I'm a private pilot with 4000+ hours over 50+ years. It's obvious from the long taxi on the runway and eventual exit onto a taxiway that the engine did not lose all power. He also landed well down the runway. He had partial power, this was not the "impossible turn" with total engine failure. That said, the pilot did take immediate and appropriate action. He declared an emergency, and without ATC vectors, turned back to the runway. He focused on flying the airplane, not talking on the radio. He switched to tower on his on initiative, not waiting for departure control to tell him. That was smart, in case another aircraft was departing he would know it. And, he got the gear down too. That would have been easy to forget. Making that immediate turn and switching to tower the way he did would normally violate FAA rules. But in an emergency the pilot in command has this authority: "The pilot-in-command of an aircraft is directly responsible for and is the final authority as to the operation of that aircraft. In an emergency requiring immediate action, the pilot-in-command may deviate from any rule in 14 CFR Part 91, Subpart A, General, and Subpart B, Flight Rules, to the extent required to meet that emergency." FAR Section 1, 6-1-1 Kudos to that pilot, I hope I can do as well if it ever happens to me. To those critical of ATC, the quality of that Bonanza's radios leaves a lot to be desired.
Almost did the "impossible turn" there. Kudos to the pilot for reacting so fast and coming back immediately. ATC also did good when they finally realized what Mayday means.
If the little diagram is correct to scale it looks he was about 2.5 miles from the airport when the engine problem started, so if he was climbing for a minute and half he'd be at around 1500 feet (assuming 1000 fpm performance).... so outside of "impossible turn" territory I guess.... He did a great job though... very smooth..... Clearly knows his best glide angle and airspeed... This time Doctor - 1, Beech - 0.... :)
Because he was talking to departure control, not tower, when the engine lost partial power. Tower and departure are in different physical locations. Departure did not have time to notify tower, but tower did recognize that this was an emergency. Good job on the tower control's part!
It's annoying to see the pilot in distress and ATC taking ages to pick up the mayday. But I keep reading about how bad is the equipment ATCs have to work with, so maybe this controller did the best with what he had. Radio transmission quality is not always good anyway, so I think all pilots should mentally prepare for an emergency situation paired with loss of communication.
Dont turnback if too low speed or too shallow bank angle. Or too steep. You do A Vglide 45 bank. No panic pulls. Flaps and cut mixt;ure if high. Simple. A Turnback from 1k feet he did.
Once again, a US controller demonstrates a complete inability to copy a basic emergency transmission. Puts additional stress on pilot in a critical situation by forcing him to repeat. Nothing unusual here.
I disagree with your statement. ATC is there to help, and as pilots, we are taught to 1. Fly the aircraft, 2. Point the aircraft in the right direction, 3. Communicate when able... in that order. In that short instance of declaring an emergency and stating his intentions, the approach controller immediately coordinated with the tower controller for a return to the airport. I'd rather fly with than without ATC overwatch any day!! Pilot and controllers all did a great job, which resulted in the ideal outcome they trained for.
Forgive my ignorance because I’m not a pilot. Still I watch a lot of these channels and something continues to amaze me. What part of “mayday” or “emergency” is so hard for controllers to understand? It’s like they’ve never heard of such a thing, like someone suddenly asked them the square root of Tuesday. Then when ATC finally understands they immediately start the inane questions. Were I a pilot in such a situation and heard, “Do you require any assistance?” I’d be compelled to respond, “Yes, shut up and let me try and not wreck this plane and kill myself.”
its been mentioned on the channel before but the quality at which you are hearing in the video is not the same as what they are hearing and the assistance is so they can start clearing areas or runways for them, and what type of help would they need on the ground (fire, medical, police and so on)
He had enough altitude to make the turn. When you have the altitude, the turn can be made with less bank angle. The higher the bank angle, the higher the stall speed but in his case, he had altitude and enough engine power left to make it back safely. If he had full engine failure, maybe a different outcome. It all comes down to altitude.
@@karmakazi219 Or if you do it at too low speed or too shallow bank angle. Or too steep. You do Vglide 45 bank. No panic pulls. Flaps and cut mixt;ure if high. Simple. A Turnback from 1k feet.
Well done Pilot! Any pilot should know the critical altitude above which safely a 180 turn can be performed with his/her airplane taking in consideration wind, weight and windmilling or not propeller! Instructor’s would be well advised to do some exercises like that with their students. That said I used to emphasize to my students, to use it only if no option is available straight ahead! In small twins it is even more advisable to land straight ahead unless you feel extremely comfortable and are a true pro on the aircraft. In such situations surviving comes first and never hesitate to sacrifice the aircraft!
This was the first video teaching in detail the 4 kinds of EFATO (total off) and ROTOT (partial power) maneuvers to bring it back to the runway even with 16 knots of winds. Was made by my CFI a while ago. He had 11 emergencies and 5 engine fails when he flew twins and singles as Bush Pilot CFI and Charter Pilot. Lots of info here. th-cam.com/video/94li1apG-aI/w-d-xo.html
@@CFITOMAHAWK I‘m a retired Bush pilot and CFI. I enjoy hearing about CFI‘s and Pilots who take pride in learning/teaching how to fly at their best pf abilities! I always aimed to learn from pilots who were better than I and could teach me and always enjoyed flying aircrafts which demanded to be flown skillfully! I credit my life to this habit of mine. I sure faced my share of moments to prove those acquired skills! One of my most wonderful flight experiences was on a scheduled flight from Santiago de Chile to Sta. Cruz in Bolivia I took as a Passenger many years ago. Shortly after take off a flight attendant walked up to me and asked me to follow her to the cockpit! I was pleasantly surprised but couldn’t make any sense of it. Once the cockpit door opened, I was greeted by two smiling faced. It took me a moment to recognize two flight students of mine from some time ago! This was one of my most rewarding moments, I‘ll never forget! If you feel like a parent for your students, your on the right track! Wishing you the very best and always a happy landing!
@@samaipata4756 My CFi made that video in 1995. He is from Puerto Rico but living in USA for decades. He is retired. It was the first ever to show all those maneuvers for real on runway. Enjoy. it.. Are you a Latin American too?
@@CFITOMAHAWK thank you, no I‘m neither I‘m originally from Europe but living in Northern Canada and previously living in South America flying in the Amazon and Andes. But now I sold my airplanes and feel privileged every day weather is down at IFR minimum, that I don‘t have to go up there anymore!😊
I agree with most of the comments to this video, however; I have to use a radio to talk to my fellow workers at my job. Pretty simple stuff. Try doing it on a radio. Not so simple.
I thought you’re supposed to keep flying the runway heading and try to land as soon as possible and NOT turn around when suffering an engine loss. Though in this case it looks like he didn’t completely lose power.
It depends on the altitude and how far away you are from the runway. The pilot in this case made the right decision. Kudos to him for coming back safely.
I'm a private pilot with 4000+ hours over 50+ years. It's obvious from the long taxi on the runway and eventual exit onto a taxiway that the engine did not lose all power. He also landed well down the runway. He had partial power, this was not the "impossible turn" with total engine failure. That said, the pilot did take immediate and appropriate action. He declared an emergency, and without ATC vectors, turned back to the runway. He focused on flying the airplane, not talking on the radio. He switched to tower on his on initiative, not waiting for departure control to tell him. That was smart, in case another aircraft was departing he would know it. And, he got the gear down too. That would have been easy to forget.
Making that immediate turn and switching to tower the way he did would normally violate FAA rules. But in an emergency the pilot in command has this authority: "The pilot-in-command of an aircraft is directly responsible for and is the final authority as to the operation of that aircraft. In an emergency requiring immediate action, the pilot-in-command may deviate from any rule in 14 CFR Part 91, Subpart A, General, and Subpart B, Flight Rules, to the extent required to meet that emergency." FAR Section 1, 6-1-1
Kudos to that pilot, I hope I can do as well if it ever happens to me. To those critical of ATC, the quality of that Bonanza's radios leaves a lot to be desired.
Almost did the "impossible turn" there. Kudos to the pilot for reacting so fast and coming back immediately. ATC also did good when they finally realized what Mayday means.
But Tower is still wondering what was the emergency for.
If the little diagram is correct to scale it looks he was about 2.5 miles from the airport when the engine problem started, so if he was climbing for a minute and half he'd be at around 1500 feet (assuming 1000 fpm performance).... so outside of "impossible turn" territory I guess....
He did a great job though... very smooth..... Clearly knows his best glide angle and airspeed...
This time Doctor - 1, Beech - 0.... :)
@@marcospark2803as they should be.
Sounds like maybe he had some power though, not a complete engine out.. ?
Because he was talking to departure control, not tower, when the engine lost partial power. Tower and departure are in different physical locations. Departure did not have time to notify tower, but tower did recognize that this was an emergency. Good job on the tower control's part!
“Lost Engine”
“Climb and maintain 7000”
Now that's the way I like to hear it, short and to the point. Mayday, mayday, maday. I need to come back to the runway. Need runway 1 Center.
The FAA are delighted that you are pleased that the pilot called a MAYDAY. And we're you pleased that he landed safely 🙄
It's annoying to see the pilot in distress and ATC taking ages to pick up the mayday. But I keep reading about how bad is the equipment ATCs have to work with, so maybe this controller did the best with what he had.
Radio transmission quality is not always good anyway, so I think all pilots should mentally prepare for an emergency situation paired with loss of communication.
Dont turnback if too low speed or too shallow bank angle. Or too steep. You do A Vglide 45 bank. No panic pulls. Flaps and cut mixt;ure if high. Simple. A Turnback from 1k feet he did.
Once again, a US controller demonstrates a complete inability to copy a basic emergency transmission. Puts additional stress on pilot in a critical situation by forcing him to repeat. Nothing unusual here.
F your US BS
I disagree with your statement. ATC is there to help, and as pilots, we are taught to 1. Fly the aircraft, 2. Point the aircraft in the right direction, 3. Communicate when able... in that order. In that short instance of declaring an emergency and stating his intentions, the approach controller immediately coordinated with the tower controller for a return to the airport. I'd rather fly with than without ATC overwatch any day!! Pilot and controllers all did a great job, which resulted in the ideal outcome they trained for.
Ah yes discriminating. How original
@@themark4uthey all egoistic to see it. They did an amazing job under pressure. Id rather have an atc by my side than be lonely
Forgive my ignorance because I’m not a pilot. Still I watch a lot of these channels and something continues to amaze me.
What part of “mayday” or “emergency” is so hard for controllers to understand? It’s like they’ve never heard of such a thing, like someone suddenly asked them the square root of Tuesday.
Then when ATC finally understands they immediately start the inane questions.
Were I a pilot in such a situation and heard, “Do you require any assistance?” I’d be compelled to respond, “Yes, shut up and let me try and not wreck this plane and kill myself.”
its been mentioned on the channel before but the quality at which you are hearing in the video is not the same as what they are hearing and the assistance is so they can start clearing areas or runways for them, and what type of help would they need on the ground (fire, medical, police and so on)
Isn't that what's usually called "the impossible turn" or something like that, if you have no power?
Appears he had at least partial engine power
Depends on your altitude.
He had enough altitude to make the turn. When you have the altitude, the turn can be made with less bank angle. The higher the bank angle, the higher the stall speed but in his case, he had altitude and enough engine power left to make it back safely. If he had full engine failure, maybe a different outcome. It all comes down to altitude.
It's only impossible if you don't make it back to the runway.
@@karmakazi219 Or if you do it at too low speed or too shallow bank angle. Or too steep. You do Vglide 45 bank. No panic pulls. Flaps and cut mixt;ure if high. Simple. A Turnback from 1k feet.
Some of these controllers are a disaster
Well done Pilot! Any pilot should know the critical altitude above which safely a 180 turn can be performed with his/her airplane taking in consideration wind, weight and windmilling or not propeller! Instructor’s would be well advised to do some exercises like that with their students. That said I used to emphasize to my students, to use it only if no option is available straight ahead! In small twins it is even more advisable to land straight ahead unless you feel extremely comfortable and are a true pro on the aircraft.
In such situations surviving comes first and never hesitate to sacrifice the aircraft!
This was the first video teaching in detail the 4 kinds of EFATO (total off) and ROTOT (partial power) maneuvers to bring it back to the runway even with 16 knots of winds. Was made by my CFI a while ago. He had 11 emergencies and 5 engine fails when he flew twins and singles as Bush Pilot CFI and Charter Pilot. Lots of info here. th-cam.com/video/94li1apG-aI/w-d-xo.html
@@CFITOMAHAWK I‘m a retired Bush pilot and CFI. I enjoy hearing about CFI‘s and Pilots who take pride in learning/teaching how to fly at their best pf abilities! I always aimed to learn from pilots who were better than I and could teach me and always enjoyed flying aircrafts which demanded to be flown skillfully! I credit my life to this habit of mine. I sure faced my share of moments to prove those acquired skills! One of my most wonderful flight experiences was on a scheduled flight from Santiago de Chile to Sta. Cruz in Bolivia I took as a Passenger many years ago. Shortly after take off a flight attendant walked up to me and asked me to follow her to the cockpit! I was pleasantly surprised but couldn’t make any sense of it. Once the cockpit door opened, I was greeted by two smiling faced. It took me a moment to recognize two flight students of mine from some time ago! This was one of my most rewarding moments, I‘ll never forget! If you feel like a parent for your students, your on the right track!
Wishing you the very best and always a happy landing!
@@samaipata4756 My CFi made that video in 1995. He is from Puerto Rico but living in USA for decades. He is retired. It was the first ever to show all those maneuvers for real on runway. Enjoy. it.. Are you a Latin American too?
@@CFITOMAHAWK thank you, no I‘m neither I‘m originally from Europe but living in Northern Canada and previously living in South America flying in the Amazon and Andes. But now I sold my airplanes and feel privileged every day weather is down at IFR minimum, that I don‘t have to go up there anymore!😊
@@samaipata4756 Good. We are survivors. Cheers. You can share that video if you want.
I agree with most of the comments to this video, however; I have to use a radio to talk to my fellow workers at my job. Pretty simple stuff. Try doing it on a radio. Not so simple.
WN3695 April 7th !
I thought you’re supposed to keep flying the runway heading and try to land as soon as possible and NOT turn around when suffering an engine loss. Though in this case it looks like he didn’t completely lose power.
Depends on your altitude.
It depends on the altitude and how far away you are from the runway. The pilot in this case made the right decision. Kudos to him for coming back safely.