My two cents- The right-hand engine failed at the worst possible time a couple of seconds after takeoff, leaving him with the choice of either cutting the remaining engine and crashlanding in the fields off the end of the runway, or trying to take off on the one engine.
He opted for one engine flight, but the asymmetric thrust caught him by surprise before he had time to compensate.
From what i remember reading, the A26 invader was its designation up to 1948 when air command dropped the A ,attack and adopted B as the B26 invader, not to be confused with the Martin Marauder of the same code. So everyone is right A or B it is both!
Interestingly after reading a few posts about the Martin Marauder being a widow maker I wonder how many know it ended the war with the lowest loss rate of any USAAF bomber, go figure.
Yep, thats the Invader. I just wonder why they did not abort the take-off. On those old twin-engine planes, one engine doesn't seem to be powerful enough to climb.
No, it is a A-26. The B-26 was a larger plain. Look look it up on google in images you WILL see the difference. The B was the Marauder, the A-26 is the invader.
Surely he or she must have felt the yaw on the roll? I would have said "F##k this for a game of soldiers", pulled the mixture on both and waited for the sleigh ride to end.
Widowmaker was one of several negative nicknames given to the Martin Marauder, dedignated B26 during WWII. The airplane in this videio is a Douglass Invader, versions in service during WWII carried the designaton A26 and later evolved into B26 after WWII. The Martin variation of the B26 was notorious for taking inexperienced pilot's to their grave, specifially engine failure after takeoff. These engine out crashes caused the media to coin the phrase "One a day in Tampa Bay".
On the B26 the flaps are huge compared to the ailerons. If you pause very carefully, on 0:38 you can see the entire right wing and clearly see both right flap and right aileron facing down at almost if not the same angle. The difference in surface reflections on 0:37 (left wing) and 0:38 (right wing) is more than ample evidence. I hope you see it now.
Flaps are always inboard of ailerons. Please pause at exactly 0:37 and you will see the reflection of the left flap facing down, and just to the left of it, between the left wing tip and the flap, you will see an empty space. This empty space corresponds to the left aileron facing UP (full left aileron input) which from this angle, because it is pointed up, it is pointed to the camera angle and is why you see an empty space. You only see the edge of it from this point. Hope I explained it well.
No matter how much you try to compensate the lack of drag from the malfunctioning engine side turning the controls full to the left: the aircraft was still taking off, had insuficient speed and the rest his history. Shame. Such a fabulous bird... But what most matters is that all crew onboard escaped alive, didn´t they? That´s a miracle indeed.
Previously I cut and pasted directly from the crash report. Actually pulling power on takeoff is iffy in a highly valuable and somewhat rare aircraft. Who wants to be responsible if lost during practice? FAA always blames the pilot. Mechanical failure happens and the pilot MUST safely maintain control. /// The FAA is a joke. No mechanic and few pilots fear the feds.
@CFITOMAHAWK2 Takeoffs are a transition from driving to flying. At the liftoff point the pilot is suppose to be flying not sleeping. The left gear lifting first is the obvious idicator that he did not have the proper control input for the transition to flying... his attention was diverted... he needed left aileron and rudder to counteract the dying engine/ asymetrical thrust. Aileron is hard to see, but there was zero left rudder. He lost it and thankfully survived. AMEN.
NTSB INVESTIGATORS, VIA SUPERIORS AND LAWYERS, CAN BE BULLIED TO COME WITH A NON PILOT ERROR OR UNCERTAIN CAUSE OF ACCIDENT. SPECIALLY WHEN NOT A COMMERCIAL FLIGHT AND YOU KNOW, THE PIPIPILOT IS A FRIEND OF A FRIEND AND YOU KNOW, WE DIDN'T SEE THE VIDEO OR "THERE IS NOCLEAR EVIDENCE", OR NO PAYING PASSENGERS LAWYERS INVOLVED TO FIGHT BACK THE BS VERDICT, ETC. THEY ARE OWNED BY THE POWERS, YOUKNOW. AND HE DOES WANT TO KEEP HIS JOB WITHOUT REALLY POINTING FINGERS, ETC.
Actual crash report:The pilot stated that at approximately 140 MPH he performed liftoff... THE PILOT SAID HE ATTEMPTED TO FEATHER THE RIGHT ENGINE PROPELLER, BUT THE PROPELLER WOULD NOT FEATHER. HE WAS UNABLE TO MAINTAIN ALTITUDE, AND THE AIRPLANE CRASHED JUST OFF THE RUNWAY. POSTACCIDENT EXAMINATION OF THE RIGHT ENGINE DISCLOSED A FRACTURED/PARTIALLY DISINTEGRATED PISTON IN THE NUMBER TEN CYLINDER. THE RIGHT ENGINE'S PROPELLER FEATHERING SYSTEM WAS ALSO INOPERATIVE.
The pilot statements to NTSB are blatant lies. The video says the true story. One, he was under 140 mph when engine started failing. He had 6 seconds to pull throttles, but frozed in panic instead & PULLED UP. IT IS BS that he tried to feather the prop due you idle/shut that engine before feathering.
HE WAS TRYING TO BLAME THE MECHANICS, AS USUAL.
WHAT A DIRTY RAT. I had to defend friends mechanics a few times when an SOB Liar Flier like this do errors & lies.
google My Mary Lou (can't put link here) June 22, 1993 - N8036E "My Mary Lou", The crash happened on take-off in Kankakee, IL and the master cylinder in the #2 engine let go... Fortunately her right wing tip struck the ground and kept her upright...
I'm not a pilot. I have read a bit about many WW2 twin engine aircraft. Has anyone considered the exceptional amount of engine torque? Many of those aircraft would roll over just like this upon losing an engine during take-off, garnering them the name "Widowmaker"
@mabroussardii It is not "torque" buy "P factor" which is a function of propeller angle of attack. The right-descending blade has a higher angle of attack than the left. This has little effect on a big twin since the left-engine descending-blade is close to the fuselage center line. Facts are the pilot left the ground left main first and rolled her over into the ground.
Reviewing the video over & over...yes, it seems it was pilot error. Keep in mind most all warbirds are running around un-laden......Nothing on the bomb racks. Granted, some are reconfigured with extra tanks for more fuel figuring they will never hoist 2000 lbs worth of bombs anymore......so the flight envelope is not pushed THAT hard with "stock" configurations.
One thing here is missing...proper rudder input. As a commercial B-767-400 pilot, we are required to show proficiency in V1 cuts every year. It is always sad to see a perfectly flyable airplane end up in the dirt.
@OlesonMD He had right aileron at liftoff, so not having left rudder input would be right along the same lines. He was alseep at the controls. My bet is that the pilot has never had an engine pulled since he typed, and probably hadn't done it at VR in anything recently. Concur?
15 degrees of flaps--- it will fly at 95 MPH indicated with a full crew and 2000 pounds of bombs. If an engine fails at liftoff, it is controlable if you react immediately to the problem. The primary action is to FLY THE PLANE. After you have it under control, get that engine shut down and feathered. The pilot in this case was only baggage and the right seater if it was dual controlled, was a passenger!
@flyerjmr33 agreed 100% They frozed and Panic Pulled. Many cannot do that kind of emergency, but can buy a vintage plane to destroy it later. Shame....
FYI Takeoff flaps mandatory. Lift nose at 85 kts (100 mph). Lightweight liftoff is 100 kts (115 mph). VMC (velocity minimum controllable) is 122 kts (140 mph) and comes in 4 seconds after light-liftoff. A26 needs lots of runway for a good VMC takeoff.
I keep watching this over and over. I haven't been in an A26 since 2004 and might not ever again. He was in control trouble at 31 and had the wing in the ground at 38. All I see is asleep at the controls; he was just suprised and delayed adding aileron and rudder. A light loaded A26 should have flown out with the right one windmilling. It takes 10 seconds to feather. Beautiful aircraft= hate to see another one junked.
Where there pilots or drivers on that cabin? They tried to horse it up at under VMC with one engine failing last 6 seconds. Major Pilot Error. neither pulled the throttles as required. They are Panic Prone Pilots. Those guys next time will kill someone on the ground. They killed this Vintage Plane this time and maybe their backbones. Most accidents can be avoided. I had to pull throttles due that about 6 times in 6,000 hours.
@CFITOMAHAWK2 Respectfully Sir: Differing opinion here. Too short of a runway to stop. The right engine was making SOME power which is always better than NO power. IMO the pilot's mistake was diverting his attention and leaving the ground with uncorrected right aileron input. CONTROL is the most important commodity. He was out of control before the left main left the ground first. Time/suprise/panic does not allow messing around feathering. CONTROL is the most important commodity.
@CFITOMAHAWK2 I flew the A26B. Pretty obvious he lifted off left-main first.... so he left the ground with right bank input. the prop was still spinning so there was NO right engine prop drag. If he had sufficient control inputs, he would have left the ground wings level and then go left bank. Liftoff to VMC is 25mph, usually 4 sec. IMO he diverted his attention to the dying engine and drove himself into the ground. Most C models are single pilot controls.
I just don't understand why there was no rudder input to save this lightly-loaded B 26 and climb out on one engine? I mean, I know there's a lot going on in the cockpit at Vr when an engine really quits. Could they have been late realizing the failure? Gee, it always works great in the simulator or in the Baron with a student when an engine is pulled just before or at rotation. I guess in real life it's a different story sometimes.
@ProChoiceJesus Final reports say the pilot tried to feather the right prop, but the feathering mech was disabled. Rudder input alone wouldn't have saved an A-26 if the dying engine's prop blades are still in take-off position...Too much drag.
@bogdog999 OK, wow, a non-functional feathering mechanism...I know there are many different procedures in twins when one fan stops turning, and a B-26 is vastly different from a light twin, but I was taught; 1.) Mixture forward 2.) Props forward 3.) Throttles forward 4.) Flaps up 5.) Gear up 6.) Identify ("dead foot") 7.) Verify the dead with throttle 8.) Feather 9.) "Raise the dead" The actual feather is one of the last items, flaps & gear are more drag. B-26 possibly different emer. proc.
@ProChoiceJesus Giving the pilot a 2 count to realize there is something wrong, and then beginning with the number one on your list, the wingtip is on the ground by the count of 4. Pulling back on the throttles and applying brakes might have ended with the same result. No one will ever know. Seeing the smoke from the bad engine burbling behind the wing makes me think the wing was stalled. It was an engine failure at the worst possible time. It happens, so why argue over it?
@ProChoiceJesus There was only 7 seconds between lift off and wing tip hit. Left gear cleared ground FIRST= out of control at liftoff. My guess he was flapping at the throttles and his left hand added right aileron. 99% of pilots NEVER practice VR engine outs in an A26. Lesson learned: The first responsibility is to control the plane. Quick aileron input could have saved it and as it will fly with one windmilling. Sure glad it wasn't me. hu huh.
@bogdog999 Agreed, rudder input alone may or may not have done some good. Rudder effectiveness increases exponentially as an airplane becomes airborne, but here there was definately a lot of aileron and rudder needed, that didn't appear to be applied. This looks like pilot error, feathering is the last emergency item on most twin's engine-failure list. Twin pilot's are supposed to be given V1 failure's at every BFR.
@ProChoiceJesus "Twin Pilots are supposed to be given V1 cuts on every BFR". Airlines do but GA CFI's are BULLIED into giving only WIMPY BFR'S or been called bad names by SO MANY PIPIPILOTS with Paper Licenses. Crooked CFI's are more busy than straight CFI's. There too many CROOK CFI's on USA GA. Wonder why most accidents are avoidable if AIRLINE BFR given. But you cant. They will not call you again. They rather lie to passengers and tell them they know all knowing they don't
@ProChoiceJesus yes, it can be different. Some pilots panic and start doing all kinds of stupid things, like not correcting anything and just pulling the control wheel in panic. The video says it all. You can buy an airplane, but you cannot buy BALLS to put it simple. I hate to see historic planes bought by these clods that will eventually destroy it. By next decade there will be all crashed. I flew C-46's in the 70's (same engines here)
@ProChoiceJesus Hey, if you haven't had a TO failure since flight school, suprise is not an excuse for being asleep at the wheel. Pilot reported he lifted off at VMC+ for his weight. So did he admit he lifted off left gear first..... duh
@nottooold13 A real failure of one fan on a twin at rotation is a situation very difficult to handle even for pilots who are wide awake and really good/experienced in twins. I am not excusing any pilot error, I now take the position of not knowing enough about this particular accident to comment on it anymore, but pilot error seems to be entirely plausible, as does making excuses to divert attention away from your inability to properly get your twin off the ground after an engine failure.
@ProChoiceJesus Pretty obvious what happened. Airspeed is questionable. Fact is right aileron was applied on liftoff and NO left rudder was. If he had gotten 8 feet higher he would have landed inverted and cartwheeled into a ball of fire.
@nottooold13 Why you say right aileron was applied? You could easily see LEFT full aileron applied + takeoff flaps. What I fail to see is left rudder application. It seems pilot failed to realize engine failure until it was too late. What is the runway length over there? I see trees close by. Perhaps it is too short to attain vmc with this particular airplane and the pilot was forced to rotate anyway?
@Etorresdeltoro Looks like the plane banked to the right because propwash over the left wing as the right engine was not producing. Coupled with yaw from the thrust coming only from the left. So, the pilot corrects with RIGHT aileraon to lift the right wing, but this produces only drag on the right side, furthering the critical situation. Agreed that this was a very bad scenario, but the correct control would be left rudder.
@halnwheels Right aileron lowers the right wing and lifts the left wing. It is highly unlikely the pilot would correct a right wing dip with right aileron input. LEFT aileron (right aileron down) will increase drag on right wing.The correct first reaction (If he doesn't know of stbd. engine failure) is to input left aileron plus left rudder. Video shows LEFT aileron input applied and no left rudder. Are you a pilot? You seem to have flight control/input terminology backwards..
@Etorresdeltoro I was referring to what happens when the right aeleron is activated (downwards into the airflow) so my reference is to the control surface and which one. If you are saying to give left aeleron, as roll to the left, then the right aeleron goes down. THe inheret flaw in seleron deployment at high angle of attact (the case here) is what the Wright brothers discovered before the rest of the workd even knew how to really fly - which is referred to as Adverse Yaw Effect.
@halnwheels Agreed on control input and drag from "down" aileron. Left aileron (input) will only worsen stbd yaw from failed engine. Correct reaction must be then full left rudder and this is not seen on the video. It is unfortunate the short runway forced this pilot to rotate before v2 speed. Or was it panic?
Was Pilot Panic Pull very clearly. Plane veered right at 0:28, on those planes with no soundproofing at all you actually feel the cylinder failing vibrations on the controls and even hear the sounds of engine failing well. So you have many clues to stop the take off instead of denial, keep going and Panic Pull, then blame the mechanics for your very own mistakes. Happens a lot. Old things always fail. Part 91 up to pilot to be man enough to practice ALL emerg, on Sim at least.
@CFITOMAHAWK Agree 100%. To be honest and fair, perhaps the runway was too short to attempt an abort or let the plane reach v2. I also think those planes were too complicated for just 2 operators. The need for flight engineer was clearly seen on this design. Anyway. It was pilot error IMHO. Regards,,,,
@Etorresdeltoro I don't know the layout of flaps & aileron on this airplane, but what I DO see is a huge barn door hanging downwards on the inboard section (half) of the left wing. If that inboard surface is aileron then there was indeed right aileron applied, and quite a lot of it. Aileron is normally (always?) the outboard surface/section and flaps are inboard. I don't see ANYTHING pointing up on that left wing, which says right aileron or at least no left aileron applied after the failure.
This aircraft is a Douglas A-26 Invader. The plane had, or almost had, flying speed when the smoke starts out of the right side engine. I owned one about 20 years ago, and the engine failure occurred at that magic moment when the pilot must decide whether to kill the good engine and apply brakes, only to slide off the end of the runway, or to attempt to start flying and return or land out. Here, it appears the pilot erred to attempt take-off, probably thinking it was a single cylinder failure.
@TungstenKid Most emergency situations catch te pilot by surprise--- his immediate reaction is what saves the plane and passengers--- there was no reaction in this case-- no rudder deflection to counter the dead engine---The pilot in this case, looked like just another passenger.
@ beeroosterm. I'm sorry if I gave the impression that I've been anything but a passenger, or that I'm a mechanic. I wouldn't be able to answer that for you, I'm going on recollections from 17 years ago. All I can tell you is what my father told me. We had worked for the Collings Foundaion previously for 5 or so years on 909 and what was then All American and thats how he got word. Sorry I'm not of help there.
I'm going to train as a sniper. This will be for he single purpose of hunting down and eliminating jackasses who stand in front of cameras while a crash is happening, since their obliviousness apparently also keeps them from killing themselves. Killing these fuckers would also improve driving conditions in the United States.
This is a A-26 not a B-26. The B-26 was madefor the war ww2 it was retired after the war.The A-26 was created mid war and was retired after the Veitnam war,and this is the A-26
This is a A-26 not a B-26. The B-26 was madefor the war ww2 it was retired after the war.The A-26 was created mid war and was retired after the Veitnam war,and this is the A-26
If yu directed that stupid remark about a game console at me, buddy--- I've got news for you-- I happen to have 1000 hours of pilot time in the B-26 and am talking from actual experience.
What experience in this plane do you have? Looked in the cockpit, or do you even know how to climb up on it?
The problem that I see in this event is that the pilot never used any rudder. At the airspeed of the event, rudder is the primary directional control. The rudder on that bird is huge--the reason for it being that size is to give you control at slow airspeeds-- A combination of full lest aileron and full left rudder would have save his ass!
Actually, although the Martin B-26 Marauder was a totally different aircraft, after WWII when the Strategic Air Command was created (and after all the Martins were retired), SAC redesignated the bomber shown, a Douglas A-26 Invader, to B-26 in 1948 so not to confuse it with "A" (attack) aircraft used by the Tactical Air Command. So calling this a B-26 is actually correct. Also, Kermit Weeks still has a flying B-26 Marauder in Florida.
Flew in a B-24 Liberator last saturday greatest experience of my life. Only B-24 Bomber left in the world still flying. the other 2 left were originally cargo planes that have been reconfigured
@bad74maverick1 The "Witchcraft" ? Pretty neat aircraft like the "Nine-O-Nine" B17 that tours with it from the Collings Foundation .. See 'em every year @ KBCT
@skink5150 yeah the "Witchcraft". If I can figure out how to get my pics and vids I will post them they're great. I saw the Nine O' Nine fly over my appt. and told my roommate "let's go to Bolton field". when we got there I saw the Witchcraft with it and a p-51. I asked when the last flight was they said friday. I thought all day thursday and called in sick friday and went for it. Greatest thing I've ever did. It was a great trip especially from a historical point of view.
I knew the guy that flew this plane a lot. The sad thing about this is that pilot had plenty of runway left to stop, but instead rotated and ended up crashing it. I knew they had another B/A26 that they were in the process of restoring. I don't know if they ever did finish it.
I can understand a crash if it was at MTOW, but going up for an airshow? No bombs, probably not a whole lot of fuel; don't these pilots routinely train for engine out problems? Seems like a little left aileron/left rudder would've helped some unless he pulled it off before it had enough speed for effective control.
@TheCannonofMohammed IT's called VMC, dude. That's the minimum airspeed at which an directional control can be maintained with the critical engine operative. He had no runway to stop, and was below VMC. He couldn't have done anything about this.
@b1cc2 Maybe not , but full left rudder would be a start, along with left aileron. Just thinking out loud, I probably would've crashed & burned as well.
This is not a B-26; it is an A-26. This was not a designation change. The B-26 was a completely different airplane. Note: A-26 square fuselage; B-26 round fuselage. No B-26's currently fly today. Tons of A-26's though, many in use as fire bombers.
Panicked and Pulled on elevators instead of throttles and no correction for failing engine. They panicked and frozed. What a shame. Stupid Pilot Errors. Yank those chickens pilot licenses. Air show pilots my arse.
What you are seeing is not necessarily an inexperenced pilot. What you're seeing is a violation of Vmc speed. VELOCITY-MINIMUM CONTROL on one engine. He should have cut the power on both engines and aborted the takeoff. However, there is a good chance he did not knnow the right engine was crapping out.
1.This plane was designated as a B-26 dhen I flew them. It was later(Viet Nam) redesignated as an A-26 as it was during WW II. Look closley at the video. The plane had flying speed, was carrying a very light load and there was no rudder input to correct the problem. At slow speed, the big fin on that plane is the most effective directional control surface. Full left rudder would have brought it back to straight and level flight. There is no "luck" involved-- just proper training!
@flyerjmr33 Left rudder would be good if the plane was already flying above the stall speed, But left rudder would be left speed brake lol still would crash.
@flyerjmr33 For all twin engine aircraft there is a certain minimum speed below which the rudder will not be able to keep the aircraft straight in the event of an engine failure - I'm sure this plane hadn't reached that speed when the engine failure occurred, so it is largely irrelevant that the pilot didn't put in any left rudder. His only chance would have been to kill the other engine, stamp on the brakes and hope there was nothing beyond the boundary fence.
@steamchief1 The pilot here obviously has no B-26 training. I have 1000 hours in this bird and survived 2 engine failures on TO-- One was with a full crew and bomb load. Rudder and aileron input would have save the plane. He obviously had flying speed because he lifted off the ground. Have you ever flown a B-26?
@flyerjmr33 Wow! You are a lucky guy to have flown the A-26. What an awesome plane. I study aerodynamics, for fun mainly, and am building a full size P-40 replica to fly. I just sent the video link to my friend who is an aeronautical engineer for lockheed/martin. maybe he will have some insight. It seems he attempted a nose high B-25 Mitchell type takeoff, but had insufficient airspeed for single engine flight. The A-26 has a laminar flow wing and the training film warns against nose high t.o.
@flyerjmr33 you have the full force from the left engine and it forcing right since the right motor is broken down, there's no possible way to correct this situation by using rudder. lets not try to correct the pilot when you don't have a clue you talking about.
@zhamoua Of course you are experienced in this plane and know you will crash on TO with engine failure. I have 1000 hours in this plane and survived 2 engine failures on TO. One was with a full crew and bomb load--- hey--what the hell do I know? I was just one of the instructor pilots in the squadron--- What do you think that big rudder on this plane is there for, only looks?
@flyerjmr33 Right. I was typed in the A26B. Most of the glass-nose C models have only the left pilot controls (as per military specs). Only one guy pushing his left leg on that "hefty" rudder is truely a life of death situation at rotation. Max rudder push and sufficient left aileron should have saved it. Also as you know, the 26 takes lots of runway, and this one was critical on the accelerate/stop distance. Problem is that after many uneventful takeoffs, suprise= delay of input!
@zhamoua You seem to be the one with no clue what you are talking about. Of course it is possible to correct this situation with rudder. In fact, that is the main way a single engine takeoff is performed, with hefty amounts of rudder applied toward the good engine, but what would I know? I'm just a CFII rated in twins who has done many, many takeoffs with one engine. This accident was apparently pilot error as no visible rudder input was applied to correct this highly-salvageable accident.
@ProChoiceJesus let me help you describe this situation if you were to use the rudder in this case, with the full throttle on the left motor and dead on the right. rudder left would doing a knighf edge if you have enough rudder to keep it up. there could be other mechanical fairlure involve in this very incident plus that right motor. but if it wasn't taken off, then it would been a different situation. this particular pilot may even be more experience than you. i'm not a pilot.
1.This plane was designated as a B-26 dhen I flew them. It was later(Viet Nam) redesignated as an A-26 as it was during WW II. Look closley at the video. The plane had flying speed, was carrying a very light load and there was no rudder input to correct the problem. At slow speed, the big fin on that plane is the most effective directional control surface. Full left rudder would have brought it back to straight and level flight. There is no "luck" involved-- just proper training!
1.This plane was designated as a B-26 dhen I flew them. It was later(Viet Nam) redesignated as an A-26 as it was during WW II. Look closley at the video. The plane had flying speed, was carrying a very light load and there was no rudder input to correct the problem. At slow speed, the big fin on that plane is the most effective directional control surface. Full left rudder would have brought it back to straight and level flight. There is no "luck" involved-- just proper training!
does anyone else think the kid that talks at the point of the crash sounds like Shortie (the little asian kid from Indiana Jones and the Temple of Doom)?
I have about 1000 hours of pilot time in Korean era Douglas B-26's. I have 2 incidences of engine failure on take off. One happened just as I lifted off the ground at 95 MPH indicated with a full crew of 5 and a bomb load.
What I see in the video is an inexperienced pilot with an emergency situation beyond his training. The B-26 was/is a superb flyer on a single engine at almost any speed!
@flyerjmr33 If "The B-26 was/is a superb flyer on a single engine at almost any speed", why do they put two engines?? And why did my father died from an engine failure in Seno, Laos, during his take off (01/03/54) with all his bombs.. He was a very good pilot, too...
@flyerjmr33 I agree. Never flown a B-26 but the number one rule in flying twins is never turn into a dead engine. Most twin engine aircraft are fully capable of completing a takeoff with one engine and safely executing an emegency landing. Inexperienced pilot did not react in time to the failure by inputing left stick/yoke and getting the right wing up. Once that right wing dipped, it was all over.
@MrJcmd62 The "never turn into a dead engine" theory is actually incorrect. As long as you have proper rudder control and aileron inputs and stay well above VMC the airplane will handle just fine regardless of which engine you turn into.
@LearPilot1020 Obviously we had different instructors. I am talking about small Private Cessna and Piper twins. This theory obviously changes with larger and different powered aircraft. This theory probably isn't true for a jet with its engines mounted close on the rear of the plane. Either way its always a good idea to turn away from an engine that is causing nothing but drag. Never say never. Maybe I should have said avoid if at all possible turning into a dead engine, especially that low.
@MrJcmd62 I definitely see your point. If I was that low, I would agree with you and say turning into a dead engine isn't a good idea. At altitude, it's not such a big problem.
@skink5150 I'm not sure what you're trying to say here. P-factor and a critical engine (unless you're flying an aircraft with counter rotating props), in which case both engines are equally critical aerodynamically) are going to come into play anytime you lose an engine. Whether or not you're proficient enough to truly understand the effect that these things have on the airframe as well as the airflow over the control surfaces is what make the difference. You have to experience it to understand.
@flyerjmr33 yep I dont see why he couldnt have pulled the power back and got heavy into the brakes, you could hear the engine giving up the ghost on take off roll...
He rotated 6 seconds after he noticed the engine failed. He did a Panic Pull instead of pulling the throtles. He obviously panicked and pulled up. Very common take off accident (pilot error). They were certainly hurt or killed. B26 needs 130 mph to rotate safely.
He should have aborted.
check6ii 2 days ago
PS- In WW2 they were called A-26's, then after the war the Air Force called them B-26's
TungstenKid 3 days ago
My two cents- The right-hand engine failed at the worst possible time a couple of seconds after takeoff, leaving him with the choice of either cutting the remaining engine and crashlanding in the fields off the end of the runway, or trying to take off on the one engine.
He opted for one engine flight, but the asymmetric thrust caught him by surprise before he had time to compensate.
TungstenKid 3 days ago
life was sadly without HD those days
alexander1485 4 days ago
with propellers is always better STOP take off even after V1. More safe!
zanfozanfani 4 days ago
missed the money shot.
wirikuta14 1 week ago
they should have noticed that it wasnt producing full power and aborted the take off rotation
co-pilot or engineer was not paying attention to the engine gauges
TheRoadsnake 1 week ago
From what i remember reading, the A26 invader was its designation up to 1948 when air command dropped the A ,attack and adopted B as the B26 invader, not to be confused with the Martin Marauder of the same code. So everyone is right A or B it is both!
Interestingly after reading a few posts about the Martin Marauder being a widow maker I wonder how many know it ended the war with the lowest loss rate of any USAAF bomber, go figure.
warp65 1 week ago 2
Yep, thats the Invader. I just wonder why they did not abort the take-off. On those old twin-engine planes, one engine doesn't seem to be powerful enough to climb.
flightisallright 1 week ago
Actually it's an A-26 and not a B-26.
Sodnal 1 week ago 8
The Widow Maker strikes again...
neomuttley 2 weeks ago
No, it is a A-26. The B-26 was a larger plain. Look look it up on google in images you WILL see the difference. The B was the Marauder, the A-26 is the invader.
P47THUNDERBOLTII 2 weeks ago
No, it's the B26 Marauder, also known as The Baltimore Whore AND the Widow-Maker because of high landing speeds.
rxprincess80 2 weeks ago
Is this not a Douglas A 26 Invader?
bendallsshredder 2 weeks ago 5
@bendallsshredder It is...
lefdepord 2 weeks ago
@bendallsshredder It was...
MrJoelFabio 4 days ago
well the plane crashed who care's as long as the crew on board lived thats all that matter's
1bearcatf8f 3 weeks ago
@1bearcatf8f DID THEY ????
michaelwright999 1 week ago
Surely he or she must have felt the yaw on the roll? I would have said "F##k this for a game of soldiers", pulled the mixture on both and waited for the sleigh ride to end.
schlusselmensch 1 month ago
Widowmaker was one of several negative nicknames given to the Martin Marauder, dedignated B26 during WWII. The airplane in this videio is a Douglass Invader, versions in service during WWII carried the designaton A26 and later evolved into B26 after WWII. The Martin variation of the B26 was notorious for taking inexperienced pilot's to their grave, specifially engine failure after takeoff. These engine out crashes caused the media to coin the phrase "One a day in Tampa Bay".
MrDucatizombie 1 month ago
That's not good its a crash!
GlenCychosz 1 month ago
On the B26 the flaps are huge compared to the ailerons. If you pause very carefully, on 0:38 you can see the entire right wing and clearly see both right flap and right aileron facing down at almost if not the same angle. The difference in surface reflections on 0:37 (left wing) and 0:38 (right wing) is more than ample evidence. I hope you see it now.
Etorresdeltoro 1 month ago
Flaps are always inboard of ailerons. Please pause at exactly 0:37 and you will see the reflection of the left flap facing down, and just to the left of it, between the left wing tip and the flap, you will see an empty space. This empty space corresponds to the left aileron facing UP (full left aileron input) which from this angle, because it is pointed up, it is pointed to the camera angle and is why you see an empty space. You only see the edge of it from this point. Hope I explained it well.
Etorresdeltoro 1 month ago
Is that Data from Goonies? "Pincers of Power!"
MrSteelyross 1 month ago
Can't understand why he did not abort.
squizzoo 1 month ago
@squizzoo Because he was past vR, long past the decision to abort.
ProChoiceJesus 1 month ago
The "widowmaker" fails to live up to its name on this one.
Thank God.
squizzoo 1 month ago
@squizzoo that nickname was applied to the Martin B-26 this is a Douglas B-26 but it sure seems to apply to this airplane
agrapure 1 month ago
No matter how much you try to compensate the lack of drag from the malfunctioning engine side turning the controls full to the left: the aircraft was still taking off, had insuficient speed and the rest his history. Shame. Such a fabulous bird... But what most matters is that all crew onboard escaped alive, didn´t they? That´s a miracle indeed.
AlanMartinNala 1 month ago
Talk about the worst possible time for an engine out. Glad they walked away....... shout out to the indiana jones kid in the audio.
4NICK8TER1 1 month ago
Previously I cut and pasted directly from the crash report. Actually pulling power on takeoff is iffy in a highly valuable and somewhat rare aircraft. Who wants to be responsible if lost during practice? FAA always blames the pilot. Mechanical failure happens and the pilot MUST safely maintain control. /// The FAA is a joke. No mechanic and few pilots fear the feds.
nottooold13 1 month ago
@CFITOMAHAWK2 Takeoffs are a transition from driving to flying. At the liftoff point the pilot is suppose to be flying not sleeping. The left gear lifting first is the obvious idicator that he did not have the proper control input for the transition to flying... his attention was diverted... he needed left aileron and rudder to counteract the dying engine/ asymetrical thrust. Aileron is hard to see, but there was zero left rudder. He lost it and thankfully survived. AMEN.
nottooold13 1 month ago
I can find no evidence that pilot was cited for improper pilot technique.
nottooold13 1 month ago
@nottooold13
NTSB INVESTIGATORS, VIA SUPERIORS AND LAWYERS, CAN BE BULLIED TO COME WITH A NON PILOT ERROR OR UNCERTAIN CAUSE OF ACCIDENT. SPECIALLY WHEN NOT A COMMERCIAL FLIGHT AND YOU KNOW, THE PIPIPILOT IS A FRIEND OF A FRIEND AND YOU KNOW, WE DIDN'T SEE THE VIDEO OR "THERE IS NOCLEAR EVIDENCE", OR NO PAYING PASSENGERS LAWYERS INVOLVED TO FIGHT BACK THE BS VERDICT, ETC. THEY ARE OWNED BY THE POWERS, YOUKNOW. AND HE DOES WANT TO KEEP HIS JOB WITHOUT REALLY POINTING FINGERS, ETC.
CFITOMAHAWK 1 month ago
Actual crash report:The pilot stated that at approximately 140 MPH he performed liftoff... THE PILOT SAID HE ATTEMPTED TO FEATHER THE RIGHT ENGINE PROPELLER, BUT THE PROPELLER WOULD NOT FEATHER. HE WAS UNABLE TO MAINTAIN ALTITUDE, AND THE AIRPLANE CRASHED JUST OFF THE RUNWAY. POSTACCIDENT EXAMINATION OF THE RIGHT ENGINE DISCLOSED A FRACTURED/PARTIALLY DISINTEGRATED PISTON IN THE NUMBER TEN CYLINDER. THE RIGHT ENGINE'S PROPELLER FEATHERING SYSTEM WAS ALSO INOPERATIVE.
nottooold13 1 month ago
@nottooold13
The pilot statements to NTSB are blatant lies. The video says the true story. One, he was under 140 mph when engine started failing. He had 6 seconds to pull throttles, but frozed in panic instead & PULLED UP. IT IS BS that he tried to feather the prop due you idle/shut that engine before feathering.
HE WAS TRYING TO BLAME THE MECHANICS, AS USUAL.
WHAT A DIRTY RAT. I had to defend friends mechanics a few times when an SOB Liar Flier like this do errors & lies.
CFITOMAHAWK 1 month ago
2005 iniformation Warbird Registry Org
- Crashed on takeoff, Kankakee, IL, June 22, 1993.
- Under restoration for static display, Uvalde, TX, 1998-1999.
- Marked as 435696/BC-696/My Mary Lou.
nottooold13 1 month ago
google My Mary Lou (can't put link here) June 22, 1993 - N8036E "My Mary Lou", The crash happened on take-off in Kankakee, IL and the master cylinder in the #2 engine let go... Fortunately her right wing tip struck the ground and kept her upright...
.
nottooold13 1 month ago
PROTIP: When dumb people are all standing up, lift camera above their heads.
Area51T 1 month ago
I'm not a pilot. I have read a bit about many WW2 twin engine aircraft. Has anyone considered the exceptional amount of engine torque? Many of those aircraft would roll over just like this upon losing an engine during take-off, garnering them the name "Widowmaker"
mabroussardii 1 month ago
@mabroussardii It is not "torque" buy "P factor" which is a function of propeller angle of attack. The right-descending blade has a higher angle of attack than the left. This has little effect on a big twin since the left-engine descending-blade is close to the fuselage center line. Facts are the pilot left the ground left main first and rolled her over into the ground.
nottooold13 1 month ago
Reviewing the video over & over...yes, it seems it was pilot error. Keep in mind most all warbirds are running around un-laden......Nothing on the bomb racks. Granted, some are reconfigured with extra tanks for more fuel figuring they will never hoist 2000 lbs worth of bombs anymore......so the flight envelope is not pushed THAT hard with "stock" configurations.
RichardEllisxyz 1 month ago
What do you mean "little did we know"? You can clearly see tons of smoke coming from the engine. Open your eyes.
infosecmgr1 2 months ago
Uuuh..Left aileron anyone?
motokid032 2 months ago in playlist Crash
Turning into the dead engine??
cawboybutterball10 2 months ago
it has been said any landing you can walk away from is a good one. they never said anything about take-offs
TheCannonofMohammed 2 months ago
@TheCannonofMohammed He got the mains off the ground= flying. Therefore he had a landing crash, though the flight was really short.
nottooold13 1 month ago
One thing here is missing...proper rudder input. As a commercial B-767-400 pilot, we are required to show proficiency in V1 cuts every year. It is always sad to see a perfectly flyable airplane end up in the dirt.
OlesonMD 2 months ago
@OlesonMD He had right aileron at liftoff, so not having left rudder input would be right along the same lines. He was alseep at the controls. My bet is that the pilot has never had an engine pulled since he typed, and probably hadn't done it at VR in anything recently. Concur?
nottooold13 1 month ago
15 degrees of flaps--- it will fly at 95 MPH indicated with a full crew and 2000 pounds of bombs. If an engine fails at liftoff, it is controlable if you react immediately to the problem. The primary action is to FLY THE PLANE. After you have it under control, get that engine shut down and feathered. The pilot in this case was only baggage and the right seater if it was dual controlled, was a passenger!
flyerjmr33 2 months ago
@flyerjmr33 agreed 100% They frozed and Panic Pulled. Many cannot do that kind of emergency, but can buy a vintage plane to destroy it later. Shame....
CFITOMAHAWK2 1 month ago
@flyerjmr33 Right. HE lost it before liftoff. @10 secs to feather an R2800.
nottooold13 1 month ago
FYI Takeoff flaps mandatory. Lift nose at 85 kts (100 mph). Lightweight liftoff is 100 kts (115 mph). VMC (velocity minimum controllable) is 122 kts (140 mph) and comes in 4 seconds after light-liftoff. A26 needs lots of runway for a good VMC takeoff.
nottooold13 2 months ago
I keep watching this over and over. I haven't been in an A26 since 2004 and might not ever again. He was in control trouble at 31 and had the wing in the ground at 38. All I see is asleep at the controls; he was just suprised and delayed adding aileron and rudder. A light loaded A26 should have flown out with the right one windmilling. It takes 10 seconds to feather. Beautiful aircraft= hate to see another one junked.
nottooold13 2 months ago
0:40 STFU!!!!!!!!!
mikethenascarfan 2 months ago
reject!reject!!!!!!!
nimrob 2 months ago
Where there pilots or drivers on that cabin? They tried to horse it up at under VMC with one engine failing last 6 seconds. Major Pilot Error. neither pulled the throttles as required. They are Panic Prone Pilots. Those guys next time will kill someone on the ground. They killed this Vintage Plane this time and maybe their backbones. Most accidents can be avoided. I had to pull throttles due that about 6 times in 6,000 hours.
CFITOMAHAWK2 3 months ago
@CFITOMAHAWK2 Respectfully Sir: Differing opinion here. Too short of a runway to stop. The right engine was making SOME power which is always better than NO power. IMO the pilot's mistake was diverting his attention and leaving the ground with uncorrected right aileron input. CONTROL is the most important commodity. He was out of control before the left main left the ground first. Time/suprise/panic does not allow messing around feathering. CONTROL is the most important commodity.
nottooold13 2 months ago
@nottooold13 You make no sense saying "uncorrected right aileron input" har, har. You must had the same CFI as this Chicken Pipipilot in the video.
CFITOMAHAWK2 1 month ago
@CFITOMAHAWK2 I flew the A26B. Pretty obvious he lifted off left-main first.... so he left the ground with right bank input. the prop was still spinning so there was NO right engine prop drag. If he had sufficient control inputs, he would have left the ground wings level and then go left bank. Liftoff to VMC is 25mph, usually 4 sec. IMO he diverted his attention to the dying engine and drove himself into the ground. Most C models are single pilot controls.
nottooold13 1 month ago
Would pulling slightly to the left and som yaw get out of that quite easy?
dtiydr 3 months ago
I just don't understand why there was no rudder input to save this lightly-loaded B 26 and climb out on one engine? I mean, I know there's a lot going on in the cockpit at Vr when an engine really quits. Could they have been late realizing the failure? Gee, it always works great in the simulator or in the Baron with a student when an engine is pulled just before or at rotation. I guess in real life it's a different story sometimes.
ProChoiceJesus 3 months ago
@ProChoiceJesus Final reports say the pilot tried to feather the right prop, but the feathering mech was disabled. Rudder input alone wouldn't have saved an A-26 if the dying engine's prop blades are still in take-off position...Too much drag.
bogdog999 3 months ago
@bogdog999 OK, wow, a non-functional feathering mechanism...I know there are many different procedures in twins when one fan stops turning, and a B-26 is vastly different from a light twin, but I was taught; 1.) Mixture forward 2.) Props forward 3.) Throttles forward 4.) Flaps up 5.) Gear up 6.) Identify ("dead foot") 7.) Verify the dead with throttle 8.) Feather 9.) "Raise the dead" The actual feather is one of the last items, flaps & gear are more drag. B-26 possibly different emer. proc.
ProChoiceJesus 3 months ago
Comment removed
CaptJackSpeed 3 months ago
@ProChoiceJesus Giving the pilot a 2 count to realize there is something wrong, and then beginning with the number one on your list, the wingtip is on the ground by the count of 4. Pulling back on the throttles and applying brakes might have ended with the same result. No one will ever know. Seeing the smoke from the bad engine burbling behind the wing makes me think the wing was stalled. It was an engine failure at the worst possible time. It happens, so why argue over it?
CaptJackSpeed 3 months ago
@ProChoiceJesus There was only 7 seconds between lift off and wing tip hit. Left gear cleared ground FIRST= out of control at liftoff. My guess he was flapping at the throttles and his left hand added right aileron. 99% of pilots NEVER practice VR engine outs in an A26. Lesson learned: The first responsibility is to control the plane. Quick aileron input could have saved it and as it will fly with one windmilling. Sure glad it wasn't me. hu huh.
nottooold13 2 months ago
@bogdog999 Agreed, rudder input alone may or may not have done some good. Rudder effectiveness increases exponentially as an airplane becomes airborne, but here there was definately a lot of aileron and rudder needed, that didn't appear to be applied. This looks like pilot error, feathering is the last emergency item on most twin's engine-failure list. Twin pilot's are supposed to be given V1 failure's at every BFR.
ProChoiceJesus 1 month ago
@ProChoiceJesus "Twin Pilots are supposed to be given V1 cuts on every BFR". Airlines do but GA CFI's are BULLIED into giving only WIMPY BFR'S or been called bad names by SO MANY PIPIPILOTS with Paper Licenses. Crooked CFI's are more busy than straight CFI's. There too many CROOK CFI's on USA GA. Wonder why most accidents are avoidable if AIRLINE BFR given. But you cant. They will not call you again. They rather lie to passengers and tell them they know all knowing they don't
CFITOMAHAWK 1 month ago in playlist fsx
@ProChoiceJesus Fact is that NO left rudder was applied and right aileron WAS. VMC means that single engine control IS POSSIBLE.
nottooold13 1 month ago
@ProChoiceJesus yes, it can be different. Some pilots panic and start doing all kinds of stupid things, like not correcting anything and just pulling the control wheel in panic. The video says it all. You can buy an airplane, but you cannot buy BALLS to put it simple. I hate to see historic planes bought by these clods that will eventually destroy it. By next decade there will be all crashed. I flew C-46's in the 70's (same engines here)
CFITOMAHAWK2 1 month ago
@ProChoiceJesus Hey, if you haven't had a TO failure since flight school, suprise is not an excuse for being asleep at the wheel. Pilot reported he lifted off at VMC+ for his weight. So did he admit he lifted off left gear first..... duh
nottooold13 1 month ago
@nottooold13 A real failure of one fan on a twin at rotation is a situation very difficult to handle even for pilots who are wide awake and really good/experienced in twins. I am not excusing any pilot error, I now take the position of not knowing enough about this particular accident to comment on it anymore, but pilot error seems to be entirely plausible, as does making excuses to divert attention away from your inability to properly get your twin off the ground after an engine failure.
ProChoiceJesus 1 month ago
@ProChoiceJesus Pretty obvious what happened. Airspeed is questionable. Fact is right aileron was applied on liftoff and NO left rudder was. If he had gotten 8 feet higher he would have landed inverted and cartwheeled into a ball of fire.
nottooold13 1 month ago
@nottooold13 Why you say right aileron was applied? You could easily see LEFT full aileron applied + takeoff flaps. What I fail to see is left rudder application. It seems pilot failed to realize engine failure until it was too late. What is the runway length over there? I see trees close by. Perhaps it is too short to attain vmc with this particular airplane and the pilot was forced to rotate anyway?
Etorresdeltoro 1 month ago
@Etorresdeltoro Looks like the plane banked to the right because propwash over the left wing as the right engine was not producing. Coupled with yaw from the thrust coming only from the left. So, the pilot corrects with RIGHT aileraon to lift the right wing, but this produces only drag on the right side, furthering the critical situation. Agreed that this was a very bad scenario, but the correct control would be left rudder.
halnwheels 1 month ago
@halnwheels Right aileron lowers the right wing and lifts the left wing. It is highly unlikely the pilot would correct a right wing dip with right aileron input. LEFT aileron (right aileron down) will increase drag on right wing.The correct first reaction (If he doesn't know of stbd. engine failure) is to input left aileron plus left rudder. Video shows LEFT aileron input applied and no left rudder. Are you a pilot? You seem to have flight control/input terminology backwards..
Etorresdeltoro 1 month ago
@Etorresdeltoro I was referring to what happens when the right aeleron is activated (downwards into the airflow) so my reference is to the control surface and which one. If you are saying to give left aeleron, as roll to the left, then the right aeleron goes down. THe inheret flaw in seleron deployment at high angle of attact (the case here) is what the Wright brothers discovered before the rest of the workd even knew how to really fly - which is referred to as Adverse Yaw Effect.
halnwheels 1 month ago
@halnwheels Agreed on control input and drag from "down" aileron. Left aileron (input) will only worsen stbd yaw from failed engine. Correct reaction must be then full left rudder and this is not seen on the video. It is unfortunate the short runway forced this pilot to rotate before v2 speed. Or was it panic?
Etorresdeltoro 1 month ago
@Etorresdeltoro
Was Pilot Panic Pull very clearly. Plane veered right at 0:28, on those planes with no soundproofing at all you actually feel the cylinder failing vibrations on the controls and even hear the sounds of engine failing well. So you have many clues to stop the take off instead of denial, keep going and Panic Pull, then blame the mechanics for your very own mistakes. Happens a lot. Old things always fail. Part 91 up to pilot to be man enough to practice ALL emerg, on Sim at least.
CFITOMAHAWK 1 month ago
@CFITOMAHAWK Agree 100%. To be honest and fair, perhaps the runway was too short to attempt an abort or let the plane reach v2. I also think those planes were too complicated for just 2 operators. The need for flight engineer was clearly seen on this design. Anyway. It was pilot error IMHO. Regards,,,,
Etorresdeltoro 1 month ago
@Etorresdeltoro I don't know the layout of flaps & aileron on this airplane, but what I DO see is a huge barn door hanging downwards on the inboard section (half) of the left wing. If that inboard surface is aileron then there was indeed right aileron applied, and quite a lot of it. Aileron is normally (always?) the outboard surface/section and flaps are inboard. I don't see ANYTHING pointing up on that left wing, which says right aileron or at least no left aileron applied after the failure.
ProChoiceJesus 1 month ago
Comment removed
ProChoiceJesus 1 month ago
This aircraft is a Douglas A-26 Invader. The plane had, or almost had, flying speed when the smoke starts out of the right side engine. I owned one about 20 years ago, and the engine failure occurred at that magic moment when the pilot must decide whether to kill the good engine and apply brakes, only to slide off the end of the runway, or to attempt to start flying and return or land out. Here, it appears the pilot erred to attempt take-off, probably thinking it was a single cylinder failure.
tomtherailnut 3 months ago
Somebody was Killed by this accident?
wittmanntankhero1 3 months ago
Love the kid 0:39 (THATS NOT GOOD ITS A CRASH LOL)
basimpsn 3 months ago
Looks like an A-26 Invader to me, not a B-26 Marauder.
When the right engine conked, the left engine made the plane yaw right and the pilot seemed caught by surprise
TungstenKid 4 months ago
@TungstenKid Most emergency situations catch te pilot by surprise--- his immediate reaction is what saves the plane and passengers--- there was no reaction in this case-- no rudder deflection to counter the dead engine---The pilot in this case, looked like just another passenger.
flyerjmr33 3 months ago
I am 78--- I graduated pilot training when I was 20--- Spent my 21st birthday at the Officers Club at K-8(Kunson)
flyerjmr33 4 months ago
@ beeroosterm. I'm sorry if I gave the impression that I've been anything but a passenger, or that I'm a mechanic. I wouldn't be able to answer that for you, I'm going on recollections from 17 years ago. All I can tell you is what my father told me. We had worked for the Collings Foundaion previously for 5 or so years on 909 and what was then All American and thats how he got word. Sorry I'm not of help there.
frazzemrat1 4 months ago
I was there for this crash. I was 11 at the time.
sober000 4 months ago
RTO wasn't possible?
636Castle 4 months ago
Could have been worse had it been #1
skink5150 4 months ago
No worry folks! This was only part of the festival.
dtiydr 4 months ago
oh THX for the clarification actualy is knew that i just forgot
wolfgagger 4 months ago
0:40 ITS A TRAP!
dillondownie 4 months ago
cameraman fail.
flightoftheunknown 4 months ago
it's a CRRAAASSHSHHSHS
mustang19ms 5 months ago
I'm going to train as a sniper. This will be for he single purpose of hunting down and eliminating jackasses who stand in front of cameras while a crash is happening, since their obliviousness apparently also keeps them from killing themselves. Killing these fuckers would also improve driving conditions in the United States.
bobbbhalicious 5 months ago
This has been flagged as spam show
This is a A-26 not a B-26. The B-26 was madefor the war ww2 it was retired after the war.The A-26 was created mid war and was retired after the Veitnam war,and this is the A-26
wolfgagger 5 months ago
This is a A-26 not a B-26. The B-26 was madefor the war ww2 it was retired after the war.The A-26 was created mid war and was retired after the Veitnam war,and this is the A-26
wolfgagger 5 months ago
@wolfgagger Correct; it's an A-26. The B-26 had a cigar fuselage and rounded rudder/vertical stabilizer.
SenorSpode 5 months ago
@wolfgagger The A-26 was actually redesignated B-26 after WWII
rustyATV 5 months ago
@rustyATV and then back again to A-26 in the Vietnam war for political reasons
vascoribeiro69 4 months ago
@vascoribeiro69 Yes, meaning calling it a B-26 isn't entirely incorrect and certainly not worthy of commenting as such on YouTube.
rustyATV 4 months ago
Eso alguna vez va a pasar con esos aviones tan viejos y quizas faltos de mantenimiento adecuado...
bompiberlot 5 months ago
If yu directed that stupid remark about a game console at me, buddy--- I've got news for you-- I happen to have 1000 hours of pilot time in the B-26 and am talking from actual experience.
What experience in this plane do you have? Looked in the cockpit, or do you even know how to climb up on it?
flyerjmr33 5 months ago
The problem that I see in this event is that the pilot never used any rudder. At the airspeed of the event, rudder is the primary directional control. The rudder on that bird is huge--the reason for it being that size is to give you control at slow airspeeds-- A combination of full lest aileron and full left rudder would have save his ass!
flyerjmr33 5 months ago
@flyerjmr33 OH and you learnt this playing on your little game console, yeah great addvice ..............
RaulMeatFactorys 5 months ago
Actually, although the Martin B-26 Marauder was a totally different aircraft, after WWII when the Strategic Air Command was created (and after all the Martins were retired), SAC redesignated the bomber shown, a Douglas A-26 Invader, to B-26 in 1948 so not to confuse it with "A" (attack) aircraft used by the Tactical Air Command. So calling this a B-26 is actually correct. Also, Kermit Weeks still has a flying B-26 Marauder in Florida.
a1adaydream 5 months ago
First one was caused by a slug of water in the fuel -- second time was a cracked mag block
flyerjmr33 5 months ago
Yup, it still wanted to fly :( There goes another piece of history
TheProPilot 6 months ago
that kid sounded like he wanted it to crash,....and was the plane and crew ok?
popsnacks2 6 months ago
Flew in a B-24 Liberator last saturday greatest experience of my life. Only B-24 Bomber left in the world still flying. the other 2 left were originally cargo planes that have been reconfigured
bad74maverick1 6 months ago
@bad74maverick1 The "Witchcraft" ? Pretty neat aircraft like the "Nine-O-Nine" B17 that tours with it from the Collings Foundation .. See 'em every year @ KBCT
skink5150 4 months ago
@skink5150 yeah the "Witchcraft". If I can figure out how to get my pics and vids I will post them they're great. I saw the Nine O' Nine fly over my appt. and told my roommate "let's go to Bolton field". when we got there I saw the Witchcraft with it and a p-51. I asked when the last flight was they said friday. I thought all day thursday and called in sick friday and went for it. Greatest thing I've ever did. It was a great trip especially from a historical point of view.
bad74maverick1 4 months ago
glad they walked away, looks restorable.
bad74maverick1 6 months ago
"OH MY GOOD!! ITS A CHRASH!!"
Kitfugl 6 months ago
I knew the guy that flew this plane a lot. The sad thing about this is that pilot had plenty of runway left to stop, but instead rotated and ended up crashing it. I knew they had another B/A26 that they were in the process of restoring. I don't know if they ever did finish it.
jamesyoungatsatxrrco 6 months ago
Does anyone know if the pilot survived?
praveen24121 7 months ago
@praveen24121 Never mind, just read the video description. The pilots walked away. Thanks.
praveen24121 7 months ago
It's a Douglas A-26,not a Martin B-26.
alneal100 7 months ago
I can understand a crash if it was at MTOW, but going up for an airshow? No bombs, probably not a whole lot of fuel; don't these pilots routinely train for engine out problems? Seems like a little left aileron/left rudder would've helped some unless he pulled it off before it had enough speed for effective control.
TheCannonofMohammed 7 months ago
@TheCannonofMohammed IT's called VMC, dude. That's the minimum airspeed at which an directional control can be maintained with the critical engine operative. He had no runway to stop, and was below VMC. He couldn't have done anything about this.
b1cc2 6 months ago
@b1cc2 Maybe not , but full left rudder would be a start, along with left aileron. Just thinking out loud, I probably would've crashed & burned as well.
kolbpilot 5 months ago
If I don't know who he is lol
FAF4590 8 months ago
Its a crash!!! I dont know why but I hate that kid even o
FAF4590 8 months ago
This is not a B-26; it is an A-26. This was not a designation change. The B-26 was a completely different airplane. Note: A-26 square fuselage; B-26 round fuselage. No B-26's currently fly today. Tons of A-26's though, many in use as fire bombers.
pathyskeeter 8 months ago
@pathyskeeter you are correct however B-26 (s/n 40-1464) is airworthy but has not been flown in 2 or 3 years but is maintained as airworthy.
bad74maverick1 6 months ago
Panicked and Pulled on elevators instead of throttles and no correction for failing engine. They panicked and frozed. What a shame. Stupid Pilot Errors. Yank those chickens pilot licenses. Air show pilots my arse.
CFITOMAHAWK2 8 months ago
What you are seeing is not necessarily an inexperenced pilot. What you're seeing is a violation of Vmc speed. VELOCITY-MINIMUM CONTROL on one engine. He should have cut the power on both engines and aborted the takeoff. However, there is a good chance he did not knnow the right engine was crapping out.
AW320 9 months ago
You can hear the starboard engine failing at :27, looks like the pilot did not correct for torque roll.
waverly24 9 months ago
1.This plane was designated as a B-26 dhen I flew them. It was later(Viet Nam) redesignated as an A-26 as it was during WW II. Look closley at the video. The plane had flying speed, was carrying a very light load and there was no rudder input to correct the problem. At slow speed, the big fin on that plane is the most effective directional control surface. Full left rudder would have brought it back to straight and level flight. There is no "luck" involved-- just proper training!
flyerjmr33 10 months ago 5
@flyerjmr33 I just couldnt see if there is any deflection on the rudder, ...maybe because there was none uh?!!
TheGentleman4u 3 months ago
@flyerjmr33 Left rudder would be good if the plane was already flying above the stall speed, But left rudder would be left speed brake lol still would crash.
basimpsn 3 months ago
@flyerjmr33 For all twin engine aircraft there is a certain minimum speed below which the rudder will not be able to keep the aircraft straight in the event of an engine failure - I'm sure this plane hadn't reached that speed when the engine failure occurred, so it is largely irrelevant that the pilot didn't put in any left rudder. His only chance would have been to kill the other engine, stamp on the brakes and hope there was nothing beyond the boundary fence.
steamchief1 3 months ago
@steamchief1 The pilot here obviously has no B-26 training. I have 1000 hours in this bird and survived 2 engine failures on TO-- One was with a full crew and bomb load. Rudder and aileron input would have save the plane. He obviously had flying speed because he lifted off the ground. Have you ever flown a B-26?
flyerjmr33 3 months ago
@flyerjmr33 Wow! You are a lucky guy to have flown the A-26. What an awesome plane. I study aerodynamics, for fun mainly, and am building a full size P-40 replica to fly. I just sent the video link to my friend who is an aeronautical engineer for lockheed/martin. maybe he will have some insight. It seems he attempted a nose high B-25 Mitchell type takeoff, but had insufficient airspeed for single engine flight. The A-26 has a laminar flow wing and the training film warns against nose high t.o.
CaptJackSpeed 3 months ago
@flyerjmr33 you have the full force from the left engine and it forcing right since the right motor is broken down, there's no possible way to correct this situation by using rudder. lets not try to correct the pilot when you don't have a clue you talking about.
zhamoua 3 months ago
@zhamoua Of course you are experienced in this plane and know you will crash on TO with engine failure. I have 1000 hours in this plane and survived 2 engine failures on TO. One was with a full crew and bomb load--- hey--what the hell do I know? I was just one of the instructor pilots in the squadron--- What do you think that big rudder on this plane is there for, only looks?
flyerjmr33 3 months ago
@flyerjmr33 Right. I was typed in the A26B. Most of the glass-nose C models have only the left pilot controls (as per military specs). Only one guy pushing his left leg on that "hefty" rudder is truely a life of death situation at rotation. Max rudder push and sufficient left aileron should have saved it. Also as you know, the 26 takes lots of runway, and this one was critical on the accelerate/stop distance. Problem is that after many uneventful takeoffs, suprise= delay of input!
nottooold13 2 months ago
@zhamoua You seem to be the one with no clue what you are talking about. Of course it is possible to correct this situation with rudder. In fact, that is the main way a single engine takeoff is performed, with hefty amounts of rudder applied toward the good engine, but what would I know? I'm just a CFII rated in twins who has done many, many takeoffs with one engine. This accident was apparently pilot error as no visible rudder input was applied to correct this highly-salvageable accident.
ProChoiceJesus 3 months ago
@ProChoiceJesus let me help you describe this situation if you were to use the rudder in this case, with the full throttle on the left motor and dead on the right. rudder left would doing a knighf edge if you have enough rudder to keep it up. there could be other mechanical fairlure involve in this very incident plus that right motor. but if it wasn't taken off, then it would been a different situation. this particular pilot may even be more experience than you. i'm not a pilot.
zhamoua 3 months ago
1.This plane was designated as a B-26 dhen I flew them. It was later(Viet Nam) redesignated as an A-26 as it was during WW II. Look closley at the video. The plane had flying speed, was carrying a very light load and there was no rudder input to correct the problem. At slow speed, the big fin on that plane is the most effective directional control surface. Full left rudder would have brought it back to straight and level flight. There is no "luck" involved-- just proper training!
flyerjmr33 10 months ago
1.This plane was designated as a B-26 dhen I flew them. It was later(Viet Nam) redesignated as an A-26 as it was during WW II. Look closley at the video. The plane had flying speed, was carrying a very light load and there was no rudder input to correct the problem. At slow speed, the big fin on that plane is the most effective directional control surface. Full left rudder would have brought it back to straight and level flight. There is no "luck" involved-- just proper training!
flyerjmr33 10 months ago
That is not a B-26.
Milstar73 11 months ago
@Milstar73 Not anymore.
tryithere 10 months ago
A-26, not B-26
JBTester30 11 months ago
does anyone else think the kid that talks at the point of the crash sounds like Shortie (the little asian kid from Indiana Jones and the Temple of Doom)?
"Dr. Jones! Don't VMC it Dr. Jones!
kmbertonazzi 11 months ago 50
@kmbertonazzi He's the most memorable thing from that movie.
tryithere 10 months ago
@kmbertonazzi i think he sounds like chunk
RandySRT 9 months ago
@kmbertonazzi that would be short round not "shortie"
thebluemaggot 4 months ago
I have about 1000 hours of pilot time in Korean era Douglas B-26's. I have 2 incidences of engine failure on take off. One happened just as I lifted off the ground at 95 MPH indicated with a full crew of 5 and a bomb load.
What I see in the video is an inexperienced pilot with an emergency situation beyond his training. The B-26 was/is a superb flyer on a single engine at almost any speed!
flyerjmr33 11 months ago 45
@flyerjmr33 Well said Mr Flyerjmr33 and thank you for your service to our country.
beerbrewer737 10 months ago 2
@flyerjmr33 Can't argue with that.
Someone fucked up.
twinstu50 6 months ago
This has been flagged as spam show
@flyerjmr33 If "The B-26 was/is a superb flyer on a single engine at almost any speed", why do they put two engines?? And why did my father died from an engine failure in Seno, Laos, during his take off (01/03/54) with all his bombs.. He was a very good pilot, too...
696303 6 months ago
@flyerjmr33 I believe you sir.. What happened those two times to cause your engine to fail?
hwoods01 5 months ago
@flyerjmr33 I agree. Never flown a B-26 but the number one rule in flying twins is never turn into a dead engine. Most twin engine aircraft are fully capable of completing a takeoff with one engine and safely executing an emegency landing. Inexperienced pilot did not react in time to the failure by inputing left stick/yoke and getting the right wing up. Once that right wing dipped, it was all over.
MrJcmd62 5 months ago
@MrJcmd62 The "never turn into a dead engine" theory is actually incorrect. As long as you have proper rudder control and aileron inputs and stay well above VMC the airplane will handle just fine regardless of which engine you turn into.
LearPilot1020 5 months ago
@LearPilot1020 Obviously we had different instructors. I am talking about small Private Cessna and Piper twins. This theory obviously changes with larger and different powered aircraft. This theory probably isn't true for a jet with its engines mounted close on the rear of the plane. Either way its always a good idea to turn away from an engine that is causing nothing but drag. Never say never. Maybe I should have said avoid if at all possible turning into a dead engine, especially that low.
MrJcmd62 5 months ago
@MrJcmd62 I definitely see your point. If I was that low, I would agree with you and say turning into a dead engine isn't a good idea. At altitude, it's not such a big problem.
LearPilot1020 5 months ago
@LearPilot1020 Seriously . I hope you never pilot an aircraft I am on .
Ever heard of p-factor or critical engine ?
skink5150 4 months ago
@skink5150 I'm not sure what you're trying to say here. P-factor and a critical engine (unless you're flying an aircraft with counter rotating props), in which case both engines are equally critical aerodynamically) are going to come into play anytime you lose an engine. Whether or not you're proficient enough to truly understand the effect that these things have on the airframe as well as the airflow over the control surfaces is what make the difference. You have to experience it to understand.
LearPilot1020 4 months ago
@flyerjmr33 shit how old are you then'?
pudransemarikas 4 months ago
@flyerjmr33 yep I dont see why he couldnt have pulled the power back and got heavy into the brakes, you could hear the engine giving up the ghost on take off roll...
willsgotrythm42 4 months ago
He rotated 6 seconds after he noticed the engine failed. He did a Panic Pull instead of pulling the throtles. He obviously panicked and pulled up. Very common take off accident (pilot error). They were certainly hurt or killed. B26 needs 130 mph to rotate safely.
CFITOMAHAWK2 1 year ago
@CFITOMAHAWK2 The pilot and crew member of this plane walked away... they were out be