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every single one of these incident posts some person comes up with a totally insane idea on how to address a single contributing factor without looking at the broader context, at all in the SMO crash, people were saying we needed explosive charges on the pilot side sticks and/or a disconnection...

makes sense. i found this, which explains. so basically the rubber is facing in and as it degrades can invade the accessory oil case. crazy

but they mention that the items in the screen were from the magneto drive cushion. i don't understand how that ends up in the oil system

how does the magneto drive cushion end up in the oil system?

https://www.wafb.com/2022/11/10/pilot-makes-emergency-landing-gonzales/?fbclid=IwAR1ANo9e1vRNwDAc6hDeyUAvpiV4To-4_0CWZVe6nqdy_5rWa-0B3SRy2gM looks like an SR22T, pulled the chute. news says one occupant uninjured

about 0:25 in there is video of most of the incident up until just prior to impact

are you guys seeing other track logs than the one i'm looking at? how are you going to safely land when you're doing 140kts high and past the threshold of the runway at MYF? the "go-around" order was issued extremely late as the aircraft was converging on a plane that was on the runway taking off

how are you going to put your airplane down when you're going double the landing speed there was no possible way to land that airplane on the field at the moment the emergency was "declared" and additionally the accident aircraft never identified themself when they said they have an emergency...

go listen to the tape if you want to discuss what is said on the tape. it's not that hard

you haven't listened to the tape, so why are you telling me what he says? go listen. you'll hear it. additionally it all happens quickly and there are a few simultaneous radio transmissions. we can hear the pilot saying he has an emergency, but we have no idea right now what the controller...

huh? the altitude is all over the place. and regardless maintaining altitude within 100' is not exactly an impressive feat. anyway go check ADS-B exchange for yourself. there is a section for "FMS SEL" which tells you if the altitude or heading bugs have a selection. it won't explicitly tell...

depends on the plane, but on this particular aircraft the ap broadcasts on ads-b if you have selected an altitude or a heading. doesn't look like this student was using the ap at all. no altitude bug selected and the heading bug was set to 282 degrees (roughly) throughout multiple patterns...

just listened. my take is that it sounds like they realized they had a trim issue, some blocked radio calls, tower cleared N5396E to take off, Cirrus suddenly coming in at 130+ kts instead of 80 with the emergency/issue, tower needed them to go around, pilot lost control on an attempted go-around

does anybody know if a plane and operation like this is typically flown single pilot?

gorgeous enjoy!

given the altitude, time, and speeds they could have been breaking in a new engine

difficult to have a conversation with that guy. apparently a rapid disconnect for the flight controls would make flying a C172 as safe as flying combat missions in Iraq

indeed. so why would we install a mechanism that can render them useless?

then how do you handle a CFI freezing up on the controls? cattle prod? they may panic, too perhaps airliners should have a system that allows the passengers to vote if they don't like the way the captain is flying and then one of them can take over. it's very democratic

Unless somebody has footage from inside the cockpit, I'm not sure what all the FAA can do aside from reprimanding the pilot for accepting an IFR clearance when not able to do so legally