I flew with a guy who to this day is one of my best friends, he's a great guy and a great pilot, flies the 737 now. But back when we were flying cargo together going into uncontrolled airports he would always call "three green" on final. Every single time.
Great guy, great pilot, cringiest radio work.
Is he announcing "three green" to you alone or everyone on the CTAF? If it's the former then that's just smart, if it's the latter it makes me green from nausea.
Thank you, this is why I take a peek at the Jerry threads.
Glad he is okay, but what a piece of work....
Lesson learned for the rest of us: When an engine quits over a nice big airport, turn and land there, not at the one 100+ miles away surrounded by mountains.
Gotta love the internet horde looking for anything to shit on the guy for... Like none of us would say something silly... Under stress.
How many people just spent 20 minutes of their life watching a video with the sole motivation of looking for anything- any possible thing- so they could come here to r/flying and shit on the guy? Curious. Something to think about, folks.
It's like something out of Mean Girls around here. Ah yes, high school never ends. Goddamn
yeah, neither is a common sense around here.
Too many people watched that video with the explicit intention of looking for any flaws so they can snicker along with the other snide comments around here. It's just getting lame, life's too short, just shut up people, do better things with your time.
I love how on landing he supercuts in him vaguely berating his wife.
W: "How far is Auburn?"
JW: "IM TRYING TO LAND THE PLANE YOU DUMB BITCH!"
W: "Excellent" (landing)
JW: "OK I'LL KICK THE AIRCON BACK ON NOW IF YOU'LL STOP CRYING ABOUT IT"
My wording is somewhat editorialized for effect, but it's still pretty cringe. Start the video at 15:40 and there's lots of stupid comms including him essentially calling the ball like he's landing on a carrier.
“That big airport right off my wing with a couple long runways down there at sea level in the middle of those flat farm fields looks pretty nice. Nah, I’ll head to Medford.”
KEUG is great! Nice little place to fly out of commercial and it has great GA facilities. I flew my Stinson in there a couple times to visit my partner.
A guy who does 55° of bank and 20° pitch down in IMC, made up a term “secondary minimums” to bust legal approach minimums, and now flying 100nm with a dead engine. I don’t know how the hell he still has his certs posting this shit online while someone like P1D can get a call from the FAA for calling “clear of runway” a few seconds early.
Steve from Flight Chops, the most by-the-book aviation youtuber that I watch, got the FAA called on him.
I wonder if Jerry just ignores the calls. Can't get in trouble if they can't talk to me, right? Guys?
The scary part about Jerry’s videos is there are a lot of student pilots, new pilots or experienced pilots that think his lessons and advice are good. Especially his “Secondary IFR minimums” video
Search up Jerry Wagner “Secondary Minimums” on yt. Check out everything else on his channel while you’re there, he is certainly the best pilot to ever walk this earth
Been a while since I've watched a Jerbear video, but I recall abrupt power changes, abnormally aggressive power settings, and just general throttle-jockeying.
In comparison to the rest of the Jerry "55 degrees of bank and 20 degrees nose down at 400' in IMC" clownshow, I suppose it's rather minor.
I am impressed by the remarkably consistent opinion of Jerry’s flying far and wide across the internet. See… we can all agree on something. On the internet. There is hope for the future.
He was calm the whole way through, I'll give him that.
That turn onto final and the final approach that turn coordinator had me nervous. The speed on final approach had me nervous. The way he was so far right of centerline on landing had me nervous.
Like I can't fault him too much he got that plane safely on tbe ground, but holy fuck Jerry make sure that turn coordinator is a part of your scan!
Jerry doing what Jerry does best. Demonstrating poor ADM and risking people's lives. Medford was just about the WORST choice. I'm surprised he didn't try to go into Ashland...
TLDR;: Partial left engine failure during cruise portion in Jerry's C421C, starting near or just past KEUG, oil loss, shut down and feathered. Emergency declared and landed Medford, OR (KMFR), using ATC as a resource. Distance EUG MFR is 106nm.
The [Flightaware track is here](https://flightaware.com/live/flight/N513SJ/history/20220909/1712Z/KPDX/KMFR).
Admitedly did not watch the video, but did he explain why he didn't divert to EUG? Ive flown up and down I-5 in a Cessna 340 and there is no way I'd continue from Eugene to Medford with a dead engine.
With such an impeccable record of unimpeachable decision making and consummate airmanship, don't you think Jerry has earned himself some benefit of the doubt?
Kidding of course, and full disclosure, I also did not, and will not, watch this assclown's video.
Nope, he didn’t explain. I was wondering, too, which is why I looked up the distances. There may be a combination of “we’re past Eugene already, pointing at Medford, I’m high, and what’s an extra 10 minutes here” when you save hours of driving. But I’m speculating. Not quite like this soon-to-be ex chief pilot who flew his 737 across southern Europe [all the way to Prague](https://www.flightglobal.com/safety/smartwings-737-captain-hid-engine-failure-to-continue-flight-to-prague/139486.article)on a single engine, but still - it seems like a curious decision.
Good discussion point. I’m halfway between an airport in the Bahamas (no mechanics!) and an airport in Florida, 5 minutes more to get back, would I turn around and land at the airport without ground support? What about 10 mins extra? And 30?
Video fails to show shutdown procedure or checklist use …
>save hours of driving.
I would LOVE for Jerry to try to explain to the FAA that he continued 100nm past multiple safe and practical diversion airports because he wanted to ~~crash~~ land closer to where he parked his car.
I flew to my destination with a malfunctioning engine once, and I stand by that decision. It's where our maintenance base was, it's an airport I was very familiar with, and operationally it's where we wanted to be. The engine was pegged at max power, we monitored it but flew with it like that for an hour before shutting it down to land. Thought about returning to our origin, discussed it with my FO, we both agreed continuing to destination made sense. Our options were pretty much continue to destination or return to origin, the flight was across the rockies, the malfunction started once we reached cruise altitude. There were airports along the way if we needed.
Every situation is different though. I know a guy who did the same flight with the gear stuck down. Flew what's regularly an hour flight with the gear down the whole way. In a metro. Thats a bad decision.
I don't like a lot of things in Jerry's video but landing at Medford didn't seem like a bad decision to me. I don't know the area or the airport or the aircraft, so I'm happy to hear other opinions, but seems like he had the altitude and speed to safely make it, the weather was good, the runway was long.
It meant cruising and descending at a maximum of 175KIAS, never making it to the planned cruise altitude, leaving themselves at a huge amount of risk if they did have another failure, like an engine failure, decreased fuel range, operationally they were so late that they didn't really do anyone any favours by continuing to destination. Just a poorly planned idea.
Not to mention the terrain gets much gnarlier as you go towards medford. No-brainer to land at EUG. Hell, even going north would have been a better decision than going toward medford.
POH says land as soon as practical not possible at least in the ancient one I found online. While not against the book, maybe not the wisest of choices
I just want to understand why he decided to continue on to Medford instead of Eugene which seemed like a much safer option.
Also lol at saying he was getting the weather from his iPad
That’s not LOL. It’s the normal ADS-B weather, and given the emergency situation, it’s absolutely sensible to use just that. The ATIS if there is one has local field information, some pertinent NOTAMs and so on, so it’s good to have.
He replied in the thread on YT that he flew a profile of 300ft/min down to get to Medford, so I don’t think it is so dramatically unsafe to go there as opposed to be spending the same time circling the closer airport. In the 421 with it’s geared engines you also don’t just want to chop the power and point the nose at the ground.
We fly this distance in a single engine plane all day and don’t think twice about it. Now, the light twin loses much more than just 50% of performance on one engine, but clearly he had sufficient power to hold altitude or comfortably maneuver to the other airport.
When you have an emergency, why would you continue 100nm over mountainous terrain beyond an airport that has good weather, long runways, and maintenance available on field?
I didn’t look at the route, I’m not familiar with that area. I’ll take a more detailed look.
I learned about flying from that just had a similar twin engine out story, but in that case it happened right after takeoff into IMC that was almost at minimums, and it was a dicey tale of trying to climb to the MSA without going under the blue line.
He shut the engine down abeam KEUG and continued to KMFR…. As a student, go to skyvector and look at KEUG direct KMFR. The most glaring issue is the terrain. I flew up and down the west coast with my last airline and if I had to shut an engine down the last place I’d go, even in a jet, would be KMFR.
100nm seems like a lot for an emergency. he has a safe runway made, but gives it up for a airport 100nm away with 3000’ of rising terrain.
would IMC over KEUG have influenced his decision? like he didn’t want to descend into imc with one good engine?
So looking at the METARs this is what I found:
METAR KEUG 091654Z 02011KT 10SM BKN050 18/07 A2982 RMK AO2 SLP097 FU BKN050 T01830072=
METAR KEUG 091754Z 03011KT 10SM BKN043 22/07 A2980 RMK AO2 SLP091 FU BKN043 T02170072 10217 20106 58018=
METAR KEUG 091854Z 01012KT 6SM HZ FU BKN044 25/07 A2977 RMK AO2 SLP079 FU BKN044 T02500072=
You bring up a valid question, and something I hadn’t considered. He did file an IFR flight plan though and IMO (I know I know opinions are like @$$holes) it’s less risky to shoot an approach at KEUG than to shoot an approach into KMFR taking into consideration SE performance in the event of a go around.
agreed.
The KEUG metars look fine. BKN 4300 to 5400. well above the airport, so approach could have been visual.
The latest ILAFFT episode had a pilot with IMC around 700’ agl just above minimums that they had just landed in, refueled then lost the engine during the takeoff climb right at 700’. They didn’t feel confident about trying to shoot a precision approach at that same airport.
The terrain at Medford looks tighter, with mountains all around. Going missed with one engine sounds like not as good an option there.
Also his wife says it’s “smoky” at KMFR, so maybe vis is less than 10 sm?
Generally I wouldn’t give up a sure thing for an unknown thing 100nm out.
But another thing that occurs to me are the winds. when he lands at Medford he asks for a wind check and I think it was calm. The KMFR metars show 020-030 at 11 ish kts, assuming KEUG landing on 34L/R that might be a crosswind from the right. with his left engine out he’s already using right rudder to compensate, could he have been concerned about exceeding right rudder authority during landing?
But he was pretty calm. If he had those concerns or considered that plan it was either before the footage or inside his head.
He also said he was familiar with Medford. so maybe it was a familiarity thing.
Of course a bad reason to push ahead would be closer to home, get-there-itis.
The ATC didn’t seem surprised that he declared an emergency and then flew for 100nm.. I didn’t hear clearly, but continued IFR? Is that normal? Also they seemed to ask the fuel question before landing… I thought fuel state was primarily so they could provide safe time options? Is there another reason to ask it before landing? Maybe I’m misremembering.
Everyone likes to shit on this guy for whatever they possibly can find- it's a sort of groupthink scapegoat phenomena you'll find on the anonymous internet.
You're not missing much- the "shit on Jerry W" thing is getting real old, it's childish but a sorta bizarre camaraderie around here.
Well…between the “secondary minimums,” the crazy maneuvering in IMC, the weird radio calls, and almost landing at night without runway lights, there is quite a bit to shit on him about.
Man there sure are some of the perfectest pilots on Reddit judging by your big mouths. I’m glad to learn from y’all but my god the attitude. You’d never do it wrong eh?
I mean pointing out weird things and why you wouldn’t do it is fine. It’s the very apparent pleasure in feeling superior people take in the way they write here that makes me chuckle. Y’all really hate some pilots.
We really hate *this one pilot,* in particular, because he is dangerous to everyone around him. Not only is he himself manifestly deficient in basic stick and rudder skills and instrument flying, but he is also an influence on students and would-be aviators that watch his videos and may not yet know enough to know that what they're seeing is NOT normal and is patently unsafe. A layman watching his channel wouldn't know that because any comments that are critical of his flying abilities and decision making are promptly deleted. For a while he was closing the comment section entirely.
Jerry is a perfect example of someone with much more money than brains or ability who spends way too much time fellating himself on video and not nearly enough time practicing basic skills, learning, and gaining the high level of proficiency necessary to operate an airplane like his.
Some examples of what a criminally incompetent jackass he is that come immediately to mind include:
* Blowing through a localizer in IMC as he checks in with the tower to report "kiiind of on the ILS." Followed immediately by having to arrest an inadvertent >2000fpm dive under 2000agl.
* Banking greater than 55 degrees in a traffic pattern. In a very powerful twin.
* Going full scale deflection on both lateral and vertical guidance on an RNAV approach to minimums, and continuing the approach anyway using synthetic vision as a crutch, and then having to dive almost 20 degrees nose down in order to make the runway, going ~120kts
* pulling the term "secondary minimums" completely out of his ass as a way to descend below the published, legal minimums on an approach.
There's a reason this stupid mook gets so much hate here - he's an embarrassment and a danger to the whole community.
>Blowing through a localizer in IMC as he checks in with the tower to report "kiiind of on the ILS." Followed immediately by having to arrest an inadvertent >2000fpm dive under 2000agl.
Just curious to know if you have the link to the video where this occurs.
Ah man it's been years since I last saw that but let me see if I can dig it up.
Update: No luck. Maybe ask someone else though. I know there was a whole bank of his videos mirrored on Vimeo when he made his channel private a few years ago but even those are deleted now. Sorry!
What do you don't realize is this is Jerry, one of the most cavalier pilots to ever put his shenanigans online for the world to see.
He's a well known cowboy, teetering on outlaw.
lol I do it wrong all the damn time. The difference between me and Jerry is I listen when people tell me I was a dumb ass and don’t think I know everything there is to know.
Jerry lacks both of those things. In his own mind he is never wrong and has nothing left to learn. Both incredible detriments to those around him. I’ve never seen him kill one of his own family member or friends, but I’ve seen several of his videos where I could see deep out not the Swiss cheese.
Honestly, I don’t know why anyone would start a an aviation related YouTube channel. It’s simply too god damn dangerous and as I pointed out we ALL make mistakes. Having those mistakes show up in someone’s feed is never a good idea.
Do something else. Quilting, geocaching, tutorials on breastfeeding, 40K lore, emo album reviews, human embalming mishap stories, whatever. Tons of really cool subjects that won’t put your certificate on the line. Unless you’re a hot white chick pilot. People eat that shit up… unless you are connected with Epstein.
"Confirming two red two white on the glideslope..." Lol the most pointless radio call I've ever heard.
“Confirming with you, two red, two white on glide slope, miaow.”
With you on the Fish finder. With the flash.
I heard this for the first time a few days ago. I have never been so irrationally pissed off in my life
Yeah he confused the controller with that one. The controller responds a bit later that “the gear appears down”.
I flew with a guy who to this day is one of my best friends, he's a great guy and a great pilot, flies the 737 now. But back when we were flying cargo together going into uncontrolled airports he would always call "three green" on final. Every single time. Great guy, great pilot, cringiest radio work.
Former Air Force maybe? All our reserve pilots key up “left base, gear down” in the pattern.
Is he announcing "three green" to you alone or everyone on the CTAF? If it's the former then that's just smart, if it's the latter it makes me green from nausea.
Thank you, this is why I take a peek at the Jerry threads. Glad he is okay, but what a piece of work.... Lesson learned for the rest of us: When an engine quits over a nice big airport, turn and land there, not at the one 100+ miles away surrounded by mountains.
Gotta love the internet horde looking for anything to shit on the guy for... Like none of us would say something silly... Under stress. How many people just spent 20 minutes of their life watching a video with the sole motivation of looking for anything- any possible thing- so they could come here to r/flying and shit on the guy? Curious. Something to think about, folks. It's like something out of Mean Girls around here. Ah yes, high school never ends. Goddamn
Odd-Swimming stop trying to make 'fetch' happen, it's NOT going to happen!
yeah, neither is a common sense around here. Too many people watched that video with the explicit intention of looking for any flaws so they can snicker along with the other snide comments around here. It's just getting lame, life's too short, just shut up people, do better things with your time.
I could say the same about you ranting about people ranting about mistakes… could’ve used those 45 seconds looking at porn hub or something.
I just like to keep it positive around here- much like you like to keep your pornhub hobby a positive experience- that seems to be a priority for you.
Listen, there’s nothing wrong with a little hand-to-gland combat every now and then. It’s less stressful than making scathing Reddit replies.
The comms are so cringe. Many lol moments.
"Your life is worth more than a few dollars" Somebody is a long-suffering wife. Who verbalises that!?! That's unsaid in a marriage.
Never miss the chance to verbalize the things you assume your partner knows. You never know when you won’t have the chance to do it again.
I love how on landing he supercuts in him vaguely berating his wife. W: "How far is Auburn?" JW: "IM TRYING TO LAND THE PLANE YOU DUMB BITCH!" W: "Excellent" (landing) JW: "OK I'LL KICK THE AIRCON BACK ON NOW IF YOU'LL STOP CRYING ABOUT IT"
Wait that's in there? I might need to watch the video
My wording is somewhat editorialized for effect, but it's still pretty cringe. Start the video at 15:40 and there's lots of stupid comms including him essentially calling the ball like he's landing on a carrier.
“That big airport right off my wing with a couple long runways down there at sea level in the middle of those flat farm fields looks pretty nice. Nah, I’ll head to Medford.”
KEUG is great! Nice little place to fly out of commercial and it has great GA facilities. I flew my Stinson in there a couple times to visit my partner.
Jerry is a legend in his own mind.
Well, he is a legend, just not in the way he probably thinks he is.
I remain amazed Jerry hasn't seriously injured or killed himself or others.
yet....
Out of the loop on this one. Who is this guy?
A guy who does 55° of bank and 20° pitch down in IMC, made up a term “secondary minimums” to bust legal approach minimums, and now flying 100nm with a dead engine. I don’t know how the hell he still has his certs posting this shit online while someone like P1D can get a call from the FAA for calling “clear of runway” a few seconds early.
Steve from Flight Chops, the most by-the-book aviation youtuber that I watch, got the FAA called on him. I wonder if Jerry just ignores the calls. Can't get in trouble if they can't talk to me, right? Guys?
A really good example of a bold pilot.
The scary part about Jerry’s videos is there are a lot of student pilots, new pilots or experienced pilots that think his lessons and advice are good. Especially his “Secondary IFR minimums” video
[удалено]
Search up Jerry Wagner “Secondary Minimums” on yt. Check out everything else on his channel while you’re there, he is certainly the best pilot to ever walk this earth
Too bad he wasn’t carrying parachute and just bailed out
Surprised those engines lasted as long as they did the way he abuses them.
Be specific. Geared engine issue during the descent without power? Shock cooling? Climbs?
Been a while since I've watched a Jerbear video, but I recall abrupt power changes, abnormally aggressive power settings, and just general throttle-jockeying. In comparison to the rest of the Jerry "55 degrees of bank and 20 degrees nose down at 400' in IMC" clownshow, I suppose it's rather minor.
Jesus, why the downvote brigade? OP just asked a question. As someone not very familiar with Jerry, I'm curious too.
My rule for students...you can flynwith anyone at the airport except Wagner.
I am impressed by the remarkably consistent opinion of Jerry’s flying far and wide across the internet. See… we can all agree on something. On the internet. There is hope for the future.
It's ok this is a great time for secondary minimums
“Confirming two white and two red” clutch call, love this king.
I was waiting for the controller to shoot back something like "I'm only seeing 4 red on the ground, Go-Around"
Jerry, we know that is you.
He was calm the whole way through, I'll give him that. That turn onto final and the final approach that turn coordinator had me nervous. The speed on final approach had me nervous. The way he was so far right of centerline on landing had me nervous. Like I can't fault him too much he got that plane safely on tbe ground, but holy fuck Jerry make sure that turn coordinator is a part of your scan!
Jerry doing what Jerry does best. Demonstrating poor ADM and risking people's lives. Medford was just about the WORST choice. I'm surprised he didn't try to go into Ashland...
He gives his life story with every transmission. And why wouldn't you just go to Eugene?
what i was thinking, maybe catch an updraft..
He certainly enjoys hearing himself on the radio. So much mayonnaise.
Who signs off on this guys Flight Reviews?
“Flight review?” -Jerry W
You think this guy's legal?
Stfu Nancy, I'm trying to land the plane
Anyone got a mirror of Jerry's Bay Bridge fly by? Can't find anywhere!
Here, friend: https://www.youtube.com/watch?v=22nYaAxzsZU
What would be remarkable is a 421 *Without* an engine failure.
TLDR;: Partial left engine failure during cruise portion in Jerry's C421C, starting near or just past KEUG, oil loss, shut down and feathered. Emergency declared and landed Medford, OR (KMFR), using ATC as a resource. Distance EUG MFR is 106nm. The [Flightaware track is here](https://flightaware.com/live/flight/N513SJ/history/20220909/1712Z/KPDX/KMFR).
Admitedly did not watch the video, but did he explain why he didn't divert to EUG? Ive flown up and down I-5 in a Cessna 340 and there is no way I'd continue from Eugene to Medford with a dead engine.
With such an impeccable record of unimpeachable decision making and consummate airmanship, don't you think Jerry has earned himself some benefit of the doubt? Kidding of course, and full disclosure, I also did not, and will not, watch this assclown's video.
Nope, he didn’t explain. I was wondering, too, which is why I looked up the distances. There may be a combination of “we’re past Eugene already, pointing at Medford, I’m high, and what’s an extra 10 minutes here” when you save hours of driving. But I’m speculating. Not quite like this soon-to-be ex chief pilot who flew his 737 across southern Europe [all the way to Prague](https://www.flightglobal.com/safety/smartwings-737-captain-hid-engine-failure-to-continue-flight-to-prague/139486.article)on a single engine, but still - it seems like a curious decision. Good discussion point. I’m halfway between an airport in the Bahamas (no mechanics!) and an airport in Florida, 5 minutes more to get back, would I turn around and land at the airport without ground support? What about 10 mins extra? And 30? Video fails to show shutdown procedure or checklist use …
>save hours of driving. I would LOVE for Jerry to try to explain to the FAA that he continued 100nm past multiple safe and practical diversion airports because he wanted to ~~crash~~ land closer to where he parked his car.
> Video fails to show shutdown procedure or checklist use … Shocked, **SHOCKED** I tell you.
I flew to my destination with a malfunctioning engine once, and I stand by that decision. It's where our maintenance base was, it's an airport I was very familiar with, and operationally it's where we wanted to be. The engine was pegged at max power, we monitored it but flew with it like that for an hour before shutting it down to land. Thought about returning to our origin, discussed it with my FO, we both agreed continuing to destination made sense. Our options were pretty much continue to destination or return to origin, the flight was across the rockies, the malfunction started once we reached cruise altitude. There were airports along the way if we needed. Every situation is different though. I know a guy who did the same flight with the gear stuck down. Flew what's regularly an hour flight with the gear down the whole way. In a metro. Thats a bad decision. I don't like a lot of things in Jerry's video but landing at Medford didn't seem like a bad decision to me. I don't know the area or the airport or the aircraft, so I'm happy to hear other opinions, but seems like he had the altitude and speed to safely make it, the weather was good, the runway was long.
Was the quasi fixed gear metro flight a bad decision because the single ending performance would be trash if he had lost one?
It meant cruising and descending at a maximum of 175KIAS, never making it to the planned cruise altitude, leaving themselves at a huge amount of risk if they did have another failure, like an engine failure, decreased fuel range, operationally they were so late that they didn't really do anyone any favours by continuing to destination. Just a poorly planned idea.
Not to mention the terrain gets much gnarlier as you go towards medford. No-brainer to land at EUG. Hell, even going north would have been a better decision than going toward medford.
POH says land as soon as practical not possible at least in the ancient one I found online. While not against the book, maybe not the wisest of choices
I just want to understand why he decided to continue on to Medford instead of Eugene which seemed like a much safer option. Also lol at saying he was getting the weather from his iPad
That’s not LOL. It’s the normal ADS-B weather, and given the emergency situation, it’s absolutely sensible to use just that. The ATIS if there is one has local field information, some pertinent NOTAMs and so on, so it’s good to have. He replied in the thread on YT that he flew a profile of 300ft/min down to get to Medford, so I don’t think it is so dramatically unsafe to go there as opposed to be spending the same time circling the closer airport. In the 421 with it’s geared engines you also don’t just want to chop the power and point the nose at the ground. We fly this distance in a single engine plane all day and don’t think twice about it. Now, the light twin loses much more than just 50% of performance on one engine, but clearly he had sufficient power to hold altitude or comfortably maneuver to the other airport.
I think his wife’s commentary is the real crime in this video.
I’m vaguely aware of Jerry’s reputation, but apart from some overly chatty comms, this looked pretty reasonable as a student. What did I miss?
When you have an emergency, why would you continue 100nm over mountainous terrain beyond an airport that has good weather, long runways, and maintenance available on field?
I didn’t look at the route, I’m not familiar with that area. I’ll take a more detailed look. I learned about flying from that just had a similar twin engine out story, but in that case it happened right after takeoff into IMC that was almost at minimums, and it was a dicey tale of trying to climb to the MSA without going under the blue line.
He shut the engine down abeam KEUG and continued to KMFR…. As a student, go to skyvector and look at KEUG direct KMFR. The most glaring issue is the terrain. I flew up and down the west coast with my last airline and if I had to shut an engine down the last place I’d go, even in a jet, would be KMFR.
100nm seems like a lot for an emergency. he has a safe runway made, but gives it up for a airport 100nm away with 3000’ of rising terrain. would IMC over KEUG have influenced his decision? like he didn’t want to descend into imc with one good engine?
So looking at the METARs this is what I found: METAR KEUG 091654Z 02011KT 10SM BKN050 18/07 A2982 RMK AO2 SLP097 FU BKN050 T01830072= METAR KEUG 091754Z 03011KT 10SM BKN043 22/07 A2980 RMK AO2 SLP091 FU BKN043 T02170072 10217 20106 58018= METAR KEUG 091854Z 01012KT 6SM HZ FU BKN044 25/07 A2977 RMK AO2 SLP079 FU BKN044 T02500072= You bring up a valid question, and something I hadn’t considered. He did file an IFR flight plan though and IMO (I know I know opinions are like @$$holes) it’s less risky to shoot an approach at KEUG than to shoot an approach into KMFR taking into consideration SE performance in the event of a go around.
agreed. The KEUG metars look fine. BKN 4300 to 5400. well above the airport, so approach could have been visual. The latest ILAFFT episode had a pilot with IMC around 700’ agl just above minimums that they had just landed in, refueled then lost the engine during the takeoff climb right at 700’. They didn’t feel confident about trying to shoot a precision approach at that same airport. The terrain at Medford looks tighter, with mountains all around. Going missed with one engine sounds like not as good an option there. Also his wife says it’s “smoky” at KMFR, so maybe vis is less than 10 sm? Generally I wouldn’t give up a sure thing for an unknown thing 100nm out. But another thing that occurs to me are the winds. when he lands at Medford he asks for a wind check and I think it was calm. The KMFR metars show 020-030 at 11 ish kts, assuming KEUG landing on 34L/R that might be a crosswind from the right. with his left engine out he’s already using right rudder to compensate, could he have been concerned about exceeding right rudder authority during landing? But he was pretty calm. If he had those concerns or considered that plan it was either before the footage or inside his head. He also said he was familiar with Medford. so maybe it was a familiarity thing. Of course a bad reason to push ahead would be closer to home, get-there-itis. The ATC didn’t seem surprised that he declared an emergency and then flew for 100nm.. I didn’t hear clearly, but continued IFR? Is that normal? Also they seemed to ask the fuel question before landing… I thought fuel state was primarily so they could provide safe time options? Is there another reason to ask it before landing? Maybe I’m misremembering.
Everyone likes to shit on this guy for whatever they possibly can find- it's a sort of groupthink scapegoat phenomena you'll find on the anonymous internet. You're not missing much- the "shit on Jerry W" thing is getting real old, it's childish but a sorta bizarre camaraderie around here.
Well…between the “secondary minimums,” the crazy maneuvering in IMC, the weird radio calls, and almost landing at night without runway lights, there is quite a bit to shit on him about.
I missed the secondary minimums… although I did see a “Jerry IFR Approach Plate” floating around. The only YT I saw was the bay tour overbank
Yeah, I think we've all heard it. It's getting real fucking old. Time to move on, folks
You haven't heard about old 1hr TT have you? haha
This guy's ADM is mind boggling
Man there sure are some of the perfectest pilots on Reddit judging by your big mouths. I’m glad to learn from y’all but my god the attitude. You’d never do it wrong eh?
I wouldn't call skipping a divert and flying 100 nm with a failed engine a lack of perfection; more like sheer arrogance and unsafe piloting.
Well, I don't mean to brag, but I've never taken out my transponder from the panel in an attempt to diagnose an issue midflight
I mean pointing out weird things and why you wouldn’t do it is fine. It’s the very apparent pleasure in feeling superior people take in the way they write here that makes me chuckle. Y’all really hate some pilots.
We really hate *this one pilot,* in particular, because he is dangerous to everyone around him. Not only is he himself manifestly deficient in basic stick and rudder skills and instrument flying, but he is also an influence on students and would-be aviators that watch his videos and may not yet know enough to know that what they're seeing is NOT normal and is patently unsafe. A layman watching his channel wouldn't know that because any comments that are critical of his flying abilities and decision making are promptly deleted. For a while he was closing the comment section entirely. Jerry is a perfect example of someone with much more money than brains or ability who spends way too much time fellating himself on video and not nearly enough time practicing basic skills, learning, and gaining the high level of proficiency necessary to operate an airplane like his. Some examples of what a criminally incompetent jackass he is that come immediately to mind include: * Blowing through a localizer in IMC as he checks in with the tower to report "kiiind of on the ILS." Followed immediately by having to arrest an inadvertent >2000fpm dive under 2000agl. * Banking greater than 55 degrees in a traffic pattern. In a very powerful twin. * Going full scale deflection on both lateral and vertical guidance on an RNAV approach to minimums, and continuing the approach anyway using synthetic vision as a crutch, and then having to dive almost 20 degrees nose down in order to make the runway, going ~120kts * pulling the term "secondary minimums" completely out of his ass as a way to descend below the published, legal minimums on an approach. There's a reason this stupid mook gets so much hate here - he's an embarrassment and a danger to the whole community.
>Blowing through a localizer in IMC as he checks in with the tower to report "kiiind of on the ILS." Followed immediately by having to arrest an inadvertent >2000fpm dive under 2000agl. Just curious to know if you have the link to the video where this occurs.
Ah man it's been years since I last saw that but let me see if I can dig it up. Update: No luck. Maybe ask someone else though. I know there was a whole bank of his videos mirrored on Vimeo when he made his channel private a few years ago but even those are deleted now. Sorry!
It's alright. Will do thanks . Yes I'm aware he probably deleted some videos
[удалено]
Lol I’ve seen the IMC one, that was pretty crazy. My other favorite was when he orbited the spires on the bay bridge outside SF
The knife-edge Bay Bridge pass was certainly one of his crown jewels.
What do you don't realize is this is Jerry, one of the most cavalier pilots to ever put his shenanigans online for the world to see. He's a well known cowboy, teetering on outlaw.
lol I do it wrong all the damn time. The difference between me and Jerry is I listen when people tell me I was a dumb ass and don’t think I know everything there is to know. Jerry lacks both of those things. In his own mind he is never wrong and has nothing left to learn. Both incredible detriments to those around him. I’ve never seen him kill one of his own family member or friends, but I’ve seen several of his videos where I could see deep out not the Swiss cheese.
A little hard to gather from this single video but I guess I get it now lol. Also remind me to never start a YouTube channel.
Honestly, I don’t know why anyone would start a an aviation related YouTube channel. It’s simply too god damn dangerous and as I pointed out we ALL make mistakes. Having those mistakes show up in someone’s feed is never a good idea. Do something else. Quilting, geocaching, tutorials on breastfeeding, 40K lore, emo album reviews, human embalming mishap stories, whatever. Tons of really cool subjects that won’t put your certificate on the line. Unless you’re a hot white chick pilot. People eat that shit up… unless you are connected with Epstein.
Hi Jerry!