Nice. My C152 departure brief is very similar to yours: Stop on rwy; Land on rwy if possible; wind direction is ** so it will be a ** turn to land in field within 30 degrees of rwy hdg. (I know where they are at my home aerodrome); Airspeed 65kts; Fuel, mixture, throttle & mags off; Flaps down as appropriate; Master Sw off; Sideslip as required; passenger briefed prior to taxi about keeping quiet, how to brace & aircraft exit but reminded at end of DB; if over 800ft more fields are available but a runway return is not until 1500ft alt. I do this every flight & practice fanstops about every 6 hrs.
Great lesson - Thank you! Without writing a novel, I lost thrust in a PA-28 Cherokee 140 at about 150 feet. The propeller was still turning and I instinctively turned left (pattern direction) thinking I might limp it back. I made it through about 20 degrees of turn and realized it wasn't going to work so I landed straight ahead into a field of mesquite trees. Totaled the airplane, no injuries. With the insurance money, I bought another PA-28 and the next time I took off from the same runway (my son was flying so I could look around more) I noticed a farmer's dirt road 10 degrees right of runway heading. Had I known this prior to TO, the initial turn direction would have been decided and I could have saved the airplane (and potentially taxied back to the airport!). For what it's worth, Google Earth is a great resource for making those sorts of pre-departure decisions - I know that the images are not current, but it's still a great SA builder. For those interested, the investigation showed that a dirt (mud) dauber nest was in the air induction system and broke loose and clogged the carburetor air intake.
When I started GA in the early '80s Dep Briefings were not mentioned, when I started flying gliders in the early '2000s it was pounded into me by my various instructors to the point it became automatic. Love your videos.....
Often shocked how many people I’ve flown with, especially at the ACCA’s earlier this summer who didn’t do a departure brief, it’s something I was taught during my ppl by my instructor but clearly not by every instructor. Great video Martin!
I agree, Ben. To be honest, until a couple of years ago, I did not do a formal departure briefing either. Something I was never taught by my earlier instructors. Today it seems hard to take-off without one. - Martin
Timely video. I've started to do a departure brief, out loud, even when solo in recent months. I find it a useful process to go through and it helps me to slow down and consider what I'm doing.
Good for you - speaking out loud when you're by yourself or only with non-pilot passengers may seem silly, but it actually works better. Keep doing that! - Martin
@@martinpauly The other thing I try to implement is "talk and point", taking a cue from Japanese train drivers .th-cam.com/video/9LmdUz3rOQU/w-d-xo.html
Good advice and thanks for posting. I was never trained or told to do a departure briefing in a single engine airplane. It was not until I did my multi training that I started to do departure briefings. Before every flight in a multi engine airplane I would do a departure briefing but it makes sense in a single as well and I will start doing it now. I see a lot of videos of folks flying multi engine airplanes and they do not do a departure briefing in their multi flying. It may be cleverly edited out of the video but usually it looks like they just do not do one and they really should. This is great advice.
I think it's even more important in a twin to do a departure briefing. With the second engine come many good options, but also the possibility of Vmc accidents. No better time to dry-run the correct response ("the drill") than before take-off. Best regards, Martin
Wonderful advice Martin ! I ALWAYS refer to the ODP/Departure Procedure regardless VFW/IFR. If permitted, turn 40 degrees into the wind when reaching 400 AGL. Makes the return to the airport much easier.
Thanks for the comment, William. I believe ODPs is one of those topics which is not fully understood by all pilots, even though they can save lives (or kill you if you don't study them). I may make a video about them sometime this year. All the best for 2020! - Martin
I like the idea of this. I started doing something similar just lately. It is always better to decide what you will do in an emergency in advance BEFORE you take off, rather than wait until something happens and then try to think and make rapid decisions.
I am no flyer. But this advice is very important in all aspects of your day. Plam ahead and verbalise the plan to easily change "attitude or altitude" . Thanks, Martin.
Good - keep doing it. Hopefully you will never have an emergency, but if one day something should go wrong, you will be better prepared to deal with it. - Martin
I'm only a "simulator pilot" but I'm fascinated by all the plans&procedures that pilots utilize for safe flying. There are very few videos that talk about this.
There's actually a lot of good information out on the Internet on safety, Johnny, but you have to dig for it a little harder than many other materials. All the best for 2020! - Martin
Outstanding! This really applies, with modifications, to almost all of life. I coach Street Survival driving to young drivers. I empathize throughout the day that they should look up and far ahead AND think about if something happens what will they do. If they are looking a half-mile down the road and see brake lights then they need to slow down a little and be prepared to stop. If they are looking at the car in front of them until reaching the cars that are slowing or stopping then everything will have to happen much faster. They should think about the specific thing that might happen in the specific situation. This all would be more effective if said out loud but I am not sure if anyone would do that with parents or family or friends in the car.
Good point, John. People are people, so it's no surprise a lot of the human factors concepts we apply to flying can also apply to other fields. John Nance talked about this beautifully once at th-cam.com/video/hW7LGxCLauo/w-d-xo.html Happy New Year! - Martin
Nice video Martin. Interesting how things change over the years. In 1976, when I received my GA ticket, none of this was even discussed with the training. It if was even mentioned by your instructor you were never asked to perform it. Thanks for the info. And take care.
I don't know when the departure briefing became standard for the airlines, John, but human factors has had a great and all in all very positive influence on professional aviation. For hobby pilots like me it's still a lot less structured, even today. - Martin
Hi Martin...as one of your newest subscribers let me say Happy and Safe New Year...and great video. If I may I'd like to add one addition to your departure briefing-and that is be absolutely be ready to push the nose over at any time if things go quite up front...on climb out we are a a relatively low airspeed, and high AOA, therefore airspeed is going to bleed off rapidly and a stall/spin at low altitude usually doesn't end well. Just as I head out to the runway, I brief myself push the nose over and below 1000agl.,I going basically ahead....if power is lost on TO or climb, be ready to push that nose over, I guess almost anything is better than a stall/spins at 700 ft....Thanks again for all your insightful and educational videos.....
Excellent topic. Having been through this exact scenario, engine failure on takeoff, I can say it happens fast, really fast. As PIC one has to make snap decisions and keep moving forward in order to survive. I do not brief out loud if my bride is flying with me but the plan is one I review and am ready to react. In my case I had departed and at just shy of two hundred feet the first bang and vibration hit. I pitched for best climb and then the second heavy vibration hit, robing me of any power. I had made it to three hundred thirty feet and decided not to trade off altitude for my planned straight ahead go to spot, to get a visual. Instead I went with my plan B, left turn and land on the roadway. There was too much traffic to attempt the road so I rolled into my next go to, continuing the left turn to a golf course. I would not have made it without a plan. There is no time to second guess. My total time from wheels up to emergency landing was 51 seconds.
Great advice, Martin! Nobody taught this when I was learning to fly, lo these many years ago. I wonder how many injuries could have been prevented, not to mention lives saved, if this had been standard procedure all along. Some pilots are reluctant to brief out loud when flying with passengers. I can understand this. Some passengers don't want to be reminded of the possibility of an engine failure. I think a calm explanation that engine failure is highly unlikely but still possible and that you want to make sure you have a plan in place to handle it safely and successfully goes a long way toward alleviating anxiety. Then, brief out loud and direct the briefing to your passenger(s). This gets them involved and gives them a feeling of control. Feeling in control helps to relieve anxiety and can prevent panic when a problem does occur. Remember: hope for the best, plan for the worst, and expect something somewhere in between.
Good message, John. Speaking out loud is much stronger than just thinking it, from a human factors perspective. Many people feel silly speaking to themselves, but there's a good reason to do so in this case. - Martin
Good points! Certainly pilots were taught these concepts but we tend to become lax as flight hours increase. However, I am in the process of breaking in a new engine on my Arrow ( less than 10 hours) so your comments are really germane now!! Thanks! And Happy New Year :)
Martin - Happy New Year! Totally agree with this approach. I fly a V35B and use 1200 AGL as the number to come back - single runway - I am over rivers for most of both directions climb out. My verbal call is below 1200 we swim! Even solo make the same call out. CFI(I) MEI
A few things to include in your pre-flight briefing is your procedure if it suddenly gets quiet. The first thing is to push forward on the yoke. If you don't have altitude then airspeed is the only friend you have left, don't give it away. Get light in the seat, the airlines teach that, PUSH, you must not just sit there bleeding off airspeed. Know your best glide speed, look it up or calculate it before you go. If you decide to turn back you'll need that speed and realize that your stall speed will be quite a bit higher in a steep bank. I believe a Bonanza will stall at just about 100 knots in a 60-degree bank. As you climb out, pick a spot to plop her into if things go bad, change it as you progress. Practice slips until it's second nature. You can dump speed and altitude rapidly in a slip. You have only one chance to hit your target, get it down on the spot you chose, you cannot afford to float halfway to Hoboken. It's vitally important to have all this in your head at throttle up. The time to plan is before taking the runway.
Happy New Year Martin! As always great video. I use the 1000ft agl rule for turning back also but I don't necessarily concentrate on making a runway, I'll land on a taxi way or even the grass in between if necessary. There is a drag strip right next to my home airport and it is always considered by me as an emergency landing strip. One other thing I brief for is with the exception of landing on the airport grass I brief for the position I want the gear in. Solid ground such as concrete or asphalt its gear down, soft is gear up. And one thing I always remind myself is to pull the prop full decrease pitch while the engine still has enough oil pressure to make it happen, its amazing how much more glide you gain by doing this
Great video, clear, complete and to the point .... just like a good briefing! Always a good thing to go over the forgettable basics if you don’t practice and repeat..... I am going to restart IFR this year, and have started regularly doing a power off to land drill.... gotta land anyway, always good to calibrate my wind offsets/ sight picture and remind myself that a safety margin is a good idea .... being 10 % higher, tighter on downwind and aiming 10 % beyond the TDP is ok till I get to short final. Took a while to get this perspective . So thanks again, always good to drill the drill!
Great video, Martin! I reiterate my comment from your last video; your professionalism is an example to be emulated by all GA pilots. Happy 2020. I look forward to seeing your upcoming adventures. Rev. David
There was a great article in the AOPA magazine a while back, to illustrate the dangers of low altitude turns back to the airport, and a way to safely see how your plane could handle this. They suggested a normal climb to 3000 feet agl, pulling the power, then waiting about 4 seconds (your crisis reaction time) before starting a 180 back toward the airport. At the completion of the 180 turn, see how much altitude you have lost, then add a healthy margin to that for added safety.
Yes, that's a good place to start. I would argue, though, that idle power is quite different from an actual failed and windmilling engine. To really experience how little one can do with the altitude left, you'd have to pull the mixture to cut-off. And I don't recommend trying that without an instructor. All the best for 2020! - Martin
I agree Martin. My lighter weight Grumman Cheetah did this exercise and lost 400 feet. I doubled it to 800 for safety, not far from your 1000! The little aerobatic Corby Starlet I built that you see in the picture was much less!
Thanks for the video! I am currently learning to fly for my PPL and since hour 1 i always do the departure briefing usually like this: What i will do for the departure Emergencies (pre takeoff, below 1'000ft agl and above 1'000ft agl) Speeds (rotate, best rate, glide and best climb)
Its best you highlighted the solo part to always make the brief. This is because people joke with the briefs but it ends up helping ...happy new year from Nairobi Kenya
Yes, solo or as a crew - the briefing helps. Of course, in a crew, it has the additional benefit of making sure the pilots are aligned on the plan. - Martin
Happy new year Martin, and great advice! When I was flying, this was something we always did this, especially with the layout of my home airport, MKC, Kansas City downtown, as the headings were 1-19, with city to the south, the Missouri river and the river and bluffs to the north, and 3-21 with industrial complexes on either end, with obstacles such as grain elevators and railyards on either end. not any great options anywhere, by there were a few, and IIT required knowing the land around the field very well. not optimal, but there were a few places that were doable. I suggest that any pilot should take the time to drive around their home airport and familiarize themselves with possible landing sites. being prepared for such an event will cause less stress in the cockpit avoid this occur, and while flying out, check off these potential spots every time
Very good advice, Vic. MKC is particularly tricky for the reasons you mentioned, and maybe serves as a reminder that even with the best planning, we can only minimize but not completely eliminate the risk of a bad outcome. I'm lucky in that my home base is surrounded by open space in all directions, giving me lots of choices I don't have flying out of (or into) MKC or MDW. All the best for 2020! - Martin
Hi Martin: the “impossible turn” is already very difficult at 1000ft AGL and at 800ft AGL is even worse, as you said. Depending on the type of aircraft, these values may even increase (in the V35B I fly... I forget everything below at least 1500 ft but straight ahead or with a minimal deviation due to the ridiculous climb rate on takeoff). The departure briefing is always important and I would add another information such as Vglide speed should something occur.
Good input. 1,000 feet AGL is not the right number for all airplane types. And if you routinely fly different airplane types, additional reminders are helpful, like the best glide speed as you mentioned, or a reminder to pull the prop lever back for better glide performance. All the best for 2020! - Martin
Hi mate, Happry new year, just wanted to say that was a fantastic video you have a great teaching style. hope you do more of these - very clear and concise, great job you would make a great CFI
I've gotten lazy and rarely do this but what great advice. Thank you! And to have thought about the wind vectors affecting the initial turn..... genius. Thanks!
Hopefully you (and I) will never have to apply what we go over in the departure briefing for an engine-out scenario. But best to be prepared... - Martin
Hi Martin, Echoing what John Opalko said, I was not taught to do a departure briefing in a single engine aircraft, it is assumed that you are dead if your engine quits, I guess. I first learnt to do departure briefings, but even then, it was very incomplete, it only entailed what to do as far as the aircraft flying was concerned, no terrain taken into consideration, but just what we must do with the aircraft, I guess assuming that the terrain ahead of us is flat. The regional airline environment was a bit more critical as to what should be included in a departure briefing but still ignored the surrounding terrain, your point of what must be considered in the briefing is very welcome. Now let me, please, if I may, ask you, what do you do for a living? The aviation industry is a very commercially unforgiving, not many fixed base operators, and even flying schools can survive, we move most of the flying carrier life, from one crisis to the next, yet you managed to acquire a beautiful A 36, top of the range aircraft, and not only that, you can maintain it, utilise capital to train yourself into a tail dragger, flown gliders, etc., A very good achievement in life, and that made me curious, what do you do for a living, I wasted my life in aviation, started broke and retired broke, because the aviation industry does not make many wealthy pilots, GA pilots or even regional airline pilots. I would be very grateful if you tell me what the secret was that way I can figure out where I went wrong.
Hi Franklin, I think you are right, many aviation jobs don't make a lot of money. Thinking of full-time CFIs or entry-level pilot jobs - that has to be tough. My background is in computer science. I work for an aerospace company; the business unit I am in makes avionics for commercial aircraft. I bought the A36 (the first airplane I have owned) in 2012 at the very bottom of the market, when prices were low. If I didn't have the airplane, I could afford a nicer house and a bigger car and spend more on going out etc., but life is about choices, and I am glad I could choose the Bonanza over those things. If I made 4-5 times the money I make, then a TBM or PC-12 would be great to own - but now we are dreaming... Best regards, Martin
Spot on. Do you ever try to brief where exactly you might land ahead, or perhaps even select a different runway based on that possibility? Looks like you have plenty of options at your home base :)
Jason, I don't determine an exact plan ahead of time. I don't know how to do that without knowing exactly what's going to happen and when. It's more a matter of going over some of the available options, so that my brain is spring-loaded should the unthinkable happen - and only then a final decision is made. Best, Martin
A reminder about departure briefings ... pushing the yoke in and the nose down right away is critical. Right after takeoff, the airplane is in a nose-high attitude and airspeed is already slower than cruise and may even be around best glide. Pushing the nose immediately avoids the stall more likely to happen when the plane is already slow and the nose is high.
Hi Martin, Do you ever fly the impossible turn from 1000ft AGL? I'm told it can be done at that it can be done at that altitude or even lower, but not if it is the first time you are attempting it. One CFI suggested that pilots should set their turn back height to the lowest altitude that they have successfully demonstrate the maneuver 3 time in a row.
I have not done this from 1000 AGL myself in the Bonanza, John. I have done it at higher altitudes, though I hear from people with much more experience than what I have that it is a very different sensation doing this close to the ground. The point of the video was not to suggest that 1000 feet is the right number - but to remind yourself of the number before take-off. Your point is very valid that what this number is depends on many factors, including training/practice. Thanks for the comment, and all the best for 2020! - Martin
Another great video Martin. Thank you. In Australia, Ive just read the latest report on a triple fataility from a twin training and check ride. www.atsb.gov.au. Although there was no CVR, or FDR, there are some sobering messages in that report about proper departure breifings, and what may be unexpected. This was a simulated engine failure at 400ft.
Does anyone have experience doing this with new GA passengers on board? Part of me doesn't want to freak them out and make them more nervous thinking "oh the engine could go out," but the other part thinks it might give them a good understanding/preparation why we wouldn't turn back for the runway.
4 phases 1)ENG FAIL before rotation- throttle idle directional control w/rudder brakes as required, get off the runway if possible 2)ENG FAIL after rotation w/ runway remaining land normal, directional control w/rudders brakes as required get off runway if possible (on taxiway) 3) ENG FAIL after rotation without runway remaining- land in front of you, no more than 30 degree to your left or right with shallow banks. Pitch for Vg, fuel shut off, mixture idle cutoff, electrical switches off, master switch off ignition off and key out, seat belt tight, door cracked open. (Landing on road try to go with the flow of traffic) (Landing other than pavement, land slightly nose high). 4)ENG FAIL above 1000 feet turn into wind and come back towards airport environment.
Only a Certified Flight Instructor can Instruct.. No matter how good or bad, all this youtube content is legally just entertainment. If someone tried to follow this advice and had a poor outcome there might be an opening for a lawyer to sue the youtuber for uncertified instruction. Even some ofbthe people that Pauly heavily criticizes have the legal acumen to put a legal disclaimer that the video is not instruction, ... This video should too. Pauly has shown us in other video he will ride a bike and drink beers, which is a felony in my state as soon as blood level is over .08%.. only a few beers does that. If he not instructor, that needs to be stated. and the video should have a disclaimer.
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Nice. My C152 departure brief is very similar to yours: Stop on rwy; Land on rwy if possible; wind direction is ** so it will be a ** turn to land in field within 30 degrees of rwy hdg. (I know where they are at my home aerodrome); Airspeed 65kts; Fuel, mixture, throttle & mags off; Flaps down as appropriate; Master Sw off; Sideslip as required; passenger briefed prior to taxi about keeping quiet, how to brace & aircraft exit but reminded at end of DB; if over 800ft more fields are available but a runway return is not until 1500ft alt. I do this every flight & practice fanstops about every 6 hrs.
That's a good habit, Steve. Nice job!
- Martin
Great lesson - Thank you! Without writing a novel, I lost thrust in a PA-28 Cherokee 140 at about 150 feet. The propeller was still turning and I instinctively turned left (pattern direction) thinking I might limp it back. I made it through about 20 degrees of turn and realized it wasn't going to work so I landed straight ahead into a field of mesquite trees. Totaled the airplane, no injuries. With the insurance money, I bought another PA-28 and the next time I took off from the same runway (my son was flying so I could look around more) I noticed a farmer's dirt road 10 degrees right of runway heading. Had I known this prior to TO, the initial turn direction would have been decided and I could have saved the airplane (and potentially taxied back to the airport!). For what it's worth, Google Earth is a great resource for making those sorts of pre-departure decisions - I know that the images are not current, but it's still a great SA builder. For those interested, the investigation showed that a dirt (mud) dauber nest was in the air induction system and broke loose and clogged the carburetor air intake.
Thanks for sharing that story, Logan. I agree, Google Earth or even just Google Maps in satellite view can be very helpful planning tools.
- Martin
When I started GA in the early '80s Dep Briefings were not mentioned, when I started flying gliders in the early '2000s it was pounded into me by my various instructors to the point it became automatic.
Love your videos.....
Thanks, David. My experience has been similar. These briefings were not a thing when I started flying airplanes in the 1990.
- Martin
Martin you are a great mentor. Excellent video and thanks for sharing.
Thank you, Nilson.
Happy New Year!
- Martin
Often shocked how many people I’ve flown with, especially at the ACCA’s earlier this summer who didn’t do a departure brief, it’s something I was taught during my ppl by my instructor but clearly not by every instructor. Great video Martin!
I agree, Ben. To be honest, until a couple of years ago, I did not do a formal departure briefing either. Something I was never taught by my earlier instructors. Today it seems hard to take-off without one.
- Martin
Timely video. I've started to do a departure brief, out loud, even when solo in recent months. I find it a useful process to go through and it helps me to slow down and consider what I'm doing.
Good for you - speaking out loud when you're by yourself or only with non-pilot passengers may seem silly, but it actually works better. Keep doing that!
- Martin
@@martinpauly The other thing I try to implement is "talk and point", taking a cue from Japanese train drivers .th-cam.com/video/9LmdUz3rOQU/w-d-xo.html
Good advice and thanks for posting. I was never trained or told to do a departure briefing in a single engine airplane. It was not until I did my multi training that I started to do departure briefings. Before every flight in a multi engine airplane I would do a departure briefing but it makes sense in a single as well and I will start doing it now. I see a lot of videos of folks flying multi engine airplanes and they do not do a departure briefing in their multi flying. It may be cleverly edited out of the video but usually it looks like they just do not do one and they really should. This is great advice.
I think it's even more important in a twin to do a departure briefing. With the second engine come many good options, but also the possibility of Vmc accidents. No better time to dry-run the correct response ("the drill") than before take-off.
Best regards, Martin
Wonderful advice Martin ! I ALWAYS refer to the ODP/Departure Procedure regardless VFW/IFR. If permitted, turn 40 degrees into the wind when reaching 400 AGL. Makes the return to the airport much easier.
Thanks for the comment, William. I believe ODPs is one of those topics which is not fully understood by all pilots, even though they can save lives (or kill you if you don't study them). I may make a video about them sometime this year.
All the best for 2020!
- Martin
I like the idea of this. I started doing something similar just lately. It is always better to decide what you will do in an emergency in advance BEFORE you take off, rather than wait until something happens and then try to think and make rapid decisions.
Exactly, that's the idea.
- Martin
I am no flyer. But this advice is very important in all aspects of your day. Plam ahead and verbalise the plan to easily change "attitude or altitude" . Thanks, Martin.
Good comment. This is less about flying, and more about human performance. So it is widely applicable.
- Martin
I do a departure briefing every single flight. Great advise.
Good - keep doing it. Hopefully you will never have an emergency, but if one day something should go wrong, you will be better prepared to deal with it.
- Martin
I'm only a "simulator pilot" but I'm fascinated by all the plans&procedures that pilots utilize for safe flying. There are very few videos that talk about this.
There's actually a lot of good information out on the Internet on safety, Johnny, but you have to dig for it a little harder than many other materials.
All the best for 2020!
- Martin
Outstanding!
This really applies, with modifications, to almost all of life. I coach Street Survival driving to young drivers. I empathize throughout the day that they should look up and far ahead AND think about if something happens what will they do. If they are looking a half-mile down the road and see brake lights then they need to slow down a little and be prepared to stop. If they are looking at the car in front of them until reaching the cars that are slowing or stopping then everything will have to happen much faster. They should think about the specific thing that might happen in the specific situation.
This all would be more effective if said out loud but I am not sure if anyone would do that with parents or family or friends in the car.
Good point, John. People are people, so it's no surprise a lot of the human factors concepts we apply to flying can also apply to other fields. John Nance talked about this beautifully once at th-cam.com/video/hW7LGxCLauo/w-d-xo.html
Happy New Year!
- Martin
I am NOT a pilot, but this is sane advice! Any process, laid down for safety, should be adopted. It will SAVE lives!
Agreed. And a lot of these "human factors" can apply to areas outside of aviation, too.
Happy New Year!
- Martin
Martin. Thanks so much for taking the time to make all our flying safer. One of your best for safety. Thank you!
That was the idea, Dennis.
Thank you for the kind feedback!
- Martin
Very good video Martin. Chance favors the prepared mind.
Exactly, Luis. That's why we do it.
- Martin
Nice video Martin. Interesting how things change over the years. In 1976, when I received my GA ticket, none of this was even discussed with the training. It if was even mentioned by your instructor you were never asked to perform it. Thanks for the info. And take care.
I don't know when the departure briefing became standard for the airlines, John, but human factors has had a great and all in all very positive influence on professional aviation. For hobby pilots like me it's still a lot less structured, even today.
- Martin
Hi Martin...as one of your newest subscribers let me say Happy and Safe New Year...and great video. If I may I'd like to add one addition to your departure briefing-and that is be absolutely be ready to push the nose over at any time if things go quite up front...on climb out we are a a relatively low airspeed, and high AOA, therefore airspeed is going to bleed off rapidly and a stall/spin at low altitude usually doesn't end well. Just as I head out to the runway, I brief myself push the nose over and below 1000agl.,I going basically ahead....if power is lost on TO or climb, be ready to push that nose over, I guess almost anything is better than a stall/spins at 700 ft....Thanks again for all your insightful and educational videos.....
Good comment. Without sufficient airspeed, it's likely not going to end well.
Happy New Year to you as well!
- Martin
Great reminder for the new year
Makes a great New Year's Resolution, I guess!
- Martin
Excellent topic. Having been through this exact scenario, engine failure on takeoff, I can say it happens fast, really fast. As PIC one has to make snap decisions and keep moving forward in order to survive.
I do not brief out loud if my bride is flying with me but the plan is one I review and am ready to react. In my case I had departed and at just shy of two hundred feet the first bang and vibration hit. I pitched for best climb and then the second heavy vibration hit, robing me of any power. I had made it to three hundred thirty feet and decided not to trade off altitude for my planned straight ahead go to spot, to get a visual. Instead I went with my plan B, left turn and land on the roadway. There was too much traffic to attempt the road so I rolled into my next go to, continuing the left turn to a golf course.
I would not have made it without a plan. There is no time to second guess. My total time from wheels up to emergency landing was 51 seconds.
Which shows the value of having a Plan B, and even a Plan C.
Glad you were able to make the golf course.
- Martin
Would love to see you do a video about this incident!
Great tutorial, Martin! I see this mostly covered as a ´crew briefing´ in the before take off checklist.
Great advice, Martin! Nobody taught this when I was learning to fly, lo these many years ago. I wonder how many injuries could have been prevented, not to mention lives saved, if this had been standard procedure all along.
Some pilots are reluctant to brief out loud when flying with passengers. I can understand this. Some passengers don't want to be reminded of the possibility of an engine failure. I think a calm explanation that engine failure is highly unlikely but still possible and that you want to make sure you have a plan in place to handle it safely and successfully goes a long way toward alleviating anxiety. Then, brief out loud and direct the briefing to your passenger(s). This gets them involved and gives them a feeling of control. Feeling in control helps to relieve anxiety and can prevent panic when a problem does occur.
Remember: hope for the best, plan for the worst, and expect something somewhere in between.
Good message, John. Speaking out loud is much stronger than just thinking it, from a human factors perspective. Many people feel silly speaking to themselves, but there's a good reason to do so in this case.
- Martin
Good points! Certainly pilots were taught these concepts but we tend to become lax as flight hours increase. However, I am in the process of breaking in a new engine on my Arrow ( less than 10 hours) so your comments are really germane now!! Thanks! And Happy New Year :)
Thanks, Jim. Happy New Year to you as well, and I hope the new engine treats you well!
- Martin
Your production quality keeps getting better and better
Thanks, I appreciate the kind words!
- Martin
Happy New Year!! very important to do before every flight.
Thanks. And Happy New Year to you, too!
- Martin
Martin - Happy New Year! Totally agree with this approach. I fly a V35B and use 1200 AGL as the number to come back - single runway - I am over rivers for most of both directions climb out. My verbal call is below 1200 we swim! Even solo make the same call out. CFI(I) MEI
Thanks for the feedback, Bill.
Best, Martin
A few things to include in your pre-flight briefing is your procedure if it suddenly gets quiet. The first thing is to push forward on the yoke. If you don't have altitude then airspeed is the only friend you have left, don't give it away. Get light in the seat, the airlines teach that, PUSH, you must not just sit there bleeding off airspeed. Know your best glide speed, look it up or calculate it before you go. If you decide to turn back you'll need that speed and realize that your stall speed will be quite a bit higher in a steep bank. I believe a Bonanza will stall at just about 100 knots in a 60-degree bank. As you climb out, pick a spot to plop her into if things go bad, change it as you progress. Practice slips until it's second nature. You can dump speed and altitude rapidly in a slip. You have only one chance to hit your target, get it down on the spot you chose, you cannot afford to float halfway to Hoboken. It's vitally important to have all this in your head at throttle up. The time to plan is before taking the runway.
All very good suggestions, Craneman. Thanks for posting, and Happy New Year!
- Martin
Happy New Year Martin! As always great video. I use the 1000ft agl rule for turning back also but I don't necessarily concentrate on making a runway, I'll land on a taxi way or even the grass in between if necessary. There is a drag strip right next to my home airport and it is always considered by me as an emergency landing strip. One other thing I brief for is with the exception of landing on the airport grass I brief for the position I want the gear in. Solid ground such as concrete or asphalt its gear down, soft is gear up. And one thing I always remind myself is to pull the prop full decrease pitch while the engine still has enough oil pressure to make it happen, its amazing how much more glide you gain by doing this
Those are good reminders, Mike. Thanks!
Happy New Year!
- Martin
Great video, clear, complete and to the point .... just like a good briefing! Always a good thing to go over the forgettable basics if you don’t practice and repeat.....
I am going to restart IFR this year, and have started regularly doing a power off to land drill.... gotta land anyway, always good to calibrate my wind offsets/ sight picture and remind myself that a safety margin is a good idea .... being 10 % higher, tighter on downwind and aiming 10 % beyond the TDP is ok till I get to short final. Took a while to get this perspective . So thanks again, always good to drill the drill!
Happy New Year, Andy, and good luck for getting the IFR rating this year!
- Martin
Great video, Martin! I reiterate my comment from your last video; your professionalism is an example to be emulated by all GA pilots. Happy 2020. I look forward to seeing your upcoming adventures. Rev. David
Thank you, David, and Happy New Year to you as well!
- Martin
Thank you again........
You are welcome. :-)
- Martin
There was a great article in the AOPA magazine a while back, to illustrate the dangers of low altitude turns back to the airport, and a way to safely see how your plane could handle this. They suggested a normal climb to 3000 feet agl, pulling the power, then waiting about 4 seconds (your crisis reaction time) before starting a 180 back toward the airport. At the completion of the 180 turn, see how much altitude you have lost, then add a healthy margin to that for added safety.
Yes, that's a good place to start. I would argue, though, that idle power is quite different from an actual failed and windmilling engine. To really experience how little one can do with the altitude left, you'd have to pull the mixture to cut-off. And I don't recommend trying that without an instructor.
All the best for 2020!
- Martin
I agree Martin. My lighter weight Grumman Cheetah did this exercise and lost 400 feet. I doubled it to 800 for safety, not far from your 1000! The little aerobatic Corby Starlet I built that you see in the picture was much less!
Thanks for the video! I am currently learning to fly for my PPL and since hour 1 i always do the departure briefing usually like this:
What i will do for the departure
Emergencies (pre takeoff, below 1'000ft agl and above 1'000ft agl)
Speeds (rotate, best rate, glide and best climb)
Very good, Karl - good luck for completing your flight training!
- Martin
Great Job Martin. Im a new subscriber and have watched a number of your videos. Big fan !!
Thanks, and welcome to the channel.
Happy New Year!
- Martin
Its best you highlighted the solo part to always make the brief. This is because people joke with the briefs but it ends up helping ...happy new year from Nairobi Kenya
Yes, solo or as a crew - the briefing helps.
Of course, in a crew, it has the additional benefit of making sure the pilots are aligned on the plan.
- Martin
Great video Martin! This will help me "clean up" my T.O. briefings!
Glad to hear - hopefully you will never need to depend on it, but better to be prepared for it in case something goes wrong.
- Martin
A departure briefing is essential, whether you're flying single pilot solo or with a copilot. Nice job.
Thank you, Gordon.
- Martin
Happy new year Martin, and great advice! When I was flying, this was something we always did this, especially with the layout of my home airport, MKC, Kansas City downtown, as the headings were 1-19, with city to the south, the Missouri river and the river and bluffs to the north, and 3-21 with industrial complexes on either end, with obstacles such as grain elevators and railyards on either end. not any great options anywhere, by there were a few, and IIT required knowing the land around the field very well. not optimal, but there were a few places that were doable. I suggest that any pilot should take the time to drive around their home airport and familiarize themselves with possible landing sites. being prepared for such an event will cause less stress in the cockpit avoid this occur, and while flying out, check off these potential spots every time
Very good advice, Vic. MKC is particularly tricky for the reasons you mentioned, and maybe serves as a reminder that even with the best planning, we can only minimize but not completely eliminate the risk of a bad outcome. I'm lucky in that my home base is surrounded by open space in all directions, giving me lots of choices I don't have flying out of (or into) MKC or MDW.
All the best for 2020!
- Martin
Consistently great videos! Great advice. Thank you. And "Happy New Year"
Thanks, Richard. I appreciate the feedback.
All the best for 2020.
- Martin
Great food for thought. Thanks, Martin. Happy New Year!
Thank you, Alan - same to you!
- Martin
Good Briefing Martin !
Thank you, Steve, and Happy New Year!
- Martin
Same to to and Yours ! Safe Travels
Great video Martin. From now on I’ll be more thorough on my briefings. Thank you so much.
You are very welcome!
- Martin
very nice and a great advice I'm the first to follow. Thanks Martin for reminding us with this nice tip
You are welcome, Wael.
Regards, Martin
Hi Martin: the “impossible turn” is already very difficult at 1000ft AGL and at 800ft AGL is even worse, as you said. Depending on the type of aircraft, these values may even increase (in the V35B I fly... I forget everything below at least 1500 ft but straight ahead or with a minimal deviation due to the ridiculous climb rate on takeoff). The departure briefing is always important and I would add another information such as Vglide speed should something occur.
Good input. 1,000 feet AGL is not the right number for all airplane types. And if you routinely fly different airplane types, additional reminders are helpful, like the best glide speed as you mentioned, or a reminder to pull the prop lever back for better glide performance.
All the best for 2020!
- Martin
Hi mate, Happry new year, just wanted to say that was a fantastic video you have a great teaching style. hope you do more of these - very clear and concise, great job you would make a great CFI
Thank you - I appreciate the kind feedback!
All the best for 2020.
- Martin
Best video you've made so far. On point and valuable. Keep up the good work! Happy New Year from AZ!
Thank you, Andrew - all the best for 2020!
- Martin
I've gotten lazy and rarely do this but what great advice. Thank you! And to have thought about the wind vectors affecting the initial turn..... genius. Thanks!
Hopefully you (and I) will never have to apply what we go over in the departure briefing for an engine-out scenario. But best to be prepared...
- Martin
Hi Martin, Echoing what John Opalko said, I was not taught to do a departure briefing in a single engine aircraft, it is assumed that you are dead if your engine quits, I guess. I first learnt to do departure briefings, but even then, it was very incomplete, it only entailed what to do as far as the aircraft flying was concerned, no terrain taken into consideration, but just what we must do with the aircraft, I guess assuming that the terrain ahead of us is flat. The regional airline environment was a bit more critical as to what should be included in a departure briefing but still ignored the surrounding terrain, your point of what must be considered in the briefing is very welcome. Now let me, please, if I may, ask you, what do you do for a living? The aviation industry is a very commercially unforgiving, not many fixed base operators, and even flying schools can survive, we move most of the flying carrier life, from one crisis to the next, yet you managed to acquire a beautiful A 36, top of the range aircraft, and not only that, you can maintain it, utilise capital to train yourself into a tail dragger, flown gliders, etc., A very good achievement in life, and that made me curious, what do you do for a living, I wasted my life in aviation, started broke and retired broke, because the aviation industry does not make many wealthy pilots, GA pilots or even regional airline pilots. I would be very grateful if you tell me what the secret was that way I can figure out where I went wrong.
Hi Franklin,
I think you are right, many aviation jobs don't make a lot of money. Thinking of full-time CFIs or entry-level pilot jobs - that has to be tough.
My background is in computer science. I work for an aerospace company; the business unit I am in makes avionics for commercial aircraft. I bought the A36 (the first airplane I have owned) in 2012 at the very bottom of the market, when prices were low. If I didn't have the airplane, I could afford a nicer house and a bigger car and spend more on going out etc., but life is about choices, and I am glad I could choose the Bonanza over those things. If I made 4-5 times the money I make, then a TBM or PC-12 would be great to own - but now we are dreaming...
Best regards,
Martin
I describe the terrain at the opposite end of the runway and preselect some possible emergency landing spots like a golf course or dry river bed
That's a good routine!
- Martin
Spot on!
Thanks, Norbert!
- Martin
Great video's!! Thank you so much! You are helping me more than you know with my multi Engine training!
Great!
Thanks, Arno.
- Martin
Spot on. Do you ever try to brief where exactly you might land ahead, or perhaps even select a different runway based on that possibility? Looks like you have plenty of options at your home base :)
Jason, I don't determine an exact plan ahead of time. I don't know how to do that without knowing exactly what's going to happen and when. It's more a matter of going over some of the available options, so that my brain is spring-loaded should the unthinkable happen - and only then a final decision is made.
Best, Martin
great, thx
Good man!
A reminder about departure briefings ... pushing the yoke in and the nose down right away is critical. Right after takeoff, the airplane is in a nose-high attitude and airspeed is already slower than cruise and may even be around best glide. Pushing the nose immediately avoids the stall more likely to happen when the plane is already slow and the nose is high.
That's right!
I do it more and more.
Good!
- Martin
Hi Martin, Do you ever fly the impossible turn from 1000ft AGL? I'm told it can be done at that it can be done at that altitude or even lower, but not if it is the first time you are attempting it. One CFI suggested that pilots should set their turn back height to the lowest altitude that they have successfully demonstrate the maneuver 3 time in a row.
I have not done this from 1000 AGL myself in the Bonanza, John. I have done it at higher altitudes, though I hear from people with much more experience than what I have that it is a very different sensation doing this close to the ground.
The point of the video was not to suggest that 1000 feet is the right number - but to remind yourself of the number before take-off. Your point is very valid that what this number is depends on many factors, including training/practice.
Thanks for the comment, and all the best for 2020!
- Martin
How about talking about trading airspeed for altitude in type drill ?
Another great video Martin. Thank you. In Australia, Ive just read the latest report on a triple fataility from a twin training and check ride. www.atsb.gov.au. Although there was no CVR, or FDR, there are some sobering messages in that report about proper departure breifings, and what may be unexpected. This was a simulated engine failure at 400ft.
Departure accidents happen much too often; being mentally prepared for something out of the ordinary is half the battle.
- Martin
760 feet per minute in glide. Turn back is 190-200 degrees. If prepped, the impossible turn is possible from 1000 feet. The readiness is all!
Does anyone have experience doing this with new GA passengers on board? Part of me doesn't want to freak them out and make them more nervous thinking "oh the engine could go out," but the other part thinks it might give them a good understanding/preparation why we wouldn't turn back for the runway.
4 phases
1)ENG FAIL before rotation- throttle idle directional control w/rudder brakes as required, get off the runway if possible
2)ENG FAIL after rotation w/ runway remaining land normal, directional control w/rudders brakes as required get off runway if possible (on taxiway)
3) ENG FAIL after rotation without runway remaining- land in front of you, no more than 30 degree to your left or right with shallow banks. Pitch for Vg, fuel shut off, mixture idle cutoff, electrical switches off, master switch off ignition off and key out, seat belt tight, door cracked open.
(Landing on road try to go with the flow of traffic) (Landing other than pavement, land slightly nose high).
4)ENG FAIL above 1000 feet turn into wind and come back towards airport environment.
Great advice, ... or is this "instruction"?
This should be part of all primary flight training!
Only a Certified Flight Instructor can Instruct.. No matter how good or bad, all this youtube content is legally just entertainment. If someone tried to follow this advice and had a poor outcome there might be an opening for a lawyer to sue the youtuber for uncertified instruction. Even some ofbthe people that Pauly heavily criticizes have the legal acumen to put a legal disclaimer that the video is not instruction, ... This video should too. Pauly has shown us in other video he will ride a bike and drink beers, which is a felony in my state as soon as blood level is over .08%.. only a few beers does that. If he not instructor, that needs to be stated. and the video should have a disclaimer.
Jennifer WhiteWolf lol go back to being a Jerry sycophant
Perhaps we should be looking at changing the laws of physics? We could eliminate these briefings.
Yes, that would be great. Let me know how to do that, and I will gladly adapt it.
- Martin