Air India, YouTube Aviation, and a Golf Course Landing?! | Hangar Flying Ep. 1

Welcome to the premiere episode of Hangar Flying—our brand new podcast series where Captain Steeeve and @Garybpilot sit down to talk shop, share stories, and dive deep into the world of aviation.

In this episode, we cover:

✈️ The latest developments in the Air India 171 investigation

📺 The state of aviation coverage on YouTube—what’s great, what’s missing, and where it’s headed

⛳ And a wild firsthand story from special guest Tyler Evans, who made headlines for landing a plane on a golf course after an engine failure mid-flight

Whether you’re a pilot, an enthusiast, or just love a good story from the skies, this one’s for you.

Subscribe to follow the full series!

📬 Got a story to share or a guest you want to see? Let us know in the comments.

Go follow Gary at: @Garybpilot

Follow Tyler: @Tylerevzz

Timestamps

0:00 Intro
0:27 Welcome to Hangar Flying
2:40 Air India, where do things stand
12:01 Cameras in the cockpit
16:04 How have the aviation YouTubers been doing covering Air India, have we gone to far?
20:12 Special Guest Tyler Evans, Dead stick Golf Course Landing
31:38 Additions, Deletions, and Corrections.

For business inquiries email us at: captainsteeeve@wearebv.com
For press or general questions: peter@541co.com

Disclaimer: Captain Steeeve is not a spokesperson for any airline or aviation authority. The opinions expressed in this video are solely his own and are based on his experience as a professional pilot. This analysis is for informational and educational purposes only and should not be interpreted as an official statement from any airline, regulatory agency, or aviation organization.

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If you are from the US, visit Watchbuys.com and go to the PRIMUS collection under Hanhart. For everyone else, visit https://www.hanhart.com/en/.

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You know, Captain Steve says this is exactly what happened and this is what caused the crash and next thing you know that’s run around the world four times. Be a huge problem is this AI world that we live in and the deep fakes that people can create. If I would have hit a sand trap and flipped the plane over, it could have been a lot nastier. You know, you watch other networks and they talk about it. I just roll my eyes when I’m like, “What are you guys talking about?” If there’s anybody that’s an expert on this subject, it’s you and me. Welcome everybody. I’m Captain Steve. And I’m Gary B. Pilot. All right. Welcome to Hangar Talk. And what we’re going to try to do here on Hangar Talk uh every week is do what they used to do in the old days of sitting around the hangar on a rainy day when you couldn’t go airborne. The pilots would sit around and they’d talk about stuff that things that had happened in aviation, uh accidents that people had had, incidents that they used to have, and then they they’d compare notes, and that’s how they kind of made the whole process safer. We’re hoping in this community here on social media that we can start that conversation. Gary and I are going to meet together hopefully every week. Uh but he’s my co-host and on weeks that I’m on the road and I can’t be here. He’s going to be hosting the show and vice versa for him. But hopefully we’ll get together. We’re going to do interviews with news makers uh in the space and aviation and we’re going to talk about this week’s news in aviation and then talk about uh basically additions, deletions, and corrections to both of our channels. things that we maybe got right and things that we didn’t get so right. We’ll give you an opportunity uh to join us in the comments on all of that stuff so we can get it correct. That’s our aim here in the long run. So, Gary, tell everybody a little bit about you, your channel, and your background. Well, first off, it’s an honor to be your co-host. I really appreciate that. And uh real quick background on me. I’ve been flying since I was 15. I got on with the airlines when I was 20 years old when the rules were all different. And I’ve flown four different aircrafts. I’m also on the trip 7 and that’s my story and I’m sticking to it. Okay, great. So Gary and I are both pilots on the trip 7. One of the nice dynamics I love about this channel is I’m a captain, he’s a first officer, so he’s going to bring a slightly different dynamic to this program. I was a first officer for a lot of years, even on the trip 7. Uh so again, there’s a little bit of a different perspective in the cockpit. We’re both completely qualified pilots. A lot of people don’t understand that about aviation. It’s not like a the old days of there was a pilot and then there was like an administrative assistant called the co-pilot. That’s not the way it works anymore. Uh if I were to, you know, keel over, Gary is completely 110% qualified to take over command of that airplane and fly it safely to the ground. So, um having said that, Gary, let’s jump into the news of this week. And this has been an unprecedented actually month, uh in aviation after an unprecedented year. And I think we got to talk about area day 171 for a little bit. Uh there’s been a lot now where we’re at the point where the preliminary report has come out. There’s been some leaks to the Wall Street Journal and Reuters and others regarding that report. Uh get us up to speed on your take on AirD 171. Where are you these days? Yeah, so after the preliminary report, it’s obvious to me that it’s starting to point in one direction with the some of the leaks from the Wall Street Journal. I’m still of the mindset right now that we’re going to keep three options open and those three options are there was maybe some type of mechanical software glitch. Two, it was accidentally done like um in Delta a Delta flight in 19 I think it was 86 or 87. And then the third obviously we have to consider is intentional with the new leaks of the Wall Street Journal and even it was the Daily Mail was coming out with some uh name sources. It’s starting to point in one direction according to that. Now here’s the thing. The Wall Street Journal didn’t name direct sources. We’re listening to quote unquote I don’t want to say hearsay, but it’s like we don’t have a named source. So, I’m very cautious to even shift any of the blame yet, especially with the gravity of the situation. So, as we watch the entire um you know, kind of the entire story unfold, I’m just at the point where I feel like all information we should consider but not necessarily accept as true until we get uh more verified like data. That’s kind of where I’m thinking. How about you? Okay. And if so, when you say more verified data, what what exactly you’re talking about? What more would you need? Well, for example, like the So, especially like the unnamed sources, right? like the like when the Wall Street Journal says that it was you know the captain that they say that but again that wasn’t there was no verified source in that it says according to you know sources close to the information. So again obviously this is leaked information kind of off the record. So you know you’re going to consider it but my point is some of these ones that are very um particular you know for example one the one of the Wall Street Journal said the captain sat there and remained calm. Well what is the version of calm? like these are like questions that I have, you know, that I want answers to because, you know, for example, you know, I had a friend once the his house caught on fire and and both the friends were there. One friend absolutely freaked out, had a meltdown. The other one sat there in almost shock and didn’t say anything. So again, just for him to say he sat there calmly, well, you don’t have a camera on him. How do you know it was calm? Like, and again, what are what were the rest of the words? We’d only have we don’t even have direct quotes of the words that were said. It was just said, one pilot asked why he cut off. the other said he did not, but we don’t have timestamps on those. So, you know, I don’t know if that makes sense, but I’m at the point where I I want these verified sources because it’s like you’re almost kind of putting these things together without like the information that we really need. Yeah. It’s almost like a jigsaw puzzle that you’re trying to put together with unnamed sources and a little bit of this and a little bit of that. And uh I think I so I want I want to talk about a couple things here. So, think about these for a minute. the releasing of the cockpit, voice recording, the the audio of it, and then your thoughts on uh cameras in the cockpit. But but hold on to that for a second because I think okay, I’ve refined where we are with Air India 171 down to this pilot error of some sort or another. So I think, you know, it’s it’s a real stretch for anybody and I’ve heard a bunch of pundits talking about, you know, well, it could have been an electronic this or an electronic that. That wasn’t in the preliminary report. There was no indication from the preliminary report that there was an erroneous signal sent to a fuel control switch to cut it off. And those those switches and those valves are fail safe. They always fail to the open position, not the closed for obvious reasons. You know, if you had a total electrical failure, you don’t want the engines to shut down at the same time. So, they’ve designed them not to fail in those situations. But putting that kind of almost wishful thinking aside, when you look at the preliminary report plus all the leaks that you were talking about, you’re in you’re in one solid category, which is pilot error. Either it was done accidentally, the fuel control switches, and you said there were some incidents in the past where that took place. Okay, that opens the door to the possibility it could have happened here, or it was intentional. Either way, it was it was a pilot error. I I I can’t I can’t get past the the position of we just rotate it off the ground where it’s 200 f feet and we take both fuel control switches to cut off. There’s no there’s no good outcome that could come from that. It would only be variations of something worse was happening that forced us to do that. And there is no procedure, as you and I know, that would take those fuel control switches from run to cut off and leave them there for 10 seconds. The only procedure I know of for a dual engine failure is those those switches go from run, cut off, and immediately back to run because you want to get the engines reliting them there for 10 seconds. That doesn’t make any sense. And anything else in terms of, you know, a mechanical failure or an electrical failure would have to be happen on both engines, you know, basically one second apart from each other. The the odds of that are just astronomical uh in my mind. So, I’m I think I’m a little bit more towards the the one area of the pilots had something to do with it. Whether was it intentional or not, we may never know the answer to that quite honestly. Yeah. And I and I’m not saying I I completely disagree. I’m just of the mindset I’m a little bit of a contrarian. I tend to be skeptical of things just in general. And I, you know, that’s I think that’s good. Some people not everybody needs to do that, but somebody should question the narrative, keep an open mind, and make sure all things are being looked at. And you know, the only thing I would say is uh remember that 2019 flight there was a 787 that on touchdown both engines shut down like uncommandedly and shut down and they had to get towed into the gate. So again, most likely a very unlikely scenario, but I’m just because of how much information was left out of that preliminary report and I think you wanted to talk about this too and how they didn’t defend it. Nobody got in front of a camera and explained this stuff. I I feel like I have to leave those doors open right now until we have more data because a lot of that stuff in that preliminary report was inferred but not 100% thing and as as you know people can twist things and you know you can write things in a very certain way that paints a picture but leave things out without technically lying. So, I am just of that mindset that yes, it this is obviously where this looks like it’s heading, but in the meantime, until we get definitive data, then I’m like then I start narrowing it in a little bit more. Yeah. I always I always try to look at a report like that and try to put myself in the in the shoes of the people who are coming up with the final wording of it, right? How what what was the the horse trading back and forth between I want you to say it this way, no, it’s got to be said that way. And you know, there’s several things. One was the bulletin from what 2017 or 18 about the fuel control switches, which honestly to me is more of a distraction in this than anything else. I don’t think it has a lot to do with it. On a daily basis, every Boeing airplane has those same fuel control switches and they’ve been working 100% forever. Uh that was one thing. And then the word transition, uh the they said the fuel control switches transitioned from run to cutoff. Well, that that kind of to the layman who doesn’t know what that means or how those switches work, it opens up the possibility that somehow they just vibrated out of their position down to the cut off position, which I know is impossible to happen. I’ve been through severe turbulence on a trip 7 and those switches didn’t budge and they don’t budge and they’re designed to be spring-loaded over a detent and stay there until a human being grabs them, lifts them up, rotates them down, and lets go of them. So, having said that, I think some of those things are distractions, but you’re absolutely right. Somebody needs to get in front of a camera and behind a microphone connected with that report officially and answer some questions. Why are they not Why are they not answering questions? Yeah. Yeah. No, I I agree. And, you know, and the only other thing I would say is we have these when you think of when you look back at old accidents and you look through the data, sometimes there’s always this one-off that people would say that would have never happened. I mean again I you know I I admit I keep a wide open mind and I don’t um you know I I consider things even how unlikely it can be but you know what if the the detent had you know was faulty that they you know again I don’t know but I just keep things open just in case and especially with that 2019 ANA flight but I agree with the the whole um the service bulletin about you know maybe being a distraction unless there’s something else there. Uh, you know, I just I don’t see why they give us so little info and then put these other things in there. It’s almost like they’re trying to go, hey, three different camps, take your pick. That’s kind of what it came across to. It is it’s almost like there was a committee that got together and compromised on the answer and they tried to satisfy everybody with a little bit of this and a little bit of that. And I’m I’m with you like is it it’s not impossible, I suppose, that a switch could move itself from run to cut off. There’s probably you can conceive of a scenario where that could happen. Both of them at the same time. That’s where you lose me, right? I’m like, okay, I could imagine this happening to one, but both No, it’s just it’s too it’s too far out. So, at any rate, let’s let’s segue now into talking about the cockpit voice recorder. Are we both on the same page with this? I think they should release the audio from the CVR. What do you think? Yeah, I would think so, too. especially like, you know, I know they I think, you know, you’d have to help me on this, but I think they stopped that sometime in like either the 80s or the ‘9s because it was kind of like privacy and protection for families and stuff for victims after after the crash. But generally speaking, I think in an important case like this, I think they should release it at least to certain parts. Maybe if the last couple seconds if somebody says if it’s tragic or something or very like, you know, uh, you know, there was a Kan crash where I know there like the last sound was the woman screaming as they’re going. So, like obviously you don’t want to release stuff like that, but in this case, I think it’d be important or at the very least to give us the transcript here, uh, you know, you know, given what we know, but I, you know, I I would say yes, but then I’d say maybe with some caveats. Yeah. And I don’t know the the legalities behind it, whether they’re allowed to or not, but if they would be allowed to, I think I would like to see that released. I’d like to hear it, and if I can’t hear it, at least a transcript of it, uh, the word for word exactly what was said, that I think would be revealing. All right. Where are you on on cameras in the cockpit? Well, the first thing I would say is because I’ve seen this question a lot. I I I guess I would say I’m a little indifferent, maybe leaning towards no. But here’s my thing. If like if if the camera is in the cockpit, you know, in this flight, is it yes, you’d get an answer. But is that actually going to change or prevent anyone in the future? Uh, you know, I don’t know. But in in this case, I would say I would say there’s pros and cons. But in the reality is, yeah, I mean, it’s uh they’re on buses, trains, they’re everywhere else is getting filmed. I I I believe our unions are pretty against it. But to be honest, until this, I haven’t really thought about it much. So, I guess I would have to hear the pros and cons if I’m being totally honest and listen to hear out both sides. But I’d be interested to hear your take. Yeah, there’s a long rich history behind cameras in the cockpit and some uh countries do it. They require it. I know in the United States they don’t. Uh, and the the again the the argument back and forth is privacy issues. You’re absolutely right. Law enforcement, trans, public transit, almost everybody has video cameras now. I think in the in the old days they were kind of grainy and unreliable. Now they’re much more high quality. So you can throw that part of the argument out. Uh the as far as the privacy part goes, you know, you’re right. It wouldn’t prevent the accident from happening but it would give us an immediate feedback on okay did somebody reach down and turn him off or was this something else that happened. Uh that would clarify that almost instantaneously. The only other thing I can think about these days that would be a huge problem is this AI world that we live in and the deep fakes that people can create almost within minutes of an accident like this. Imagine if there were cameras in those cockpits and within, you know, basically 24 hours all of a sudden there’s a half a dozen videos out about what happened and then people would totally lose trust in the system because they’d be like, “Well, I saw this and I saw that.” Yeah. Seeing it with your eyes anymore doesn’t mean it happened. That’s that’s sad, I think, on a lot of levels. Um but is if they kept tight um rules around it, it it wasn’t disseminated to the general public, but it was something that the um the investigators looked at. Another tool for them, I I think I’d be completely fine with it. Yeah, I I mean I you know, I as I said, it’s not like it’s live streaming across the world when you’re just flying normal fights. you know, I think I’d probably, you know, be open to hearing the argument, but again, I’ I’d want to hear, you know, I’m sure the union other people have some more stats and some more arguments for and against. And, you know, it’s interesting thought to think about, though. Yeah. I did an interview with a young pilot named Tyler, and we’re going to jump into that interview in just a minute. This guy is he’s excellent. All right. Um, that’s the one that landed on the golf course. Yeah, he’s the guy that landed on the golf course, and there’s great video with it. He walked away. Everybody walked away with a smile on their face and really a courageous deal on him. Before we jump into Tyler in that interview though, uh just real quick, how in this space on social media? Now we’re we’re talking about doing hanger talk, which is really hanger flying like they used to do in the old days and instead of sitting around a table in a hanger, we’re doing it here on social media. You and I are having this conversation. We’re going to bring in other people to to join in the conversation. uh how do you think we’ve been doing in general with Air India 171 maybe some other topics uh you know is there been enough conversation I know some people sat this out and said we’re not going to talk about it okay that’s fine that’s that’s our choice but what what are your thoughts on how as a community we’ve approach this you know overall I think it’s pretty good I think that uh you know we if people want to hear our opinions especially you I mean there’s people that you know when there something like this happens They want at least if they don’t have answers, they want to have somebody that can calm them down, talk to them, and explain things so that they can kind of make sense of a a chaotic world. You know, I don’t think that there’s we’re going to always get everything right. There’s going to be times where we get things and, you know, as we said with you, you know, and I’ve told you this before, you you’re so big and your reach is getting to the millions and millions that, you know, you’re you’re going to have to be very careful in picking your words because you can say, “Hey, this is just a theory. this may have what happened and be very clear about that. But the media only takes the, you know, Captain Steve says this is exactly what happened and this is what caused the crash and next thing you know that’s run around the world four times and it doesn’t matter that you said hey this is just a possibility I’m laying out here what I see. People take that and run with it. And so, you know, that’s the only thing I would say is that uh it’s it’s hard because we get taken out of context and you know, obviously you a lot more than me. But generally speaking, I think that we’ve done a good job because we lay out we give our answers as, you know, uh professional pilots and I think that void would get filled. I, you know, you sit there and you turn on the news and you, you know, you watch other networks and they talk about it. I just roll my eyes when I’m like, what are you guys talking about? And then you see people making AI videos to explain this is exactly what happened. This was a an EM electrical signal shot from outer space that took off the engine. You know what I mean? It’s just the craziest things out there. So, it’s like I think that us voicing a a like a very based take on the situation is a very good thing for people to have because if not that void gets filled. But that’s just my personal opinion. I think I I think you’re right on with that you’re it’s perfectly said that space is going to get filled by somebody out there these days and that somebody is most likely not an expert. And to the people that go, well, you know, who made you an expert? Well, 40 years of experience, hundreds of check rides, uh, countless hours of flying around the world, if there’s if there’s anybody that’s an expert on this subject, it’s you and me, right? Because we we live it. We breathe it. Yeah. We we prove it over and over again. We, you know, and you’re right. I’ I’ve watched some of these network things and you go, “Who is that? They got some expert on that that wants to and they’re not.” Uh, and so Well, and not only that, you’re just given Yeah. And people don’t have to tune in. You you you’ve stated multiple times like, “Hey, this is my opinion, but it’s based on my 40 years of flying.” But some people, you make one statement and people come out and say, you know, they pretend like you’re president of the United States and you just declared the fact and nobody else can question it. You know, it’s absurd. Yeah, it is absurd. And and I think I think it’s important for us, at least from this channel, we’re going to have the conversation. You know, we’re going to try to get it right as much as we possibly can. Everything has a context clearly, but I I try to treat this channel like it’s my passengers in the back of the airplane. And at some point, if there’s a delay or something going on, the passengers start to go, “Hey, what’s going on? I want to know, right?” And who do they want to hear from? They want to hear from the captain or the first officer. They want to hear from one of the pilots. What’s going on? So, we want to keep them informed so that they don’t, you know, run off and somebody else next to them, a pastor is going to say, “I know what this is. I’ve heard that sound before.” and all of a sudden they’re they’re hyperventilating because they’ve been told some terrible thing is going to happen to the airplane, which is completely not true. So, that’s good. I I Yeah, that’s important for us. Okay, so let’s do this. Um, I want to jump into this interview with Tyler and uh I did this earlier. Uh, we’re going to roll the tape, but Gary, I want I curious on your thoughts about Tyler afterwards. So, let’s let’s run the interview with Tyler. I’ve got a young pilot with me now. His name is Tyler, and he’s got an incredible story. About a month ago, I did a video where I was analyzing a Sesna that lost an engine and landed on a golf course. And it’s unbelievable what happened with this. Let’s watch the video together. Tyler, I want your thoughts on this. Uh, as you’ve probably watched this video before, but let’s watch it again. Let’s roll the video. Oh, guys. I’m moving. I’m moving. I’m I’m not [Music] Are they okay? Wow. What an incredible video. Uh I every time I watch that, it puts a huge smile on my face. Tyler, um I want you to walk our audience through now what was going on with you at the controls. You’re up flying around that day and all of a sudden you lose an engine. So, take us through that. Yeah. So, I was going down to Santa Monica and on our descent from 9,500 ft. I was going down to 3,000 ft. Okay. And LA, rugged terrain, there’s a lot of mountains everywhere. I was coming out of the mountains 5 miles north of Santa Monica airport. And I went to go put power back in and there was nothing there. The prop was still rotating at this point, but I was getting no power. Um, shortly after, maybe 10, 15 seconds after I called my mayday because I couldn’t figure it out. I the prop eventually stopped spinning and I tried to restart and I got nothing. So, immediately started scanning my options for a safe landing zone and my passenger actually pointed out the golf course straight ahead. So, I was looking at a little soccer field right to the left of me. There was tall trees on both sides and there was kids on the field and I thought that was my only option. So my passenger pointed out the golf course and I didn’t think I was going to make it. But we went for the golf course. It looked to be about a mile out and I had about roughly eight 800 feet of altitude. So I was pushing my luck trying to make it but luckily we made it just fine. Um so coming over. Yeah. Describe to me that feeling when you push the power up and nothing’s happening, right? What what what’s going on in your gut right at that moment? At first, it doesn’t feel real. Like that first couple seconds, you’re like, “No, this can’t be happening to me.” And then you kind of fall back on your training and you put your blinders on and then you just deal with this situation. You’re you’re either going to die or die trying. You know what I mean? So, it’s a little scary, but luckily I had my passenger with me, too. And he’s he was a student pilot and also an aircraft mechanic. So, yeah. And you say die or die trying with a smile on your face. That’s unbelievable. You sound so calm and collected in the video. That That’s what really impressed me. I thought this guy’s just he’s just doing business, right? Great training. How many hours total do you have? I have just over 200 hours total time. Wow. Wow. Okay. All the you young pilots out there, follow Tyler’s example, right? Uh he’s got his head on a swivel. He’s looking out. He’s using his co-pilot, who’s not really a pilot, but it’s a passenger. He doesn’t think he can make it, but he does. All right. So, now you’re lining up on the golf course. So, walk me through now the landing on the golf course. Yeah. From my perspective, when we came over the houses and entered the golf course, I realized it was a golf course cuz from far away, it just kind of looked like a field with some trees, maybe a park. Um, I did that rudder kick around the tree because there was a fence if I went straight. So, I didn’t know what I was going to see when I went around that tree. And luckily, where the gentleman was filming, they had about three golf carts parked and maybe six to 10 people standing there. And to the left of me was a building with a fence and big bushes growing on it. And they were blocking the sand traps. So I had a 50 foot corridor to go through with no sand traps, which was perfect. It all the holes in the Swiss cheese lined up for me. And I got very lucky because that could have been a different outcome if they were parked maybe 10 more feet back. If I would have hit a sand trap and flipped the plane over, it could have been a lot nastier. Yeah, it could. There could have been a lot worse outcomes. It’s amazing to me how vivid the memories are in your mind. They’re probably etched there forever of where the fence was, where the golf carts were, where the guy that was filming. You know, all those things are things that just, you know, they’re seared on your brain at that in that second, in that instant. So, you kick the rudder over, you avoid the fence, you avoid the golfers, you avoid the golf carts. I I saw at the very end you hopped over the basically the golf the the the um cart path, right? And then you come to a stop. So the airplane turns around. It’s in one piece. Nobody’s been hurt. You come to a stop. What What goes on with Tyler at that moment? That moment I look at my passenger and I say, “No way. We just did that.” I threw off my headset. And I wish I wish the guy would have kept recording because I jumped out of the plane immediately and I ran up to a golfer and just squeezed him, gave him a big hug. And then and then I went back to the plane and I was like, I should probably let ATC know I’m down. Okay. So then I gave it a shot on the radio and it went through. A little scratchy, but it went through. Um that that was a pretty surreal moment, but everything happened really fast. Uh a few minutes later there was three choppers in the air filming us. All the golfers were swarming the plane. They had fire trucks rolling in. That was a lot to take in. That was kind of a shock. That was almost that made me more nervous than flying the airplane. So, the golfer that you hugged, how did he react? Did he look at you like what? He probably thought I was crazy. Uh, I don’t I don’t know. It It’s kind of hard to remember everything that happened after cuz that’s when the adrenaline dump just kind of hits you and you’re like, “Whoa, what just happened?” And trying to regain your thoughts and let your loved ones know what just happened. That that was the crazy part about Did uh So you talk about the adrenaline dump. Did your knees start knocking a little bit? Yeah. Yeah. Yeah. I’ I’ve had that reaction twice in an airplane, both military aircraft, but almost went off the end of a runway once in a really bad storm and uh the adrenaline let down. It’s hard to describe. Uh but when people talk about knees knocking, that’s literally what happened. I I finally got the airplane pulled off. I parked the airplane and probably within three minutes you have that let down and your your body is just doing this but my knees were shaking just like that. I couldn’t even stand up. I had to wait about five minutes before I could stand up. So, but you you had enough energy. You’re youthful. You had enough energy you could run out and hug somebody, which is awesome. All right. So, now the airplanes on the golf course, right? Um, what was the golf courses reaction to you landing on their golf course and basically surviving? So, all the staff at the Riviera Golf Course, they were very nice to me. Um, they weren’t very happy that I landed on their golf course. Um, yeah, they towed it to the side, the concrete pad by the tennis courts, and luckily we did not damage anything. So, they let they let us off easy and we got out of there the next day. So they didn’t charge us any fees. They didn’t report anything. So we we got lucky with them. They didn’t make no holes in the grass. Okay. But they weren’t happy that you were there on their golf course. Like you had a lot of choices. Okay. And Wow, that’s unbelievable. So now, how’d you get Where’s the airplane? Did you How’d you get it off the golf course? Yeah. So my co-pilot, he’s an aircraft mechanic, and we work together in a maintenance shop. So, I was I was working in a aircraft maintenance shop for a year and we learned how to take airplanes apart and put them back together. So, we ran to Harbor Freight, spent 200 bucks on tools, came back to the airport, pulled the wings off, pulled the tail off, disassembled everything, and I called a friend and he came down with a trailer and we loaded it up and took it back home and it’s getting worked on right now. Now, that’s that’s awesome. You know, because you don’t you don’t just pick up the phone and call a towing service to get rid of an airplane, right? you have to kind of dismantle it, which you did. And you guys had the the knowhow to do that. 200 bucks later and a friend with a with a flatbed and you’re off, you know, putting the airplane back together again. Tyler, this is I’m so glad you joined us because this is I I love stories that have a great outcome like this. It’s just a feel-good story. It could have ended a whole lot worse, as you well know. You’ve got now you’ve got the check in the block for the engine out landing, the dead stick landing. Hopefully the rest of your career you’ll never have another one. You got that out of the way early. Um I’m just incredibly impressed by how composed you were through the whole thing, which is by the way exactly how you ought to be, right? You’ve been trained properly. Your instructors told you to keep your head on a swivel. Listen up on the radio. If you ever have an engine failure, you know, I’ve flown single engine. You fly single engine. You’re always looking outside. Where could I put this thing down if I had to? The first choice was a soccer field. Kids on it. Probably not the best choice. your friend next to you says, “Look at the golf course right there.” And and you you handled this thing just expertly the whole way. Before I get off with you, what what do you want to do down the road? You want to do you want to become a commercial pilot or you just like the recreation of it all? What’s what’s the future for Tyler? Yeah. So, I’m actually going in to take my instrument rating written here in the next week and hope to get my commercial shortly after and then the multi and I’m looking to join a part 135 program that’s out of Modesto Jet Center in Modesto, California. It’s the FBO I work at. So hopefully once I get enough experience and build up those hours, I’ll get on flying uh PC12s and King Airs as a start to my career. But I love the corporate side of aviation. So, that’s that’s kind of the the big goal. Great. Well, I hope you’re getting that King Air sooner rather than later. You’re going to love that airplane. I’ve got about 1 $1,200 in King Airs and just absolutely loved it. And uh all the best to you, my friend, going forward. Fly safe. Listen up on the radios. Keep your head on a swivel. And thanks again so much for joining us. We’ll see you. Thank you, Captain Steve. That was that was a very fascinating interview with a a young pilot that I got it right. Gary, your your thoughts on what you just saw? Well, no, it’s just great to see like a a young guy that makes a a good decision out of a bad situation and that that everybody just was able to walk away from the situation. So, I think that’s uh that’s was great. Yeah, absolutely. I love Tyler’s enthusiasm and I I feel like the future of aviation is in good hands. There’s young guys like you and and Tyler and and that’s awesome. Okay, so now let’s uh jump into our final segment uh here on Hangar Talk where we’re going to talk about additions, deletions, and corrections. That’s where you and I address something that maybe the other guy got wrong or maybe we got wrong or maybe we’d like to add to it. And so um I’m going to I’m going to start with you Gary because you get things wrong a lot more than I do. So you probably have a lot more you want to say. Is that fair? Yes 100%. uh you know the you know obviously with this Air India thing I like to go a little bit of uh you know consider all factors as I’ve kind of mentioned and so you know one of the things I got was a was a comment about a cascading electrical failure causing a software glitch that could shut it down. Now, I didn’t say anything that was like definitive, but I said, “Hey, this is an interesting thing.” And but one of the things the reason why I love, you know, YouTube and this community is because I’m uh you know, which by the way, I’m almost 100,000 subscribers, so I hope your followers can uh bump me over there. But uh you know what what I love about it is that people uh you know, come to you with information. I have people that says, “Hey, I’m a 787 mechanic. I have these manuals.” And they’ll email me over things. So, in a way, I don’t regret anything because it brings me information and we find out things together. But that’s the only thing I would say is that uh you know, less likely on the technical electrical glitch right now, but again, still keeping everything open. How about you? Sure. That’s that’s good. That’s a good correction. Um I’ve got two that I want to jump into. One was from a video we did probably about two months ago. Uh, and many of you are going to remember this one because I’ve heard about it in the comments about the A340 4ine airplane that lost an engine and then I my commentary on it was they kept kind of tooling towards Europe for about 18 minutes before they decided to turn around and come back and it took them forever to declare an emergency. I this is just what I would have done and and my commentary on it was from one camp and it’s the should and shouldn’t camp, not the could and couldn’t camp. All right. Now, let me describe the two of them. Uh, there are things that you can do and can’t do in aviation. Is the A340 a very capable airplane? Can it fly all the way over to Europe on three engines? Apparently, it can, and I’ve heard that from a lot of you. Is that a standard operating procedure at any airline? No. Should you go across the North Atlantic on three engine or should you tool off in the wrong direction for another 18 minutes? In my opinion, my humble opinion, no. I want to get turned around towards a place where I can land in case, and here’s the prudent example. I lose another engine. All right. I flew a lot of four engine airplanes for a lot of years. Excuse me, one 4ine airplane for a lot of years, the P3 Orion. And we routinely shut down engines on that. And if you lost a second engine, it was a big dumb deal. And I’m sure on the A340 that’s the case as well. So to clarify, my comments on that were based on a prudent judgment of Yep. Is one engine failure on an A340 a big deal? Not that big a deal. Is a second one? Yeah. And a pilot is thinking to themselves, okay, now I I need to think if I lose that second engine, now I’m sucking some seat cushion and I got to get back in land. So why not be pointed in the right direction? That’s all I was saying with that. And then the final thought is on my initial assessment of Air Indie 171. Now, in the first 24 hours, I talked to a bunch of pilots, and it was inconceivable to us, and there’s my Princess Bride quote for the day. It was inconceivable to us that there could be a dual engine failure. To me, it was a 100red billion to one. Now, we know in retrospect, it was in fact a dual engine failure. But at the time, we were looking for anything that could have explained what happened to that airplane. Retracting the flaps prematurely was seemed at the time the best possible explanation. Clearly, it was wrong. Uh, we came out within 24 hours and refined that and said, “Okay, that’s not what happened. Uh, it looks like it was some sort of fuel starvation, which it was. There were three ways to fuel starve an engine.” We laid all three of those out. The one I didn’t want to have happened was the one that apparently looks like it did happen, and it involved hands on the fuel control switches. Having said all of that, would I have done it any differently? I I don’t think so. I think that was the the the best explanation at the time. But, you know, we always on this channel want to be really quick to clarify something if we got it wrong. All right. So, I that I got it wrong in the beginning. We clarified it and and now we’re moving on. But I think it’s important to have the discussion. If we don’t have the discussion at all and we all sit it out, then I think our passengers, our our viewers, our subscribers are are scratching their head going, “Are you guys going to talk about this? I’m scared to fly. You know, give me some comfort.” We have an obligation to the people that watch our channels as well. Would you agree with that, Gary? 100%. I I agree with that. And you know, and you and we’re going to learn things as we go along with these things. And the more reach and the views you get, it’s like you you know, we can refine this and you know, and always strive to get it better next time. Right. Okay. Well, that’s a great this is a great first episode. I I hope uh folks you share this with all your friends and uh it’s been a really great discussion with Gary. I appreciate your perspective and your challenge to me on some of these things. Um, the landing gear is down, Gary. We’ve uh we’ve landed. We’re taxiing to the gate. I’ve set the parking brake. I’m going to turn to you now and I’m say, Gary, chop chop. All right. And so, say goodbye to everybody today and we’ll see you next week, Gary. So, thanks for being here. You want to say any last words? No, I appreciate it. Thanks again. You know, I think uh this was a a great discussion and uh you know, I’m really looking forward to the next ones. All right. We’ll see you all next time on Hangar Talk.