So on the 430/530 if you hold the comm flip flop button for 3 seconds it will automatically put in 121.500.....just a good little tip for people not real familiar with them.
I wouldn't turn my avionics off that early. I'd leave everything on until just before touchdown. Keeping your transponder and ADS-B running as long as possible gives ATC a better idea of where you ended up. There's no need to mess with the avionics master. The avionics bus is downstream of the main battery contactor. When you turn your battery master off, _everything_ is off except, of course, for your mags. If you're flying a glass-panel aircraft with a standby battery, you'd want to disarm the standby also. If my ELT had a remote switch, I'd activate it at the same time I killed the master.
On the G530 and G430 you can tune and make active guard (121.5) by just holding the frequency flip button. I don't know if the simulator models that accurately but it saves a little time in what could be a time critical operation.
One thing that I’m was recently corrected on by a much more experienced instructor is the initial pitch for best glide. I verified he was correct in the airplane flying handbook (see pg. 84, 3-23). Too many student are “climbing” to their best glide. This idea of trading airspeed for altitude during an engine failure is incorrect. The correct procedure is to maintain altitude, trim the airplane for the best glide, and let the airspeed bleed off until achieved best glide.
Good coverage of the high engine failure, high altitude orientation. Altitude is time. While not covered as extensively in Airman Certification Standards, the low altitude engine failure is more likely to result in a fatality. Low altitude orientation is different. Horizontal as well as vertical space limitations exist. Turns are to target, not heading. Wind management is more critical. Headwind reduces the radius of turn. Downwind increases the radius of turn. Stall/spin is inadvertent and recovery is seldom possible. Use of the stall prevention feature, especially in turns, of dynamic neutral stability is critical. To prevent stall we need to not pull back on the yoke in turns to maintain altitude. Airspeed, and not altitude, is life down low. We need to fly all the way to the landing zone. In 17,000 hours below 200' AGL crop dusting and patrolling pipelines, I had eleven engine failures. They were six second deals. Zoom reserve airspeed allowed me to maneuver to a survivable landing zone in the very near hemisphere in front of the wing.
How do you pick a landing area? What about rough terrain like plowed field or lots of swells, trees, and rocky out crops? I imagine that off roading would be like going on ice in a airplane.
@@johnc.4871 Having worked Ag out of farmers fields or just farming or ranching gives us experience with roughness evaluation, but FlightInsite is teaching about engine failure. In the west there are many straight and wide roads with good distance between crossing service lines. In the Midwest there are lots of grass fields and good county roads. Where open areas without buildings and obstructions are not common, flying all the way to the crash is critical and using rudder only (don't put a wing down into terrain or obstructions) to yaw the nose between houses or trees or whatever is critical. Small airplanes can be landed slower than automobiles crash and have better crash survivability. In low altitude work and around the airport, the survivable landing site in the very near hemisphere in front of the wing will be obvious. Just have the engine failure with zoom reserve airspeed, enough airspeed to maneuver a bit. Neither Vx nor Vy is a zoom reserve airspeed and no crop duster will hang out at those V speeds because they are deadly.
@@johnc.4871 At low altitude, the forced landing is truly an emergency requiring immediate action. You don't pick a landing area. It is there or you accept speed reduction, wings level, and using rudder only (don't put a wing down into things) to yaw the nose into the best situation between two objects so as to use the wings for further deceleration. Again, a six second deal. The good news is that everywhere save dense buildup and water, the survivable landing area is obvious. Low altitude on takeoff, crosswind, base, final, and working a crop field limits the possibilities. Look from wing tip to wing tip in the 1,000' or so of slant range before the horizon. There are fewer possibilities in this small hemisphere than would be available up high. We are not high, however. We do not have time, however. Just there. It really is not a big problem. Use the zoom reserve airspeed, Vy is marginal on takeoff and crosswind. You have a license to learn. Use it to discover Vcc, which will make the takeoff engine failure quite manageable. No, faster and lower means no going back. Just that may have saved your life. The LZ is close. If you have zoom reserve airspeed, enough airspeed to maneuver somewhat normally, you can pitch up wings level to slow down for a very close LZ. But when you bank enough (it really doesn't matter how much) to make that LZ, you must release that elevator back pressure so the the very steep turn remains at 1 g. You now will likely be high and fast but lined up on the LZ. Full flaps and rudder to the stop slip (side slip if lined up or forward slip if done during the turn) may be necessary to make the beginning of the good landing area. Do not delay. Make it happen. Most high forced landings touch down halfway through the available landing area and often hit things beyond. Don't do that.
A quick way to establish attitude for best glide is to look at the wing tip and have it level with the horizon. Also published best glide is at max gross weight. It will be by less if you’re not at Max weight and do you really have time to compute that absolute number? 5:51
C172S the plane I got my private in... the engine out is engrained into my brain: Pitch for 68kts, select landing site, mixture shutoff valve full in, tanks both, aux fuel pump on, masters on, Crank. If no restart, ensure 68 knots still, continue flying towards landing spot, If time allows try alternate restart; mix idle cutoff, throttle full in, fuel shutoff valve ensure in, tanks both, Aux fuel pump off and crank. lol.
No sir, that's the alt static air. Fuel shutoff is the bigger red knob hidden from this point of view behind the external mic cable - just up and to the right of the tank fuel selector.
What happens when full electrical outage at night? This happened to me in sim in a 172 last night, I think from leaving taxi and takeoff lights on but not sure. Anyway I ended up without radio comms and no nav lights or squawk. Used a flashlight (in sim) to see the instruments but IRL I’m thinking I’d have to call the ARTCC on my cell phone?
Well you vould leave electrics on till 300 feet over runway then switch them off before lsnding snd fire extinguishers fired id land switch everything off and out of plane
I would have thought windmilling propeller has much more drag than a stationary one. The reasoning is that energy is spent on turning the propeller with no onboard power.
Read an old AOPA article by Barry Schiff called stop the prop, I believe. Says that you need up to 7000 feet AGL for this technique to work otherwise it’s inefficient and it doesn’t benefit your guide.
@@eds.173, that's possible, but I reacted to a comment in the video that you can feel increased drag when the prop stops turning. I would expect to feel less drag if anything.
@@tomaschrapek Yeah, I missed that. Thanks. My comment therefore doesn't apply here, but a lot of pilots think that there's benefit to an aggressive climb attitude to stop the prop but apparently the physics for extending the glide doesn't work out unless begun at a surprisingly high AGL.
Yes with caveats. A windmilling prop at fine pitch (β) less than around 20° is more draggy than stopped but at coarser pitches becomes less so. Re Aerodynamics for Naval Aviators p149.
I love all your vids.... but why would you kill the avionics? To me... that's DUMB. You want your ADSb and Xponder all the way down so they can find you if needed. AND... you will probably want to continue to talk to someone... assuming you are talking to ATC.
Don't turn off avionics until you are low. At that point, they know the situation and your ELT is activated. What more do you need? Turning off battery master lets you prevent a spark, which will save your life.
If the airplane is not trashed, you can turn it back on. If it's trashed, you won't be able to talk anyway. Why risk fire hazards by leaving any switches on?
@@I_know_you_are_right_however His point was mainly using ADSB for them to locate you. But, the misunderstanding is that doesn't actually help that much compared to an ELT
My instructor always taught me to keep the mayday short. You’re about to potentially be seriously injured, it doesn’t matter how many soles on board or what you’ve eaten for tea. A mayday with call sign stating an engine failure is absolutely enough. Aviate Navigate Communicate.
You've got bigger problems than an engine failure. Have you not noticed you are missing both yokes?
In MSFS you can hide the yokes so you can see the dials better..
Joke went right over your head
Pretty bad to not catch that on preflight inspection, not sure if this is a guy you want to learn from
@@Andromedon777 yep....
@@Andromedon777 Jokes don't have to be everywhere, though. If everything is a joke, nothing is.
So on the 430/530 if you hold the comm flip flop button for 3 seconds it will automatically put in 121.500.....just a good little tip for people not real familiar with them.
G1000 is the same, and I would assume every other garmin is too
My flight examiner showed me that after my successful PPL flight test…. Blew my mind. LOL
Thanks for the tip.
GTN 650/750 Does the same.
It’s Garmin standard. A good one 😊
I wouldn't turn my avionics off that early. I'd leave everything on until just before touchdown. Keeping your transponder and ADS-B running as long as possible gives ATC a better idea of where you ended up.
There's no need to mess with the avionics master. The avionics bus is downstream of the main battery contactor. When you turn your battery master off, _everything_ is off except, of course, for your mags. If you're flying a glass-panel aircraft with a standby battery, you'd want to disarm the standby also.
If my ELT had a remote switch, I'd activate it at the same time I killed the master.
On the G530 and G430 you can tune and make active guard (121.5) by just holding the frequency flip button. I don't know if the simulator models that accurately but it saves a little time in what could be a time critical operation.
Wait seriously? I had no idea. Thanks for that
One thing that I’m was recently corrected on by a much more experienced instructor is the initial pitch for best glide. I verified he was correct in the airplane flying handbook (see pg. 84, 3-23). Too many student are “climbing” to their best glide. This idea of trading airspeed for altitude during an engine failure is incorrect. The correct procedure is to maintain altitude, trim the airplane for the best glide, and let the airspeed bleed off until achieved best glide.
Great video! Thanks!
So awesome lots of great information.
Good coverage of the high engine failure, high altitude orientation. Altitude is time. While not covered as extensively in Airman Certification Standards, the low altitude engine failure is more likely to result in a fatality. Low altitude orientation is different. Horizontal as well as vertical space limitations exist. Turns are to target, not heading. Wind management is more critical. Headwind reduces the radius of turn. Downwind increases the radius of turn. Stall/spin is inadvertent and recovery is seldom possible. Use of the stall prevention feature, especially in turns, of dynamic neutral stability is critical. To prevent stall we need to not pull back on the yoke in turns to maintain altitude. Airspeed, and not altitude, is life down low. We need to fly all the way to the landing zone.
In 17,000 hours below 200' AGL crop dusting and patrolling pipelines, I had eleven engine failures. They were six second deals. Zoom reserve airspeed allowed me to maneuver to a survivable landing zone in the very near hemisphere in front of the wing.
How do you pick a landing area? What about rough terrain like plowed field or lots of swells, trees, and rocky out crops? I imagine that off roading would be like going on ice in a airplane.
@@johnc.4871 Having worked Ag out of farmers fields or just farming or ranching gives us experience with roughness evaluation, but FlightInsite is teaching about engine failure. In the west there are many straight and wide roads with good distance between crossing service lines. In the Midwest there are lots of grass fields and good county roads. Where open areas without buildings and obstructions are not common, flying all the way to the crash is critical and using rudder only (don't put a wing down into terrain or obstructions) to yaw the nose between houses or trees or whatever is critical. Small airplanes can be landed slower than automobiles crash and have better crash survivability. In low altitude work and around the airport, the survivable landing site in the very near hemisphere in front of the wing will be obvious. Just have the engine failure with zoom reserve airspeed, enough airspeed to maneuver a bit. Neither Vx nor Vy is a zoom reserve airspeed and no crop duster will hang out at those V speeds because they are deadly.
@@johnc.4871 At low altitude, the forced landing is truly an emergency requiring immediate action. You don't pick a landing area. It is there or you accept speed reduction, wings level, and using rudder only (don't put a wing down into things) to yaw the nose into the best situation between two objects so as to use the wings for further deceleration. Again, a six second deal.
The good news is that everywhere save dense buildup and water, the survivable landing area is obvious. Low altitude on takeoff, crosswind, base, final, and working a crop field limits the possibilities. Look from wing tip to wing tip in the 1,000' or so of slant range before the horizon. There are fewer possibilities in this small hemisphere than would be available up high. We are not high, however. We do not have time, however. Just there. It really is not a big problem.
Use the zoom reserve airspeed, Vy is marginal on takeoff and crosswind. You have a license to learn. Use it to discover Vcc, which will make the takeoff engine failure quite manageable. No, faster and lower means no going back. Just that may have saved your life. The LZ is close. If you have zoom reserve airspeed, enough airspeed to maneuver somewhat normally, you can pitch up wings level to slow down for a very close LZ. But when you bank enough (it really doesn't matter how much) to make that LZ, you must release that elevator back pressure so the the very steep turn remains at 1 g. You now will likely be high and fast but lined up on the LZ. Full flaps and rudder to the stop slip (side slip if lined up or forward slip if done during the turn) may be necessary to make the beginning of the good landing area. Do not delay. Make it happen. Most high forced landings touch down halfway through the available landing area and often hit things beyond. Don't do that.
Awesome video !
Also worth considering landing fields that are close to roads so emergency vehicles can get to you.
More likely to have power lines near by though so a bit of a trade off.
Wind direction, wind direction. Also looking for best fields prior to engine failure is not mentioned.
Excellent presentation. Thanks
A quick way to establish attitude for best glide is to look at the wing tip and have it level with the horizon. Also published best glide is at max gross weight. It will be by less if you’re not at Max weight and do you really have time to compute that absolute number? 5:51
C172S the plane I got my private in... the engine out is engrained into my brain: Pitch for 68kts, select landing site, mixture shutoff valve full in, tanks both, aux fuel pump on, masters on, Crank. If no restart, ensure 68 knots still, continue flying towards landing spot, If time allows try alternate restart; mix idle cutoff, throttle full in, fuel shutoff valve ensure in, tanks both, Aux fuel pump off and crank. lol.
3:17 the fuel shutoff valve is the little red knob between the mixture and the throttle. This plane looks EXACTLY like the c172S I got my private in.
No sir, that's the alt static air. Fuel shutoff is the bigger red knob hidden from this point of view behind the external mic cable - just up and to the right of the tank fuel selector.
Electric Fuel Pump - ON
Airspeed is everything
What happens when full electrical outage at night?
This happened to me in sim in a 172 last night, I think from leaving taxi and takeoff lights on but not sure. Anyway I ended up without radio comms and no nav lights or squawk. Used a flashlight (in sim) to see the instruments but IRL I’m thinking I’d have to call the ARTCC on my cell phone?
Hey, how about passenger briefing?? =)
I do not remember hearing any consideration for wind direction, then again most of my time is rotary-wing.
I use the A-B-C-D-E-F pneumonic. Airspeed, Best Field, Cuase Check, Distress call, Emergency brief, field confirm…. :).
What flight sim does he use
Glad to see your flight sim machine is as choppy as mine lol.
This is the funnest landing.
And all this time I thought the fan on the nose was to keep the plot from sweating ..... because, if it stops EVERYBODY sweats
If a student fails this task it is a failure of the instructor. I do not solo any student who cannot safely handle an engine failure or fire scenario.
Well you vould leave electrics on till 300 feet over runway then switch them off before lsnding snd fire extinguishers fired id land switch everything off and out of plane
I would have thought windmilling propeller has much more drag than a stationary one. The reasoning is that energy is spent on turning the propeller with no onboard power.
Yeah I'm not sure why they said that, they know better.
Read an old AOPA article by Barry Schiff called stop the prop, I believe. Says that you need up to 7000 feet AGL for this technique to work otherwise it’s inefficient and it doesn’t benefit your guide.
@@eds.173, that's possible, but I reacted to a comment in the video that you can feel increased drag when the prop stops turning. I would expect to feel less drag if anything.
@@tomaschrapek Yeah, I missed that. Thanks. My comment therefore doesn't apply here, but a lot of pilots think that there's benefit to an aggressive climb attitude to stop the prop but apparently the physics for extending the glide doesn't work out unless begun at a surprisingly high AGL.
Yes with caveats. A windmilling prop at fine pitch (β) less than around 20° is more draggy than stopped but at coarser pitches becomes less so. Re Aerodynamics for Naval Aviators p149.
You forgot to tell unlock the doors before land
Watch out for paragliders! Thats my old flying site!
I love all your vids.... but why would you kill the avionics? To me... that's DUMB. You want your ADSb and Xponder all the way down so they can find you if needed. AND... you will probably want to continue to talk to someone... assuming you are talking to ATC.
Don't turn off avionics until you are low. At that point, they know the situation and your ELT is activated. What more do you need?
Turning off battery master lets you prevent a spark, which will save your life.
Those checklist items weren't made for funsies.
If the airplane is not trashed, you can turn it back on. If it's trashed, you won't be able to talk anyway. Why risk fire hazards by leaving any switches on?
@@I_know_you_are_right_however His point was mainly using ADSB for them to locate you. But, the misunderstanding is that doesn't actually help that much compared to an ELT
My instructor always taught me to keep the mayday short. You’re about to potentially be seriously injured, it doesn’t matter how many soles on board or what you’ve eaten for tea. A mayday with call sign stating an engine failure is absolutely enough. Aviate Navigate Communicate.
I'd argue that the potential injury is *exactly* the reason you'd want ATC and rescue services to know how many people to look for.
fun fact, there are 4 times as many soles on board as there are souls on board