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Chat-teris as opposed to Charteris; and I’m a Southerner….

Has anyone out there watched a cockpit video of the Red Arrows, Blue Angels etc. They are running at 350/400kts and weigh a couple of tons yet they bob around in turbulence even with all that inertia. Try it in a light underpowered aircraft like a Turbulent or a Fournier and you will know why back in the 80’s the Skyhawks (John Taylor, Mike Dentith and Matt Hill) in their Fournier RF4’s were highly acclaimed worldwide, they Bob about like corks in a fountain. Yet we seem to have pilots here having an airprox because of the perceived need to talk to a controller and the head of the airprox board suggesting flying at 50 ft increments. Has this joker ever flown a small low inertia aircraft? Best way to avoid airspace infringements and airprox is to avoid the moronisphere inhabited by PA28’s and C172’s and fly down in the weeds at 500ft. Unless you blunder into the surface up bit of airspace you won’t bust it and you won’t find would be airline pilots following the magenta line on Sky Demon on their iPads and not looking out of the window and crapping themselves if no one speaks to them on the radio. Sure you have to be switched on and expect the engine to stop at any moment so constantly looking at fields and aware of your location but isn’t that what glider pilots do all the time? Perhaps that’s why I’m happy down there rather than up there.

The cost-sharing rule changes are a positive step but do not go far enough in my opinion. The rules should be changed back to how they were pre-EASA where only pilots could cost-share (passengers were not allowed to be part of the cost-sharing arrangement) and no advertising was permitted. I applaud the CAA for this decision. The CAA were warned when the rules were relaxed it would lead to grey charters which is essentially what happened.

Overhead power lines are a nuisance. In France, they take the issue seriously and they very helpfully place large orange spheres on the pylons and wires.

My thoughts as an aviation enthusiast but non ppl, plan your options before lining up. With partial power stick yo plan A, as someone said, once the engine has quit the aircraft belings to the insurance company. It is better to land, fux the problem and take off two days later than for someone to arrange your funeral

Is it the best use of taxpayers' money and civil service manhours to handle merely technical airspace infringements? That alone should be the motivator for fixing Manchester.

This is a great topic for constant review. My preferred (suggested) technique also includes climbing at Vy for the first thousand feet (at least) to quickly gain altitude. I frequently do a mental review of this 'automatic' drill: (in the event of an engine problem) 1.PUSH the nose down to a gliding attitude; 2. employ NOT more than 45 degrees bank - towards the best field option!; 3. At 100' AGL level the wings and accept whatever's ahead. Glider pilots routinely practice what they call "rope break maneuvers" at minimal altitude. With the advent of some very capable 'desktop' simulators now - I recommend finding one (a friend?) and actually practicing this maneuver several times under different scenarios. We can hopefully build in some good reflexes and the ability to 'accept' what it might look like landing off-airport. Thanks again for covering this.

A dreaded "7 engine approach and landing?' ouch ... Thanks for the report re GA charges. Same challenges in Canada in the ongoing efforts to keep airports open and GA affordable.

also, does 50 feet increase or decrease your risk given that close flying might still cause a collision due to aerodynamic turbulence, and now, possibly from both a level above and that below you...

A good example of a partial power loss is the P51 Miss Velma that crashed in a field at a Duxford airshow a few years ago. The pilot released his go pro footage from the cockpit of the incident and did various interviews after. Good learning to be made from that incident. Its such a good bit of flying that pilot pulls off realising on base that he'll end up on the M11 and turns right to belly land in a field. Eye opening just how violent these incidents are onboard

Good brief Jon. Possible the biggest fear of most SEP pilots is EFATO. I recently did some IR training with my instructor. Firstly he gave me partial panel manoeuvres with no primary instruments and then if it couldn’t get any worse, he gave me partial power. We were at 3000’ and only just able to just hold that altitude at a much reduced IAS and, some 10-15 miles from home plate. I called ATC with what should have been a “practice pan”, who then asked me if I was declaring a practice pan? Doh! Cut a long story short… I took an SRA to the ILS and flew it down to 200’. It was a great exercise for, both, myself and ATC. With the limitations placed upon me, I couldn’t climb or fly headings, no a/p and had to use the standby instruments, this also made ATC work harder too. It was a great exercise which really tested me and I recommend that everyone should take an hour’s instruction once a year and practice partial power recoveries VFR or IFR. It might save your life.

Very good discussion on important safety matters. Matt Lane is always very knowledgeable.

Love it

Interesting discussion, the ambiguity of a partial power failure, is a killer. The temptation is to try save your precious aircraft. I try to brief myself, that if the power comes back, chose a good field nearby and climb overhead the field. If it fails in the climb, well then you are over a good field. If you get high enough, you could consider flying back home, but now, if it fails again, you will have enough height to be in reach of other forced landing fields or options.

Great format and content, keep it up, it's a valuable resource. I started my flying in South Africa and my instructor was a 747 captain that started his career on Constellations, this provided me with a fantastic wealth of knowledge and experience. The EFATO routine was drilled into me time and time again until it became second nature. I've experienced two partial engine failures and numerous other issues, all non-events due to the excellent training. On returning to the UK I couldn't afford the power flying costs so I started gliding and eventually became a BGA instructor with numerous very long cross-country flights of circa 300 km as well as some thirty odd out-landings. In my very biased opinion, this is where I really learnt to fly. Every take-off in a powered aircraft is the same... if the engine fails now where's my field, this is repeated many times until at a suitable circuit height. The same is done throughout a flight.

Thank you for sharing this information, its a great help!

I think that if full power is restored it must be nigh on impossible to choose to land out rather than try to return to a runway. Perhaps training pilots to run a diagnostic ( carb heat, mags, fuel etc) whilst a suitable landing site is still achievable would be helpful and only when satisfied with the engine’s performance attempt a return to the runway. Interestingly, when considering the human factors/ response in different circumstances I recall flying a brand new PA28 that had just been released from a service and shortly after turning cross wind and preparing to leave the circuit I had engine vibrations and rough running. First thing I selected carb heat only for the engine to run even rougher. Laughingly my response was to think that’s not right and I pushed the carb heat back in. A moment later I realised the stupidity of this and re selected carb heat but the engine continued to run rough and within seconds I carried out further diagnostics to no avail. Luckily I had sufficient height and three quarters power to fly the aircraft to the cross runway and land without further drama. The subsequent cause was a severely fouled spark plug. Note to self, always be on high alert after an aircraft comes out of maintenance.

Huge respect for those that have the patience to sift through and then explain in plain English licencing. Thank you John and Matt!

All very good points, gentlemen. It seems, here in the colonies as well, that partial power is actually more likely fatal than complete engine failure. Our head of our Air Safety Institute had the bad luck to have enough power to almost get back to the airport before the babying you mentioned caused a stall. I feel, and my history confirms, that more incidents and accidents would likely cause fewer fatalities. I have been an instructor since 1974 when our Practical Test Standards were being developed to integrate instrument flying with contact flying and base test standards on instrumentation, mostly various V-speeds. Somewhere into 17,000 hours and 13 engine failures crop dusting and patrolling pipelines, I became convinced that the now Airmen Certification Standards were too instrument oriented and too high altitude oriented. My point of view, 200' AGL or less all day long, was that airspeed and not altitude was life. I always had plenty of airspeed, from level in low ground effect until cruise airspeed and then cruise climb or from ground effect in the crop field and then pitch to just over any obstruction. This extra free natural energy allowed me to maneuver with zoom reserve energy after failure. I came to the conclusion that neither Vx nor Vy was ever appropriate on our long runways. For actual short field I found ground effect energy until pitch up to just (not well) over the obstruction to be superior just as it was in the crop field. The ACS soft field takeoff technique is far more energy efficient than the ACS short field takeoff technique. The soft field technique is therefore a better short field technique than the roll on the ground until Vx or Vy as appropriate technique. I teach the dump the nose stall recovery technique I was taught in the middle of last century, but I also agree with Wolfgang (Stick and Rudder) that we need to pay attention to what the airplane wants to do. In a turn, where most inadvertent stalls happen too low to recover, the airplane (because of dynamic neutral stability) wants to pitch down. I teach my students to let it. If they have trimmed for Vy (too slow in my opinion but mine is not the reason why), the turn to crosswind and the turn to downwind (I see no reason to climb just here) will stay at Vy only if we release all back pressure on the yoke. And if we release back pressure in turns, no matter how steep, they will all be 1 g. Safety in the pattern where so much is going on could be improved, in my low altitude orientation, by letting the airplane do what it was designed to do to prevent stall. Too much information, as my wife says so often. Good briefing guys. I enjoyed it.

Ok so I'm only at 13:18 minutes in. Gliding teaches you all you need to know. I'm not any sort of expert but the basics are the same when you don't have an engine. I don't understand why this isn't mandatory in learning how to fly. (Powered Pilots Pull, Glider Pilots Push, Lift is everything!) Absolute basic skills I think everyone should have that Fly Aircraft. Anyway, back on with it. Cheers from Down Under!

Thanks Jon.very useful

Thanks Jon. Always look forward to these.

Good format, Jon

Hi Jon, I flew G-BUFY (Buffy the Vampire Slayer) on a training flight out of EGLD, and was delighted to read beforehand that someone had had partial engine failure (650/700 RPM) on base on his first solo, in 1994. Carb heat was on. He didn't mess about - sent out a MAYDAY, and didn't stall her. Bloody legend, put her down in a field next to the M25, and (obviously) the aircraft lived enough to fly another day, and survive a couple of my landings. Whether he continued with flying is another question. If you want to look, it was an 06 departure and circuit. This was something that I always self-briefed (even though the FI would have taken control) so at least I'd know what to expect. I thoroughly enjoy this format, and thank you, Matt, your contribution is invaluable.

Do some gliding even if its only a few "winch launches" and a practice cable break procedure !!!

I liked the discussion format of this thought-provoking briefing.

Really interesting discussion. I did a flight with an instructor/examiner in the last week, and one of the in-flight scenarios was; 1) he said that engine power was reduced at 2500 agl over hilly terrain (8nm from the departure airport), 2) then he said that oil temp was rising and oil pressure falling, 3) so I began a search as I elected for a precautionary landing with power (we were near to a small private strip that I could not see), 4) and while turning and positioning for a generous field, he closed the throttle and said that the engine had failed, so 4) this became a PFL from a lower level than normal. It was a more genuine problem-solving experience than a simple close-the-throttle PFL, I thought.

Manchester LLR should really operate in a similar way to maritime traffic separation zones. Anyone joking from - or going to Barton just needs to cross at ninety degrees to get into the appropriate lane.

JON, As always your podcast have little gems of information which I decided to check on my SKYDEMON. It appears as usual that the CAA designate these areas not only to confuse pilots but to catch them out. For example in that corridor between Liverpool and Manchester is shown as Class D from the surface to 3500ft. Also is shown a "Low Level Route" from the surface to 1300ft as you correctly said, duly classified as Class D. So what's preventing one flying up to 3500ft rather than skud running below 1300ft. Am I missing something? Please note I am not a UK citizen and I am not resident in the UK but.... I fly a UK registered aircraft. Your comments or your Patrons comments would be helpful to sort out my confusion. ☘️☘️

As a local, it’s pronounced CHATeris. Although was amusing to hear your pronunciation 😊

Does that apply to military low level that use 130.4916 and use squawk code 7001

Please keep these videos going. I just flew the LLR and can look forward to these proposed changes.

Keep them going Jon. I didn't realise this channel was separate to your other channel, so my mistake. I have now subscribed.

Keep them coming. Even as a fairly experienced and current pilot, I find the content, and your way of putting it across, to be extremely useful. Thankyou.!

I've occasionally watched your main channel for a while now and only just seen this side. To me, this is more interesting than your main content so please carry on. My suggestion is to put the content on the main part - Maybe with the title starting with 'Briefing room :' then the subject so viewers will know what kind of content it is. That way you're getting it out there to almost 50k peeps, rather than the lower 1.5k here...

I hope these do continue. As a new pilot, with a young child and a busy life. I love sitting down of an evening catching up on these. They cherry pick the most important and relevant information we should all be reading as pilots but with busy lifestyles, seldom do. Maybe it's the lack of attention grabbing click bait that these topics have. I feel like it's probably just subscribers will actually click on and watch. But personally I am super happy that you permit and do these. All the best!

Very interesting stuff!! hope these get the attention they deserve!

… and further to my rant about the Manchester low level route, please keep the pilot briefings going, I wish we had something like this here in Switzerland also.

Who flies at a planned, constant, consistent height anyway? That's not "flying".

I have a Grass Airstrip in the SW of England and it operates Strictly PPR. It's not very demanding but is fairly isolated and well hidden to such an extent that many locals dont even know it exists! The idea of an ELT is good. Over the many years of its existence there have been one or two incidents but fortunately there has always been someone at the Strip. If there was an incident where the result was severe then there is every chance no one would know. I do have a good camera but its prime task is security at entrance and hangar. The ELT idea has merit IMHO.

I flew into Carlisle two weeks ago for the fly inn. It's such a lovely clean airport with great facilities. Thank you for the updates on these issues. It would be good if you could put a spread or article in the BMM Microlight Magazine too, as I believe many in the Microlight world watch your channel too. Thanks for posting.

Please keep them going, I am learning to fly and really enjoy them!

Thank you and please do continue - they are very helpful!

Hi Jon, these are brilliant. Please don’t stop them it’s a fantastic resource. Chris

Hi John, please continue these very useful updates. There is an overlap with Flyer but your professional, focussed delivery means we get the important info quickly and clearly.

While nodding my head and thinking you deserve more views and subscribers to this channel, I realised that I am not even subscribed and the TH-cam algorithm has just suggested every video to me because I watch your main channel. Wonder how many others there are like me. Even if you may not want to specifically ask people, it might be worth a call out on the main channel? I’ve heard you mention this channel on the main one but never realised I was part of the problem :) So as recompense, you get a sub, like and comment!