One thing that I just started doing was attempting the impossible turn in a real airplane to determine a bunch of different scenarios in which I might make it. And one thing I've identified, on days where my climb performance is poor and low or calm winds, I need to be at 1200 feet AGL before attempting to turn back b/c I won't make it at 1000 feet. Which is something I can add to the takeoff briefing: ... since today is hot and we're pretty heavy and winds are calm, if I have an issue above 1200 only then will I turn back and land on this runway. Where as on a cool day with a 10kt headwind ... since today is cool and we have a 10 kt headwind, if I have an issue above 1000 feet only then will I turn back and land on this runway etc, etc. The thought just struck me right now that since I'm on the ground, I could write these scenarios down into a table and check that as part of my takeoff briefing. 🤔🤔
Try your sim again, but instead of using standard rate, put the plane immediately up on edge and give up that energy to complete the turn faster. As fast as possible, the steepest you can take it without loss of control. This may reduce the distance to the runway after the turn is completed. See if you make it back that way. I have tried this in practice and it works.
Good stuff. My CPL instructors always have me do not just a takeoff briefing but also a separate emergency briefing every single time, it's on our "before take off"checklist
My CFI and I practiced this and it's a little bit more reliable depending on the aircraft. We still brief every time that below 800' AGL, we're landing straight ahead, but above that, we can do it almost every time. The trick is to fly a plane like the Remos G3-600. It has a glide ratio double that of the Cessna 152/172 which allows us to pull this off. I can't imagine trying it in a Cessna. Great video!
Would be interesting to see a few more scenarios like 60 degree turn, letting the nose drop so the wing isn't loaded, maintaining close to optimal glide speed and see where you end up. I think in some instances you'll make it, others no but most gentle banks turns you won't have a chance. Landing straight ahead in most cases will still be best option. Great video as always!
Excellent video as always. One thing I always accentuate with my students is that the biggest risks in loss of thrust scenarios is 1) loss of control and 2) hurting someone on the ground, not our safe landing per se. One typically only needs about 30 ft of distance to stop and survive the 9G crash (as per FAA Flying Handbook Chapter 17: Emergency Procedures). So practically speaking, any field is “suitable” as long as we put the plane at wings level attitude and normal landing speed. I typically recommend an open field, a runway, a road, a beach, dense trees, or water, in that order. Runway is the second best option in my opinion (unless we are in a tight traffic pattern already or in a high overhead position) because it will make it extremely difficult to consider other options. During engine out situation we constantly have to re-evaluate our options based on perceived angular distance; once we notice the original plan is not working out, we just got to pick a different spot. Briefing our options for the field we are about to take off is our best risk mitigation strategy; google maps with satellite view is a great tool to survey those options.
"And though I've never experienced a total loss of power on take-off, I've had enough partial issues at low altitude..." Excellent topic! I experienced this exact situation about a year and a half ago in my Skyhawk - 120fpm on climb out, things just didn't feel right. Fortunately, I remained calm (a lot calmer than I thought I'd be) and almost immediately discovered an improperly set throttle friction lock. Problem resolved immediately. Finally, my takeoff briefing includes mentioning by the name of the road I'll be taking in a full loss of power situation whilst departing 30 - Canby Ave. Basically no power lines anywhere, relatively smooth gravel road and hardly used by cars.
More important than “at this altitude I can turn back” is “if a loss of power occurs during climbout, my options ahead of me are…” and having a an idea of what’s ahead before even starting the engine
This reminds me of the best move to make a CFI equal parts dissapointed and proud at the same time. Practicing power off 180's, "misjudge" the glide so you come in just a hair short of the runway then just as you're about to enter ground effect add a notch of flaps. You get the bonus lift without the full drag penalty and float the extra 50-100 feet. 🤣 Also don't actually try this... but remember it does work if you're every juuust shy of making your point.
It is taught at Flight Safety KICT in the Cessna Caravan recurrent - (the only trick) The turn back to the field must be immediate otherwise you won't make it but, it does work if the turn is initiated at the first sign of trouble.
I was trained from day one by my PPL to always do a take-off briefing. We also practiced power loss during departure climbs when my CFII would suddenly chopp the throttle (at an appropriate training altitude). I'd then immediately pitch forward HARD, pull the flap bar to full out (to prevent a stall) and perform a high-bank turn into the wind. The best I could do during training was lose only 500 feet as I then brought the flaps in slowly to maximize glide. This was in an Archer II. So I learned that if you're not at least 750 ft AGL, there's not enough time or glide distance to even consider it. If I were above pattern altitude (1007 ft AGL), I'd just do a short field landing in the pattern. Otherwise, land straight ahead and prepare for off-field landing as the checklist stipulates.
What do you mean by slowly brought in flaps to maximize glide? Flaps drastically decrease your glide distance. Also high bank turns aren't very useful in engine out situations.
@@Virtualmix Because pulling the flaps out LOWERS stall speed. If you're going to do a steep turn low to the ground, you do NOT want to stall. So you pull the flap lever (on an Archer II) to extend flaps full since you're already climbing at Vy or Vx. Then after the steep turn you retract the flaps appropriately for your airspeed. We practiced this with and without flaps and with full flaps I could turn 180deg+ and lose the least amount of altitude with the steepest bank angle. Again, this was just to demonstrate the concept and how sharp your stick and rudder skills are to pull this off and when it was simply not an option. This is why we train. To understand what we and our aircraft can and cannot do.
After watching Ryan's (the MissionaryBushPilot) content a lot i've myself gotten used to brief abort and emergency prior to takeoff and landing. I'm still a sim pilot, but just the idea on what to do at least go through the ideas in my head makes flying a lot more comfortable
I used to rent a Cessna from a flight instructor who insisted that all his students and renters learn the runway turnback. So we did the lesson during the owner/operator checkout flight. No simulated turnback at 2000 agl or anything like that. We flew the actual maneuver, all the way back to the actual runway with power off and actually touched down to a full stop three or four times. Below 300 agl land straigh ahead, 300-500 agl 45 degrees left or right of centerline, and we did all of our maneuvers for the real turnback at 500 agl. This is in a Cessna 172 with 2 souls. This was back in 2010 I don't recall the exact weather but it was not particularly favorable or not favorable. We did this at KHZR near Baton Rouge, LA using RWY 35 so plenty of trees and then the river. Cessna N4733D if my memory is good. Its a frisky few seconds I will admit......the stall horn chirps basically the entire time but the turn is FAR from impossible. My biggest take away here is that I agree it is all about conditions and pre-takeoff planning. The problem I have is with this whole 3 second brain mush rule everyone seems to want to put in to the maneuver. Its a solvable problem as long as you solve it on the ground, just before takeoff. Because of this lesson, I always assume my engine will quit some point below 1000 agl so I "spring load" myself to react to it. Another important lesson I think is that you need to be proficient enough not only to perform the maneuver, but also to make the decision whether or not to. In Louisiana, density altitude plays a large role on performance in the summer. I do wish we could change the name of the maneuver to something a little less controversial like just the runway turn-back. As pilots, we should not color the terminology in a particular way. If instructors don't believe in the maneuver, they should be upfront about that and explain why instead of preparing scenarios where only the worst situations are present. Do a simulation where you don't wait 3 seconds because you were already prepared for an engine failure. Do it with neutral weather and temp conditions....then do one with favorable conditions. Do them all and show people all of the scenarios. Educate.
Also I appreciate a "true simulation" rather than watching certain other youtube flight "instructors" who do it up at 2500 agl where the aircraft already takes a performance hit due to altitude and there's no ground effect which basically means you will lose every time. Makes it easier to make your point if you're rigging the demonstration whether you mean to or not.
Some airports have fuck-all ahead for emergency landings. For your best chance. You'll need: 1) Aircraft with respectable glide ratio and climb angle/rate 2) Strong headwind component (compared to best-glide speed) on takeoff 3) Climb at Vx until engine failure 4) Turn into crosswind component, immediately upon engine failure 5) Hold best-glide speed and AoA below stall during turn (stall horn intermittent, at most) 6) Reduce glide speed and/or select flap setting depending on the strength of the tailwind.
I learned 4 kinds of EFATO in 1996 from the only expert in New England on EFATO. Or the USA an examiner told me twice. The main points are. For a power off Turnback; Dont turnback if climbed under 700 fpm or are under 700 agl. Dont. PARTIAL POWER? Dont turback if under 300 agl climbing under 300 fpm. Those are the 2 more simple rules we came up 20 years ago. My CFI Cherokee 150 hp had a Blue Line on Vglide speed and he set altitude marker on the altimeter too.
One way that you can avoid those 3 seconds of hesitation is to take off assuming that your engine will for sure fail this time until you reach a safe altitude. For me that is around 800AGL.
Consideration should also be given on when you're turning in the pattern. Straight out departures arnt that often. I happily turn around 5-700 for crosswind. If you're 700 feet in crosswind when you lose your engine you're not in that bad of a place.
I did this in real life at an uncontrolled airport with another pilot and we were able to turn back and land on the opposite runway from 400 AGL in a Grumman Tiger. We threw it into a steep bank and kept the nose down and didn't have much trouble. We were 2 people and fuel to the tabs. Wouldnt try it at max gross unless I had more altitude.
You simulated the times when not to do it. Now show on the airplane how and when to Turnback the right way. And yes, i used to demo that on Cherokees in 2001 as when CFI.
At 500 ft can be totally accomplished If flaps are properly managed and ignoring the runway shoot for the taxiway. Or other flat area on the airfields a former Alaskan bush pilot.Before every take off.always select a position on the field or off the field where you are going to head in the event of engine failure.This takes the guesswork out of it. An impossible turn back towards the runway should never be attempted below 500 AGL head for your selected crash site and stick with the plan.
Check out articles and videos/webinars by Barry and Brian Schiff. They're classic on the turnback. Others are Charlie Precourt and Russell Still. So many variables. Climb vs Glide performance. Cessnas and Mooneys do fine. Bonanzas suck. Need long enough runway, turn into wind, 45 degree bank optimal; more than that, better be darn proficient. In descending turn indicated speed will increase at 1G, as in spiral. Need enough back pressure Gs to maintain best glide. Larger the bank, smaller the margin between stall and best glide and if you stall are you coordinated. Practice at altitude. Add a cushion to the altitude lost for real life event. Practice in simulator to develop muscle memory and where you can vary wind runway length, density altitude, etc. No shame in landing on runway environment rather than runway itself. Sure with a "qualified instructor" you might try turnback during actual takeoff. How many accident reports have you read where the CFI and other pilot got killed practicing stuff like that. Quite a few. Having a CFI along doesn't guarantee safety. So much more could be said about the turnback. Check out reliable resources!
It's easier to aim somewhere close and find a creative way to drop altitude, than it is to aim somewhere far away and invent energy you don't have using sheer force of will :D Also I don't know how it works in fixed-wing but in helicopter land slowing down to "stretch the glide" is a shit idea. There is one speed / configuration that gets best glide: that's it. Slowing down just gives you a momentary relief of sink rate in exchange for increased angle of descent for the entire rest of the approach. If you think you need more distance, pitch for best glide speed straight away (and do whatever other stuff you do in an airplane idk) and then maintainnnnnnnnn it all the way to ground effect if you have to. Slowing down just makes you shorter.
Wrong sir. 14 CFR § 91.519. "(a) Before each takeoff the pilot in command of an airplane carrying passengers shall ensure that all passengers have been orally briefed on..."
I'm not a real world pilot, but you will never extend the glide distance by slowing down. Yes, with tail wind, you should glide at a little bit under your published best glide speed, but not significantly so.
@@hivoltagedriver Going faster than Vg actually shortens the distance you can glide. The same applies for going slower. If gliding against the wind, your Vg will be higher, if gliding with the wind (like in the video), your Vg gets smaller.
Please Google -- Richard McSpadden Jr. He was the AOPA Vice President and narrator of that video "The runway behind you - The Impossible Turn". On October 2nd 2023 Richard passed away in a crash attempting a real life "The Impossible Turn" after an engine failure after takeoff. The video Richard narrated gives some sort of false hope that The Impossible Turn can be accomplished by some types of aircraft and under experienced pilotage. However reality proved otherwise...this was a highly trained pilot and he was flying an aircraft comparable to a Cessna 172. It's not even worth practicing The Impossible Turn given the irony of how he died - in real life The Impossible Turn is not possible.
You should check out Fly8MA's youtube video on the impossible turn. It's pretty good and goes to show you can make it at 500ft AGL if you know what you're doing and have a favorable scenario. Still not worth doing unless you've practiced it and are confident though.
One thing that I just started doing was attempting the impossible turn in a real airplane to determine a bunch of different scenarios in which I might make it. And one thing I've identified, on days where my climb performance is poor and low or calm winds, I need to be at 1200 feet AGL before attempting to turn back b/c I won't make it at 1000 feet. Which is something I can add to the takeoff briefing:
... since today is hot and we're pretty heavy and winds are calm, if I have an issue above 1200 only then will I turn back and land on this runway.
Where as on a cool day with a 10kt headwind
... since today is cool and we have a 10 kt headwind, if I have an issue above 1000 feet only then will I turn back and land on this runway
etc, etc. The thought just struck me right now that since I'm on the ground, I could write these scenarios down into a table and check that as part of my takeoff briefing. 🤔🤔
Try your sim again, but instead of using standard rate, put the plane immediately up on edge and give up that energy to complete the turn faster. As fast as possible, the steepest you can take it without loss of control. This may reduce the distance to the runway after the turn is completed. See if you make it back that way. I have tried this in practice and it works.
Good stuff. My CPL instructors always have me do not just a takeoff briefing but also a separate emergency briefing every single time, it's on our "before take off"checklist
contrary to popular beliefs, you actually have to pitch down to "stretch" the glide distance
My CFI and I practiced this and it's a little bit more reliable depending on the aircraft. We still brief every time that below 800' AGL, we're landing straight ahead, but above that, we can do it almost every time. The trick is to fly a plane like the Remos G3-600. It has a glide ratio double that of the Cessna 152/172 which allows us to pull this off. I can't imagine trying it in a Cessna. Great video!
I love all the “here’s a safe thing part 121 does that we are just not going to bother with in part 91”.
Would be interesting to see a few more scenarios like 60 degree turn, letting the nose drop so the wing isn't loaded, maintaining close to optimal glide speed and see where you end up. I think in some instances you'll make it, others no but most gentle banks turns you won't have a chance. Landing straight ahead in most cases will still be best option. Great video as always!
Excellent video as always. One thing I always accentuate with my students is that the biggest risks in loss of thrust scenarios is 1) loss of control and 2) hurting someone on the ground, not our safe landing per se. One typically only needs about 30 ft of distance to stop and survive the 9G crash (as per FAA Flying Handbook Chapter 17: Emergency Procedures). So practically speaking, any field is “suitable” as long as we put the plane at wings level attitude and normal landing speed. I typically recommend an open field, a runway, a road, a beach, dense trees, or water, in that order. Runway is the second best option in my opinion (unless we are in a tight traffic pattern already or in a high overhead position) because it will make it extremely difficult to consider other options. During engine out situation we constantly have to re-evaluate our options based on perceived angular distance; once we notice the original plan is not working out, we just got to pick a different spot. Briefing our options for the field we are about to take off is our best risk mitigation strategy; google maps with satellite view is a great tool to survey those options.
Pilot since 1969. 15, 000 hrs, 6k + in Air Force fighters. Land straight ahead if possible. Forget the
"Impossible", unless you fly computers.
"And though I've never experienced a total loss of power on take-off, I've had enough partial issues at low altitude..."
Excellent topic! I experienced this exact situation about a year and a half ago in my Skyhawk - 120fpm on climb out, things just didn't feel right. Fortunately, I remained calm (a lot calmer than I thought I'd be) and almost immediately discovered an improperly set throttle friction lock. Problem resolved immediately. Finally, my takeoff briefing includes mentioning by the name of the road I'll be taking in a full loss of power situation whilst departing 30 - Canby Ave. Basically no power lines anywhere, relatively smooth gravel road and hardly used by cars.
Good job. Very relevant.
More important than “at this altitude I can turn back” is “if a loss of power occurs during climbout, my options ahead of me are…” and having a an idea of what’s ahead before even starting the engine
This reminds me of the best move to make a CFI equal parts dissapointed and proud at the same time. Practicing power off 180's, "misjudge" the glide so you come in just a hair short of the runway then just as you're about to enter ground effect add a notch of flaps. You get the bonus lift without the full drag penalty and float the extra 50-100 feet. 🤣
Also don't actually try this... but remember it does work if you're every juuust shy of making your point.
How do you load an aircraft a "few hundred feet below max gross"??
You throw out a passenger at 300 feet. I think that was pretty clear in the video.
It is taught at Flight Safety KICT in the Cessna Caravan recurrent - (the only trick) The turn back to the field must be immediate otherwise you won't make it but, it does work if the turn is initiated at the first sign of trouble.
Above what elevation does it works?
I was trained from day one by my PPL to always do a take-off briefing.
We also practiced power loss during departure climbs when my CFII would suddenly chopp the throttle (at an appropriate training altitude).
I'd then immediately pitch forward HARD, pull the flap bar to full out (to prevent a stall) and perform a high-bank turn into the wind. The best I could do during training was lose only 500 feet as I then brought the flaps in slowly to maximize glide. This was in an Archer II.
So I learned that if you're not at least 750 ft AGL, there's not enough time or glide distance to even consider it. If I were above pattern altitude (1007 ft AGL), I'd just do a short field landing in the pattern.
Otherwise, land straight ahead and prepare for off-field landing as the checklist stipulates.
What do you mean by slowly brought in flaps to maximize glide? Flaps drastically decrease your glide distance.
Also high bank turns aren't very useful in engine out situations.
@@keremkaya6915 Bring them back "in" from the full "out" setting
@@lohphat Why would you put the flap full out? Pitching for Vg should be all you need to prevent a stall in case of an engine out.
@@Virtualmix Because pulling the flaps out LOWERS stall speed. If you're going to do a steep turn low to the ground, you do NOT want to stall. So you pull the flap lever (on an Archer II) to extend flaps full since you're already climbing at Vy or Vx. Then after the steep turn you retract the flaps appropriately for your airspeed.
We practiced this with and without flaps and with full flaps I could turn 180deg+ and lose the least amount of altitude with the steepest bank angle.
Again, this was just to demonstrate the concept and how sharp your stick and rudder skills are to pull this off and when it was simply not an option.
This is why we train. To understand what we and our aircraft can and cannot do.
@@lohphat That makes more sense, thank you for explaining!
Try it again but make a 60° steep turn back. You'll be surprised.
After watching Ryan's (the MissionaryBushPilot) content a lot i've myself gotten used to brief abort and emergency prior to takeoff and landing. I'm still a sim pilot, but just the idea on what to do at least go through the ideas in my head makes flying a lot more comfortable
I used to rent a Cessna from a flight instructor who insisted that all his students and renters learn the runway turnback. So we did the lesson during the owner/operator checkout flight. No simulated turnback at 2000 agl or anything like that. We flew the actual maneuver, all the way back to the actual runway with power off and actually touched down to a full stop three or four times. Below 300 agl land straigh ahead, 300-500 agl 45 degrees left or right of centerline, and we did all of our maneuvers for the real turnback at 500 agl. This is in a Cessna 172 with 2 souls. This was back in 2010 I don't recall the exact weather but it was not particularly favorable or not favorable. We did this at KHZR near Baton Rouge, LA using RWY 35 so plenty of trees and then the river. Cessna N4733D if my memory is good. Its a frisky few seconds I will admit......the stall horn chirps basically the entire time but the turn is FAR from impossible. My biggest take away here is that I agree it is all about conditions and pre-takeoff planning. The problem I have is with this whole 3 second brain mush rule everyone seems to want to put in to the maneuver. Its a solvable problem as long as you solve it on the ground, just before takeoff. Because of this lesson, I always assume my engine will quit some point below 1000 agl so I "spring load" myself to react to it. Another important lesson I think is that you need to be proficient enough not only to perform the maneuver, but also to make the decision whether or not to. In Louisiana, density altitude plays a large role on performance in the summer. I do wish we could change the name of the maneuver to something a little less controversial like just the runway turn-back. As pilots, we should not color the terminology in a particular way. If instructors don't believe in the maneuver, they should be upfront about that and explain why instead of preparing scenarios where only the worst situations are present. Do a simulation where you don't wait 3 seconds because you were already prepared for an engine failure. Do it with neutral weather and temp conditions....then do one with favorable conditions. Do them all and show people all of the scenarios. Educate.
Also I appreciate a "true simulation" rather than watching certain other youtube flight "instructors" who do it up at 2500 agl where the aircraft already takes a performance hit due to altitude and there's no ground effect which basically means you will lose every time. Makes it easier to make your point if you're rigging the demonstration whether you mean to or not.
Good job on these videos
Some airports have fuck-all ahead for emergency landings. For your best chance. You'll need:
1) Aircraft with respectable glide ratio and climb angle/rate
2) Strong headwind component (compared to best-glide speed) on takeoff
3) Climb at Vx until engine failure
4) Turn into crosswind component, immediately upon engine failure
5) Hold best-glide speed and AoA below stall during turn (stall horn intermittent, at most)
6) Reduce glide speed and/or select flap setting depending on the strength of the tailwind.
hey, what software do you use for your simulator as well as the items that you bought IE the rudder and yoke
I learned 4 kinds of EFATO in 1996 from the only expert in New England on EFATO. Or the USA an examiner told me twice. The main points are. For a power off Turnback; Dont turnback if climbed under 700 fpm or are under 700 agl. Dont. PARTIAL POWER? Dont turback if under 300 agl climbing under 300 fpm. Those are the 2 more simple rules we came up 20 years ago. My CFI Cherokee 150 hp had a Blue Line on Vglide speed and he set altitude marker on the altimeter too.
One way that you can avoid those 3 seconds of hesitation is to take off assuming that your engine will for sure fail this time until you reach a safe altitude. For me that is around 800AGL.
Consideration should also be given on when you're turning in the pattern. Straight out departures arnt that often. I happily turn around 5-700 for crosswind. If you're 700 feet in crosswind when you lose your engine you're not in that bad of a place.
I did this in real life at an uncontrolled airport with another pilot and we were able to turn back and land on the opposite runway from 400 AGL in a Grumman Tiger. We threw it into a steep bank and kept the nose down and didn't have much trouble. We were 2 people and fuel to the tabs. Wouldnt try it at max gross unless I had more altitude.
It is possible in the Pilatus. IIRC you need 1200"
You simulated the times when not to do it. Now show on the airplane how and when to Turnback the right way. And yes, i used to demo that on Cherokees in 2001 as when CFI.
At 500 ft can be totally accomplished
If flaps are properly managed and ignoring the runway shoot for the taxiway. Or other flat area on the airfields a former Alaskan bush pilot.Before every take off.always select a position on the field or off the field where you are going to head in the event of engine failure.This takes the guesswork out of it.
An impossible turn back towards the runway should never be attempted below 500 AGL head for your selected crash site and stick with the plan.
What simulator is that please?
AOPA has a great video with real planes of various types. Search for it.
Don’t turn back unless at pattern altitude
Check out articles and videos/webinars by Barry and Brian Schiff. They're classic on the turnback. Others are Charlie Precourt and Russell Still. So many variables. Climb vs Glide performance. Cessnas and Mooneys do fine. Bonanzas suck. Need long enough runway, turn into wind, 45 degree bank optimal; more than that, better be darn proficient. In descending turn indicated speed will increase at 1G, as in spiral. Need enough back pressure Gs to maintain best glide. Larger the bank, smaller the margin between stall and best glide and if you stall are you coordinated. Practice at altitude. Add a cushion to the altitude lost for real life event. Practice in simulator to develop muscle memory and where you can vary wind runway length, density altitude, etc. No shame in landing on runway environment rather than runway itself. Sure with a "qualified instructor" you might try turnback during actual takeoff. How many accident reports have you read where the CFI and other pilot got killed practicing stuff like that. Quite a few. Having a CFI along doesn't guarantee safety. So much more could be said about the turnback. Check out reliable resources!
Does anybody know how to change to the G430 on msfs2020?
It's easier to aim somewhere close and find a creative way to drop altitude, than it is to aim somewhere far away and invent energy you don't have using sheer force of will :D Also I don't know how it works in fixed-wing but in helicopter land slowing down to "stretch the glide" is a shit idea. There is one speed / configuration that gets best glide: that's it. Slowing down just gives you a momentary relief of sink rate in exchange for increased angle of descent for the entire rest of the approach. If you think you need more distance, pitch for best glide speed straight away (and do whatever other stuff you do in an airplane idk) and then maintainnnnnnnnn it all the way to ground effect if you have to. Slowing down just makes you shorter.
Wrong sir. 14 CFR § 91.519. "(a) Before each takeoff the pilot in command of an airplane carrying passengers shall ensure that all passengers have been orally briefed on..."
I'm not a real world pilot, but you will never extend the glide distance by slowing down. Yes, with tail wind, you should glide at a little bit under your published best glide speed, but not significantly so.
@@hivoltagedriver Going faster than Vg actually shortens the distance you can glide. The same applies for going slower. If gliding against the wind, your Vg will be higher, if gliding with the wind (like in the video), your Vg gets smaller.
@@braininavatnow9197 agreed.
@@hivoltagedriver You say you are an instrument rated pilot and then tell me true airspeed is indicated airspeed corrected for wind? Come on....
@@hivoltagedriver, I obviously meant slowing down below your Vg will not get you farther over ground (unless you glide with the wind).
@@tomaschrapek obviously. keep playing your video games.
Just don’t turn onto a plane landing or taking off on the runway I guess.
Please Google -- Richard McSpadden Jr. He was the AOPA Vice President and narrator of that video "The runway behind you - The Impossible Turn". On October 2nd 2023 Richard passed away in a crash attempting a real life "The Impossible Turn" after an engine failure after takeoff.
The video Richard narrated gives some sort of false hope that The Impossible Turn can be accomplished by some types of aircraft and under experienced pilotage. However reality proved otherwise...this was a highly trained pilot and he was flying an aircraft comparable to a Cessna 172. It's not even worth practicing The Impossible Turn given the irony of how he died - in real life The Impossible Turn is not possible.
You should check out Fly8MA's youtube video on the impossible turn. It's pretty good and goes to show you can make it at 500ft AGL if you know what you're doing and have a favorable scenario. Still not worth doing unless you've practiced it and are confident though.