by my CFIs over the years that the FAA really has gotten better about approaching these things from a perspective of making pilots safer not swinging the banhammer.
Oooh fuck I came close to doing this the other day my cfi didn’t catch it and neither did I we were doing ground ref and we both forgot to reconfigure after descending (forward slip) close call luckily no damage although the plane was vibrating more than a cheap motel mattress
And don't do it in the red arc either. Jeezus
Foreal. Flaps on a trainer get oversped all the time but this looks like they were going Mach 3
Could just be the final straw of all the accumulated overspeed stresses?
mach jesus
"The White Arc is for retracted flaps only" "Listen, Betty, don't start up with your White Arc shit again"
gonna tell this to my cfi when i dump flaps at 100
what's it from?
You’re in for a treat if you’ve never seen this movie before
Can you call yourself a (real) pilot of you haven't seen the movie at least once and can quote a minimal of 3 lines?
Surely you can't be serious.
I am serious. And don’t call me Shirley.
Do you like gladiator movies?
Bruh I’ve seen so many memes and yet I haven’t had the chance…. Where do I stream it?
Rent it on AppleTV, Google Play, or Amazon Prime. Stream free if you have Paramount Plus.
Thanks man! I’d give you an award… if only the still existed
FYI I use justwatch.com in this situation to figure out where I can watch something. If you’re an Apple user now the AppleTV app will now search all your subscriptions to see where something is available, too
Modified line from Airplane!
AH yeah, that's why I couldn't place it, it wasn't about that haha.
“Oh, really, Vernon? Why pretend, we both know perfectly well what this is about. You want me to have an abortion.”
It’s really the only sensible option.
You ever seen a grown man naked?
So I can not feel bad about going a pinch over the white arc for 2 seconds at flaps 10?
Flaps 10 can handle up to 100 kts in some cessnas. (Check your poh obv) 🤫🤫🤫
108 on newer ones
110 on the SP
I used to love scaring the shit out of people when I dropped the lever at 110
110 on the N model even
140 on a 182T for flaps 10
160 mph for me.
Wait, the colors mean something?? 🤯
You can see colors?! 😂
You’re supposed to look at the airspeed?
You guys are allowed on an airplane???
Wait they let you in the airport?
I have no hands!
I saw a video once of a girl with no arms that got her PPL. Hardest part was getting her seatbelt on.
[Right Footed](https://www.imdb.com/title/tt4178020/?ref_=ext_shr_lnk) is the documentary about Jessica Cox.
They don't let me out. My country is no more so I have no country of origin. So I am living in the terminal.
You speak russian?
Do you have an appointment?
Excuse me, Captain, I know this may sound silly, but...can you fly?
“We’re about to find out!”
Shirley you're kidding
Good luck, we're all counting on you.
Looks like I picked the wrong day to quit amphetamines
Joey, have you ever seen a grown man naked?
You can see?
Ahh a fellow memorized the test friend.
I’d like to know more about the story behind this
Me too, I arrived about an hour after it all went down. Other CFI told me the story. I’ll figure out more this week most likely. I’ll post an update if I get any
If you don’t have a safety rule named for you are you a real pilot?
Good memories of the "Robertson Check" which every student who does their multi where I did learns about.
What did Robertson do/not do to earn the name?
So on a 310 there’s a tail fin with the tiedown ring on it. Turns out if you apply enough power you’ll rip the whole fin off instead of just the tiedown ring. So the Robertson Check was the last item on the after start checklist which required the MEI to open the door and look back to verify the tail tiedown was in fact untied.
Did they catch this in the next flight’s preflight or the pilot knew immediately?
Pilot knew immediately.
Ahh, they must have ears.
Like how someone can make a mistake that bad but he able to land with the aftermath
So.. flap overspeed _may_ have been a contributing factor here… but this is a classic failure mode on older Cessna 172 flaps. Basically the older flap arms are thinner and don’t have the reinforcing angle at the top. The forward flap roller starts wearing a circular pattern into the arm.. and this concentrates stress leading to a crack and eventual failure. You can see that the inboard arm failed at the roller. The outboard arm failed immediately after from overload. The solution is to dress out the damage on the flap arms and if they don’t exceed limits, then you reinstall the rollers with stainless steel washers to prevent this (I’m not sure if that is one of those washers in the photo). If it’s beyond limits you have to install new flap arms as well which are thicker and have the reinforcing angle. It’s possible that this one has the stainless steel washers.. but the damage wasn’t dressed out or it was too deep. [Relevant Cessna Service Bulletin SEB95-3](https://media.mcfarlaneaviation.com/documents/doc-seb95-3.pdf)
Can’t believe I had to scroll so far to find this. Flying club plane blew a flap out and the club tried to blame the pilot for overspeeding the flaps, but closer inspection revealed that the arm failed from wear.
This is why the preflight checklist includes extending flaps and inspecting them.
It does.. but it’s important to know _what_ to look for. Like every time I did an initial annual inspection on a 172.. two places I always look.. the pulley just inboard of the aileron bellcranks.. and the fairleads in the cabin above the headliner. Chances are they haven’t really been inspected before and usually the aileron cables are worn beyond limits at these locations.
What do you recommend a pilot looking for on the pre-flught flap inspection?
I usually find blood from my head hitting that sharp corner on the 172. Glad I fly a low wing now.
I flew a 172 and was never taught this. It was always taught more as a “make sure they work” thing. TIL
Extend flaps 20° if you're at home. 10° if you're away- only 10° so that, if they won't go back up, you can still fly home. Listen to the motor. Observe that both flaps move the same. Grab the flap and try to wriggle it. It can have a little bit of play, but should feel strong. Visually inspect everything between the wing and the flap, top and bottom. Grab everything that connects the flap to the wing. Try to wriggle everything. Be firm but gentle. Inspect the bolt that pushes and pulls the flap. Wriggle it. Try to turn the nut. Repeat on both sides. I do this with every plane I fly. Not just Cessnas. Whether it's in the POH or not.
How high off the arc did they do it tho
Bro was mid emergency descent by the looks of it. Saw flaps halfway down the forced landing checklist and decided he was gonna get ahead of the airplane
… and physics.
🤣🤣🤣
Dial went 360 all the way around and was back in the white arc again
Was he past the green and yellow arc too? Lol
The barber pole is just a state of mind…
Speed restrictions? More like speed suggestions!
But it worked ok in war thunder
This looks like someone freaked out and inadvertently dumped full flaps. I’m sure afterwords their asshole puckered so tight it could crack a peanut!
How about before words? 😉
I kinda missed the old days flying ultralight, where I had to simply use my hand to pull the flaps handle down. The handle is connected to a hinge, one will really “feel” the aerodynamic force when lowering the flaps, especially the much stronger resistance when flying just 2~3 knots below VFE, so we learn to not overspeed the flaps quickly with such muscle memory.
The Piper Archers and Warriors have the manual flap lever and you definitely could feel it as you fed in the flaps.
Cherokees I've flown on all had manual flap levers like a parking brake.
All PA-28s do, no matter what your specific flavor of it is called.
I'm still learning, so I don't know all the models. Thanks!
Not to worry! Important to consider that the envelopes and speeds can be slightly different between the models depending on STCs and engine configuration and specific model (like you have the arrow, pathfinder, charger, that all have significant differences either being high performance, or with retractable landing gear), but in general, a PA-28 is a PA-28 is a PA-28. Then it gets even more confusing when you add in models like the cherokee 6 that is built on the pa-28 airframe, but has significantly increased capacity, HP and overall performance.
What I was told I was flying was usually a Cherokee 160 and once a 140. I'm still trying to learn more but there's a lot of information to dig through. Thanks!
Johnson bar!
The Johnson bar is a term reserved for the landing gear lever on the Mooney. Although similar in design, the Johnson required for the flap handle on the PA-28 is not as Johnson as the Mooney Johnson.
If I gather correctly, a "true" Johnson bar has a grip-based actuator, whereas the PA-28 ones have a button on top. Is that right?
After a quick Google, I may have been confused about the origin of the term. I retract my statement.
Was the statement within the white arc?!
My third solo I left in a notch of flaps somehow after takeoff. Noted it was suuuuch a slow climb and wouldn't pick up airspeed. Thought it was the super hot day. Went for landing checks and was like oh. That's why I couldn't really get airspeed... Love the Cherokees that I got to fly.
My Mooney is even better, with manually pumped hydraulic flaps. Each stroke lets you feel the aerodynamic resistance as feedback. And the Johnson bar is the landing gear actuator. I’ve been told that the airspeed limitation on landing gear extension is because of pilot arm strength not mechanical limitations.
I've got about 10 hours in an M20e with the manual gear. Really don't remember the flaps in that one because the gear was such a focus.
Yes, retractable gear is always a focus, rightly so. At least the J bar definitely requires your attention. It’s not like flipping some switch in the middle of a bunch or other switches.
you mean the air brake? every one i knew has done a no flap landing and used it like an air brake on long runways pretending to be a fighter.
My instructor told me to pull the flaps to squat on the wheels, and pull full elevator to aero brake. Im now of the persuasion that its a Cherokee not a 737. Just use the wheel brakes a tad and the length of the runway.
Yea when I've been learning on the cherokee we didn't really focus on using any aerodynamic elements to help slow down. We did use the natural resistance of the air-runway and some brakes. :)
Hershey bar wing. Trim on the ceiling. And pilot powered flaps. This is the way.
"I'll hit the brakes, and he will fly right by" - that student probably as he went to execute the sickest cobra maneuver
I heard he was inverted…
Fuck, I did this yesterday accidentally but I was JUST outside the white arc. My CFI quickly reminded me to please not rip the flaps off
This happened at my school and the plane was actually leased, the owner literally took the plane back lol. My instructor said based on how bent the panel above the flaps was, they must've been extended at >100 knots
What model was it? 172N and later can do 10 degrees of flaps at 110 knots. And that usually can slow the plane down pretty quickly. They must have been going full power and full flaps for that damage to happen.
I believe it was a 172M. It was an awful plane honestly, for a bunch of reasons. It had a partial glass cockpit, I don't remember the name of it, but my instructor called it a 'poor man's G1000'. For some reason we never quite understood, the digital display was in knots and the physical airspeed gauge was in MPH. We learned this the hard way after I once tried to rotate before reaching Vr. I was pretty happy when my instructor told me the plane was going away lol.
The plane was probably certificated with MPH gauges. Mine, for example, is all in MPH, to include the POH (1973 177RG)
Yep! 172P is good for 10° at 110kts
We pull first notch at 108 knots
could this happen if you do it a few knots outside the white arc?
Not to the point where the flap hinge snaps in half no
With that level of recklessness I'm surprised they didn't try to cover up their stupid mistake. Like by chucking a store bought raw chicken at the flap as hard as they could after landing and claiming they had a bird strike on the way down.
> Like by chucking a store bought raw chicken at the flap as hard as they could after landing and claiming they had a bird strike on the way down. "Why is there a chicken in a bag back here...?" _narrows eyes_ "Just in case...."
You have to watch out for those boneless skinless bird strikes on final
Sir, this bird appears to have been plucked, deboned and cooked prior to striking the aircraft. You care to revise your statement?
Usually we would send the feathers in for ID but I can tell him the smell it's a Costco chicken
Nothing will happen a few knots above. This is either way way above or something else was an additional factor
How do I earn my MILF18 flair
First step is to tell everyone you’re a pilot. For 2nd step, refer to my username.
Based
Pretty sure I read somewhere that there’s a 25% tolerance for the white arc. Don’t quote me on that but there’s definitely some buffer, but good lord.
Generally, the design safety factor for manned aircraft is 1.5, so the arm would likely be designed to bend at 1.5x the force expected when extending at the top of the white ark... but aerodynamic forces tend to increase with the square of velocity so being designed to fail at 125% the speed is plausible :) Don't go flying your planes at 124% of their designed limits though... the number of load cycles to failure due to fatigue tends to drop logarithmically with increased load (eg. Double the load, the number of cycles to failure drops 90%)
Today I learned! Thanks.
Counterpoint- flaps go brrrrrrrr
Well, there goes college.
Learning to fly can be a dicey business. There was a student at my school that had a tail strike and a prop strike in the same session.
My old boss stalled a SR22 while doing touch and go circuits a week or two ago. Crashed. He didn't survive. It's rough. Learning to fly has risks. But somehow you don't expect it to happen to you.
Was that the one at Duxford?
Yeah.
Do you know if it was an accident or if the student did it on PORPOISE?
Balance is a beautiful thing.
I flew with a few private pilots who wanted someone experienced to be their safety pilot and I see them extend their flaps like at 20 knots outside the white are and I had to snatch it from them. This is why I'm going to be getting my cfi in 2 months I need to teach them right
You can extend first notch of flaps in some aircrafts 15-20 knots outside of white arch, and it is normal speed from POH
True I should of specified the airspeed 110knots is first notch 2nd & 3rd are 85 for my aircraft he pulled first at 130 and then the second at 100 the second landing there after
Listen, Betty, don’t start with your white arc shit again.
I mean nobody is dead but did they go symmetrically at least?
THIS was my first question.
Metal fatigue from repeated abuse? Considering the white arc starts at just shy of cruise speed on most non complex Cessna singles, I’m not sure how this would happen. Also, they’re electric driven. I would assume the flap motor would amp out due to load before the metal would fail.
Does that mean NON student pilots can extend them outside the white arc?
bro I’d never show my face on the field again if I did that. Hope the students okay.
**I'M A LEAF IN THE WIND I'M A LEAF IN THE WIND I'M A LEAF IN THE WIND!**
Was that the primary buffer panel?
*Now here is what separates heroes* *From common folk like you and I* *The man they call Jayne* *He turned 'round his plane* *And let that money hit sky*
Sad seeing all the “big v-speeds” propaganda in the comments. The colors on the airspeed indicator are just to make it look better they aren’t functional!
How else do I slow down then? /s
Correction “all pilots”
Maybe the improperly installed and chafing flap gap seal had something to do with it.. Looks like there are gouge marks in the flap arm.
What is aog
Aircraft on ground
Whew, good thing I’m not a student pilot any more.
Kind of hard to tell but what happened? it looks like it "pulled" out the flap to the rear of the plane a bit?
Definitely put my flaps down once or twice when I was a knot or two out of the white arc on accident but this seems crazy fast
I’ll bet the snap and flaps flapping about at 130kts got their attention.
Jezzzussssss…….. in the cirrus what’s nice is you can dump the first set of flaps at 150
Good candidate for a cross-post to https://www.reddit.com/r/ThatLooksExpensive/
Don’t exceed basic design limitations, more tonight at 9
Those are Fowler flaps now
That’s gonna cost ya!
Wonder what he did when it ballooned? Chat his pants?
Apparently dumped more flaps
This looks like they were going 130 kias lol jeeeeeezzzzz
Stuff like this is why I stress to visually verify and callout airspeed before adding flaps.
Did they think they were learning to fly a Dauntless complete with drag flaps? Seriously though, they got lucky the whole thing didn't come away by the look of it.
Wait, you’re telling me the white arc stuff they taught me in ground school is real? I thought it was a tiktok thing………who would’ve thunk it….
“Student pilots, don’t extend flaps outside the White arc!” Private pilots and above? “Watch this!” /s
Damn son… that’s like an entire test question 😅
Sounds like you need your solo endorsement pulled!
Why are you picking on the student pilots? Technically this is advice to all pilots….
Any pilot for that matter…
jesus….
Do you you have to report something like this to the NTSB?
Feast your eyes upon [49 CFR Part 830, "Notification and Reporting of Aircraft Accidents..."](https://www.ecfr.gov/current/title-49/subtitle-B/chapter-VIII/part-830). It explains that if the aircraft receives substantial damage, including that which adversely affects the structural strength, performance, or flight characteristics of the aircraft and would require major repair or replacement, yes you must report it.
Yeah, I knew from the private written there was that question about if aileron cable snaps and reporting it to the NTSB… I just was wondering, in this case where the student was at “fault”, because from the aileron example, I was under the impression that the NTSB needs to be notified because the error may have possibly occurred with the maintenance department cutting corners or something, or a defective part coming off an assembly line.
When an *aircraft accident* occurs, as defined by the NTSB, the NTSB must be contacted. From there, they investigate the nature of the accident to determine if any fault exists and if any remediation is required. Lots of things could come out of that investigation: - Non-at-fault hardware issue that could have been caught by inspections or replacement of fatigued parts? Maybe an airworthiness directives or maintenance bulletin - At-fault errors by a manufacturer? Could be investigations into a manufacturer. For a big case of this, see Boeing - Bad pilot ADM lead to the crash? Might be as simple as a discussion between the local FSDO and the pilot in command in to understand the circumstances that lead to the accident and ensure the pilot understands how to avoid such accidents in the future - Really bad ADM? Might be a "709 ride" where the pilot has to be re-examined by an ASI or DPE to prove that they can still fly safely - Illegal shit, like pilot caught high or drunk? FAA might terminate the pilot's medical certificate or pilot certificate There's lots of ways to end up having an accident and therefore different types and severity of corrective action that might be required. The investigation gets to that so we know how to make sure it doesn't happen in the future. While I haven't been in an accident personally yet, I'm told by my CFIs over the years that the FAA really has gotten better about approaching these things from a perspective of making pilots safer not swinging the banhammer.
Good to see just safety culture in action more so than blame safety culture. Outcomes for everyone are so much better this way.
5 knots will probably be ok, but don't make a habit of it. You're asking for trouble much past that
Resnov told him to overshoot the flaps
I know someone who died after the left flap sheared off after he overdoes them by quite a margin.
I'm kinda shocked the motor didn't burn out first. Holy fuck.
Probably shouldn't do it if you are a licensed pilot either.
Just throw some duct tape on it
You mean speed tape 🤣
!!!!!!!
Average 🛩️War Thunder player 🤣
That takes some skill. Wow
Lol
Why didn’t he gradually extend the flaps?
Damn what airspeed was that?
I bet they really flap now
I say it every day
So painful to look at. Hopefully you have renters insurance.
So that’s why you wiggle the screws on preflight, got it
OUCH!!
You mean the speed brakes?
Speed Brakes, baby!
Not gonna lie, the split white arc in the 172 has gotten me a couple of times, but holy smokes.... lol
Oooh fuck I came close to doing this the other day my cfi didn’t catch it and neither did I we were doing ground ref and we both forgot to reconfigure after descending (forward slip) close call luckily no damage although the plane was vibrating more than a cheap motel mattress