ACTUAL DUAL ENGINE FAILURE IN A CITATION JET

Wow, it's an uncomfortable, uncomfortable feeling of clouds of food descending. I see without an agenda our Altima ters that you are used to looking at in traffic on your abs. Well, it's here, so name everyone. I am here today and it is my honor to tell you. I'm here with my friend and honestly my hero Bruce Manya, you may have been following on AOPA. You may have seen a small article about a double fire in a

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due to fuel contamination, so if you haven't seen it yet, be sure. do some research into it, but today we're going to talk from Bruce's perspective, what happened on that flight, what he was thinking and if there's anything you can do in the future to avoid situations like this or just prepare for them because Some things are just unavoidable so Bruce, thank you for taking the time to sit with us, happy to be here, so basically you were flying a medevac flight, you yourself were a co-pilot and you had two doctors and two passengers on the back, is that correct? two doctors, two passengers and a patient, in fact you had a patient with a passenger with you, yes, she had said before the flight that she was not a particular fan of small planes and that she was terrified of flying, and I promised her a gentle En the flight we flew to Naples, we completed the filling, we refueled, we loaded our passengers there, everything was normal at that point, we got off and headed to New York, we had been at flight level 350 in the queue for probably 40 minutes at that moment. and we were relaxed, everything is going well, no abnormal tees or anything on any of the gauges until when I adjusted the speed of the truck on edge number one and I'm a left mover, I was adjusting it trying to get it. to sit right at 103 percent and started to turn back and then very calmly and we staggered without incident II that the

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just died and produced good thrust, took one time on this one, we really don't know why I turned it back basically I backed off and the first thought was fine so the

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s went out and the only engine we can't sustain the A350 flight so the first thing I did was ask for a lower altitude that was the first thing that didn't do anything. one other thing really matters, it's time to go down, otherwise you know your speed will be lost, the autopilot will keep us there until it stops, so we ask for a lower altitude and start going down, so now you're heading towards below, getting a lower altitude, assumes you are looking for another airport to divert to based on your location, but this is on a jet plane for those unfamiliar with jet planes.

This is for your attention, but you are not Jewish. Essex Life. true, yes this is an emergency, this is not a non-threatening event, it is more of an inconvenience because you will have to fly, we are diverting to somewhere where we are going to land, it is changing our plans for the day, danger and risk. and the concern, it's not really a concern, so obviously he informed his crew, informed the medics in the back and the passengers that yes, once we started it, we informed ATC that we had lost an engine and that we would like to detour, they offered us three. airports, one of which was Savannah, we thought was great.

If we checked the clues for a long time, we knew it's a Charlie class, which is cool, and once we headed toward Savannah and had it under control, I had to be a pilot, this is what was going on. I'm glad Maddox left it. they know why we were swerving, although I imagine they probably heard the engine running and had an idea. I'm sure FedEx brought it. Include that man, the detour is proceeding without incident other than the fact that it is the single engine approach, yes, we. We're just coming down from 35 and it takes a while because you're not in a big rush.

You're not going to be good at taking down as best you can. You're just flying and flying from 35,000 even among those in a minute, you're still talking about a 35 minute trip to the ground so yeah, we're heading toward Savannah and we're just descending and at this point we've gone through the list of single-engine approach verification, we are not at that point. yet, but we want to get familiar with it and know what to expect, we've set up our V rep because in that case you're a lot heavier than you would normally land because we have a lot more fuel on board. you're not ready to land and we said Leger why you're ready for the single engine Empire so now you're all set for the approach you've got your repeat speed V you've gone through the checklist so pretty much in your mind you're ready so it will be a pretty smooth single engine landing, yes, it will be a routine single engine approach and as routine a landing as you can as a single engine competition, we are going down, we are just beeping speed, ATC is telling us heading to a fairly large square around the airport around the approach end of the airport.

I have to say that on our descent, when things changed, it got interesting, around 8,000 feet for the second engine, the right engine now started to reverse. Just as the first one does not respond to thrust inputs, we realize that we have a second engine working fine, so now the second engine is off and now it receives yes, at this point it has caught our attention. This is no longer a routine. We have done it many times. I've trained for this, this is good, there's no checklist and we haven't trained for this and a lot of it is guesswork saying there's nothing, there's no checklist, bird, there's no motors, there's no these rhythms.

For there are no engines, there are no repetition speeds, there is no best planing speed. Let's do that in one quote, one or two quotes to post it wherever you are, at what altitude and how far you are from the airport. We are about 13 miles from the field looking in the wrong direction at 8,000 feet and it is quiet and just got quiet. What's going through your mind? What is your thought process? What are you thinking about right now? The first thing we have already chosen is an airport, so now we just have to confirm. Can we get there?

Are we high enough? I have enough power to change the distance to get there at 8,000 feet, which basically gives me about 16 miles. We were 13 from the field. I felt like we shouldn't have any problems achieving that. We made it as soon as the second one backed away. It immediately showed up on ATC for direct radar vectors 1a, I don't know, we've lost the second three and now losing two inches on an airplane is a pretty rare event, I mean we all know about it just from the bird strikes that you obviously didn't do. Hit some bird's second engine or you're just concentrating on a fan that makes the plane fly.

What the first one left behind was no concern why I quit. I didn't care, I don't care much when the second abandoned your immediate assumption. If it is related to fuel, the systems are completely independent of the right engine of the long engine in the

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s, so for the second to shut down in exactly the same way or recover in the same way without violence, simply the flow of fuel went to zero and I just stopped riding applying a definitive which I can assume is ordinary fuel now for those who are not familiar with the quote, so here it is, it is 13 miles from the airport, it is at 8,000 feet, it has lost both . your engines here, eight alpha, will control the plane because the hydraulic flight controls are definitely different, they're more of a cable pulley, as we learned in November, just like your Skywalker, your Cherokee, your cable-actuated mechanical connection, so you have complete control of the subpoena anyway, are you doing that?

You lost this hydraulic switch, so you won't be able to use your thrust reversers and you won't be able to lower the gear in theory or your speaker 38, but so far. As it flies and glides, it glides like a 172 or 182 and it

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ly handled pretty well, it was pretty smooth and pretty predictable, but it wasn't a brake that dissipated the guy, luckily the thousand and they both gave up and we headed towards In the countryside, the first thing I thought was simply because we did two. Let's try to restart one of the engines, so I didn't have any expectations based on how it died, so in theory they should start if it was going to start, but for fun and laughs.

We hit the engine start button and got exactly what we expected, nothing, so we shut down both engines, in fact we literally locked the thrust levers and from that point we focused on conserving energy and getting to the field to turn towards the airport , you're planning, you're everything you trained for when you were getting your private pilot license, probably the last time you really did a finale, yeah hey, certain collage that your commercial license when you were heading piled up 180 It's probably the last Yes, you do it on the football team's engines and an adjuster does it with a single-edged training.

In fact, most of your training on your controls is single engine with you because you don't do anything without enjoyment, so Yes, you basically go back to what you learned as a student pilot and that was the last time you were in a glider with a vengeance, so now you're planning in your backyard. You have chosen an airspeed boundary. There's no way you thought of it. your airspeed at that point, well, we have an angle of attack indicator and we have the altimeter or the altimeter and the attitude indicator, but especially when it comes to speed, who feel that it was a sensation and we feel that a once it was like that. they both agreed that 160 seemed like a good speed, it seemed like it was giving us a reasonable descent at a reasonable speed and realistically it was just our intuition and it had the same kind of glide ratio, the same pitch, the same look like a basically short final. or when you're enveloping, which is usually at idle, anyway, the usual attitude to the point condemns Atlanta thinner or one to four so you set the glide speed and see what your descent rate is, but the question It's whether that's going to be enough to make the field, yeah, normally your chair gets your Skyhawks in and everything.

I think everyone basically teaches and understands that a typical glide rate just to make the math easier is ten to one and ten to one at 8,000 feet if you go to 80,000, reoriented for thirty dances. re three 2003-2007 47 all those big guys are closer to 17 or 18 to 1 so I guess it's a purely educated guess that these are somewhere between the two but closer to 10 to 1 so I was thinking at 12 or 1. which gives you a good easy conversion number when you look at the Scimitar, it's a 2 to 1 on the altimeter, which means if you have 8000 feet you can go 16 miles, if you had 4000 feet you could go 8 miles , which is similar to how they do it on airliners, but they use a three to one rule, which is what would work with a ratio of 18 to one, so in theory, being 8,000 feet, we can go from 16 to 1 if my gorilla mountain was right and it turned out that Further down we went and kept checking that number at 7000.

You know, in theory, we got to 14. We were on the right side of that. Serious concerns. Let's make room, they are usually a concern, but the first was the wood coming down, it was clear below 3,000, but. We could see that there was a layer and it turned out to be between 3000 and 4500 so we knew we had to go through it now, ATC radar vectors and looking at the GPS we know we are going directly to the field so there is nothing. the more we can do, we keep this best glide the best we know how and we go through the clouds and that's what you know, you just opened something like when you're a new IFR pilot and you come out of the clouds. and you see the airport it had that feeling when we went through the clouds around 3000 and the airport was portable and it was in front of us so let's back up a second here so before you go through those clouds yeah you're about 40 you said between 4500 and 3000, so you know about 1500 feet of cloudy sky you have to get through.

Yeah, it's not a big deal in the shrimp pilot, even if you're gliding, but you've got your altimeter, you've got your attitude indicator. We have these systems that keep you on track, but just because you know you know, like when you're in the simulator and you're going to do flight safety training or simcom, we're going to throw in one more crew ball. you're hungry you're free to do it in altimeter school working exactly we still don't know why it doesn't really make any sense not sure if it was a battery drain or if it was some kind of who knows what path through about 6,000 feet we lost our perimeters are digital and they just went crazy and weren't showing us anything now of course we have a backup it's in a less convenient place to look at and observe at the time you know I asked ATC do you have a house for Donate to us? and they said no,We have lost her and we lost the house for her own Ford 80.

Yes, we will. Just no, it's an uncomfortable feeling descending through the clouds. You see without motors and they are all tumors that you are used to seeing in your abs. Cyr turned off the main battery and then turned it back on, which seemed to reset the Altima's tips and they came back on as we drove through the clouds. It was nice that we still had our vertical speed, so it wasn't really a big deal. and it wasn't that worrying other than you don't like to see more things failing without really knowing what might happen next, but it turned out that they came back relatively quickly and it wasn't a problem from there and ATC called up and said, "Okay, we've got you at 50-something hundred feet or whatever," so that's back to normal, so when we get to 3000 now we have some things to discuss.

So we have talked about it briefly and we are reporting back and we are discussing. Well I don't expect the equipment to go down because the equipment is my draw. The hydraulic pumps are probably not running or not running due to the engines being off so I read the sign again okay let's pull this handle , we're going to spin this reel, we pull, okay, this is how we're going to drop it dramatically if it was necessary. I asked ATC if I could go to the tower because I want to tell you to confirm, but they were able to see the equipment.

I know they can't legally tell you to confirm that the device is down, but you could tell me that it appears down. a criminal, which would be good because I didn't know if we would have to provide it so we wouldn't end up with lights, he would go out, he would fall, I would knock him down, you know, I just wanted every resource available, so we argued. We're going to get the gear up early enough so that if it doesn't come down, we'll have time to take it down and maybe make a few attempts before we land because there's no turning back, we're not going.

We're not going, we're going to land in one direction or the other, so I think around 1500 feet we give it the first try and lower the gear normally with the switch and immediately have a green light on the nose gear which always goes up first. and then with a slight pause a little longer than normal, we got a left gear and then a longer pause, maybe four or five seconds, and the right gear lit up and all three lit up green. Something is that there was a Brickyard milled upwind to turn the accessory gearbox. to turn the hydraulics enough so we had hydraulics and the gear lowered that and gravity and we went and got three greens and we were and I asked my co-pilot and he agreed that we were both convinced so we got three green, they are below. unlock no reason to open the gear

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ly one last item we're sweating gears down so gears down you're in a short final at this point eight getting my favorite show we're a thousand feet probably not but altitude and it's time to start putting in flaps and everything else because we know we're going to get to the field, we know we're doing the runway and at this point, you know, at this point, the adventure is almost over, you know, now it's It's just a matter of making a good landing, and in fact, I think I mentioned to Jerry that I had promised the woman in the back a smooth flight, so I was going to do everything I could to make sure she was a landing visitor. gentle.

We knew we were doing it. even though you come without engines, you still haven't forgotten that conversation you had at the beginning of the flight that you were going to give it a good flight, no, not at all, in fact, on the way down, more or less I felt bad for She because she doesn't fly often and when she does she dies of fear and now this happens to her a double engine

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could have happened to someone who was a little more comfortable flying on foot but yes, before touching us. Down below we discussed which systems are going to work and which aren't and at launch we said okay, we're going to land with the gears, isn't that down?

We're not worried about that deployment, neither brake should work well, that's a completely separate system. Our speed brakes don't work because we don't have our George, we're naming Obama testing them and other than that most of us are thrust reversers that don't work so we don't bother with them but I think we have a 9000 .runway on foot I'm not sure about that, but I think we had something or on a 9,000 foot runway, so we weren't worried about running out of runway. I'm standing in line there and I was hoping the brakes would work so I made my name.

It was all I could do to fix Charlie up and give him a good landing and it turned out to be a soft landing. I wanted that and we just stopped, they need trucks in the middle of the runway to meet us and we stopped next to them, an interpreter just in case, but the firefighter approached the plane, which was a relief because it meant we weren't on fire and there were no pieces hanging so at that moment we knew the adventures are over we are on the ground safe and sound so I lay on the plane the planes now stop on the runway atc and then I proceeded to ask go , I think they were just told that a plane with engine

failure

was arriving because obviously you're not going anywhere, I just talked about your capacitors in the back. here, both the doctors and the passengers have a sort of perplexed look because they're not quite sure why we're sitting there, yeah, it turns out there's 20-something thousand of us coming here, whatever, we better know that we had lost the picture and they diverted us to Savannah, so they understood that they knew all that.

Now at some point on the way down I had pulled the thrust levers back to descend and there wasn't enough bleed air to continue pressurizing and the pressurization became ridiculous for a moment which made everyone's eyes skip. ears, etc. I put some energy back down and you know, you're talking, everything was fine, they're 30 years old, their passengers may not have cleaned their ears too or the Same thing or whatever the case was because what the second engine behind a barrel fired they didn't hear, they didn't know apparently they thought it was just an idle and we were getting in and everything was quiet and actually none of them The back passengers the five in the back had any idea that the second engine had been turned off by Joe 32 we were on the ground and everything was quiet right there, it's probably better that they didn't know beforehand yes and forever because they could do it about it anyway and yes, we were concentrating on conserving energy, which We did, we informed them the way we have no advantages because the last thing I want to hear is after we land and when we told them this, the passengers' math, but the passengers had asked how we stayed so calm here because they had no idea that there was something out of the ordinary and to them it seemed like we were just pressing buttons normally and flying normally, the approach seemed normal. airfield, they just assumed that this is what a single engine approach looks like, now they realize you lost your engines, they were obviously grateful for your skills and how calm you are and what you did next.

I excused myself from the booth and went to the back. I grabbed my lunch box and started eating an apple. The woman, whose nerves apparently had not yet rested, says: I can't believe you were calm enough to come back here and eat an apple as if nothing had happened. and the medical advisor this is what he does when we land he looks for food and gets something to eat now I can tell you first hand that is exactly what you do every time we land anywhere if there is even a glimmer of time for us to go eat .

I absolutely have a groove, this guy hasn't missed a meal and I guess the

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motor failure isn't going to change that either. I can't always count on it to be fair at this point, service fuel contamination usually occurs on a plane that you are only traveling on. lose two engines due to one of two things: fuel contamination and lack of fuel. Clearly, it was full but there was plenty of fuel so basing it was not an option. We had 3,800 pounds of fuel when we landed, so obviously at that point it's going to be fuel contamination, so 1251 the weather is going to turn out to be fast forward now when you look at everything it turns out that f was definitely added to the fuel and so for those who are not familiar with what of f it explains what D F Is that where diesel vehicles manufactured after 2010 are used and require what is called diesel exhaust fluid F?

It is an additive that is not put in the fuel, it is put in a separate tank in diesel trucks and is pumped into the exhaust to be reborn. emissions and make them a little more environmentally friendly, this def is not made to be mixed with any fuel, be it diesel or jet fuel, in this case, inadvertently, a d EF container was used to transport the priest, whose prist is an anti-icing agent. which is added to jet fuel to prevent the water in the jet fuel from freezing and crystallizing and it also has an anti in my real co and it just stopped the growth of some little bacteria in the water in the jet fuel so They used a D EF container to transfer pressing from a 55 gallon drum to the five gallon drum on the truck and apparently a very small dose of D F can be fatal to an engine, so the reason D D F and the containers came into play is because certain Jets i.e. quotes one and two for the sample were added to their fuel first, not all Jets do, so not all Jets would be exposed to this, but in this case You are unaware of these Jets because, even as a pilot, you have no way of verifying whether Crist is in fact headed for fuel.

It's not like filtering the fuel will show you a different color. There's really nothing you can do. Yes, there is no test as a pilot. Seeing them put it on, you know, even if you watch them closely. They're pumping out of a jet, a truck, and they've got Priss' lover on, which is what you're looking at, so this is being pumped out and it looks normal, it smells normal, it comes in, there's nothing to tell you what it is. There is no indicator that tells you what it is and at that time there is no possible way of knowing that you have F contamination.

I know when this event first occurred, you know it very humbly and you know it and you didn't do it. I want to take a lot of credit, but I personally, for my part, and I'm sure the people on board, anyone who is watching this, would say that you did an incredible feat, you saved seven lives, you saved property from being damaged and you are probably the only person in history to have glide time on a date or you essentially became a test pilot. I mean, I don't even know if when they certify these airplanes, if they ever shut down two engines, it's like that, you definitely have I've done something or five, no one before you and hopefully no one after you will do it again and, like I said, I even say this, but you're really my hero to me and you point out a lot of people involved in.

You know Bob Hoover's words, you fly the plane. to the accident scene, that's it and you can see that the most important thing that he has changed is that the attitude that he had when he was not flying is a very relaxed attitude when things go wrong. I'm still very relaxed in emergency situations, very relaxed. I'm not really a warrior or a nervous person, what I learned was that shortly after I started training for rendezvous seven to six fifty and I put a lot more emphasis on knowing their systems and knowing the airplane, knowing what systems they are.

I'm going to rule out what systems are expected to work and I think it's much more realistic for me to not know anyone who was a student pilot. Yes, I learned everything about the plane and I knew everything there was to know about archers when I flew them, but. then I would go to a Sky Hawk and my attitude was almost I know the V speeds. I can fake the rest and you know, and then I went into this plane and that plane in this plane and it reminds you of the importance of knowing the systems because the systems can be completely different some have air hydraulic Laura some have mechanical others are backed with something above in some cases the pneumatics to blow the gear or also with the brakes some are not and it goes on and on and on and I feel like after that I realized the importance of learning the systems in a new airplane.

Yes, I think it's a very good lesson for all of us, if I even hear you say it, it makes me realize that it is so. something I could also be doing with all the airplanes I fly. I think it's a really valuable and well-spoken lesson. Thank you, on that note and know, thank you for taking this time, thank you for talking to us for those who want to. Find out more about what happened, you can investigate the

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EF motor failure. I know. FB should get all the alerts about this. Actually, this is over. It's hit the mainstream media for some reason.

It's been all over the industry, within all the industry magazines and subs. As always guys, if you like these videos, make sureto press the like button and subscribe. The biggest compliment I can receive is your subscription to the channel and I hope you enjoyed it. This is a little different than the normal videos we make, but I hope you enjoy them. this and go ahead and leave your comments below let us know what you think go ahead Bruce we'll take a look at the comments and any messages you want to send him make sure you do it there so until next time guys. stay safe and see you next time