Went with an instructor at night to get my ppl night landings. At 700 ft engine stuttered and we instantly looked at each other exactly the way you two did. Needless to say shortest lesson on record for me.
That happened to me as well, once on a night XC and once on night landings. What is it about night and engine sputters... my instructor attributed it to heightened awareness, but idk
I had even a shorter lesson. Engine stuttered a split second before my Take-off roll. Did not rotate, power idle, heavy breaking, get off runway and make the radio call.
It's interesting to note that, while you may say this wasn't an emergency per se, it was still a stressful situation. You can see it on your face on that still frame when you turned back to look at Exec, and after the landing, you transferred controls to Conrad and took a big sigh of relief. It's good to see that while none of us would ever like to be in such a situation, even the best pilots have some amount of fear or stress under the facade of calmness in such scenarios.
Perfect. Your training kicked in. No back & forth...return to the airport NOW. Your student was on the same page. Perfect. Lew, I hope you give your past CFI’s a shout out. They trained you well, AND you acted on the training. AND your student is the beneficiary of your trainings and your CFI’s training. Nice work, gentlemen!
Had a rough running engine in a C172 at Riddle. Mags didn't agree then did the burn off. Lost all RPM at 1600MSL. Ignition both, mixture full rich, Throttle full. Zoomed up to about barely 3000ft. Engine slowly chopped back to operating. Kept it in super tight to Daytona and put her down on 16/34. Turned out to be an issue with carbon buildup on the mags
Why could I not have had such an enthusiastic educator when I was learning to fly in the US 20 yrs ago. Unfortunately they were just money grabbers. At 58 my dream has gone now but I love watching these videos. Keep it up
Absolutely crucial to make the positive decision and not take any chances. You were both unhappy and uncomfortable with the way things felt, so absolutely the right decision to calmly get on the ground as soon as possible, before it does become an emergency. Sublime as always. Respect and good wishes from Bristol, back here in the UK 👍👍👍
I experienced similar in a Cherokee on a training flight years ago. The loss of power and persistent buffeting was very noticeable. In that instance they found plug fouling which they believed to have been caused by over-use of carb heat.
Thanks for posting. made me consider, with the benefit of time if I had a partial engine failure I'd be climbing as much as I could while looking for a field, loosing it later once landing assured. Well done gents.
Had a similar situation in a similar aircraft a few weeks ago while out for some local airwork. My issue was a bit more dramatic and twice I thought I was going to turn a farm field into a runway as my engine effectively quit. Similar reaction to you guys. First shudder catches your attention, second shudder turn for home. I was in uncontrolled airspace so I kept the extra 1000' I had over pattern altitude in my back pocket until on the downwind. Landed safely. Turned out to be debris in my carburetor bowl from a rusty screw. $500 later, a clean fuel system and a much happier engine and pilot. Actually felt a great deal of satisfaction as to how I handled my first significant issue as a 51 year old pilot of two years and 250 hrs. Also was very happy I didn't need to spend $20,000 on a new engine.
Wow, my mechanic is now look ar the carburetor. Mags are good and spark plugs too. Even on the ground, the plane shudders while idling. When landing I knew I could not afford to do a go around and trust me, it's one of my best landing ever. Hope I can get an answer soon.
@@jeromes5141 The next day after my "event" my mechanic did some ground runs and like yours it was shuddering while idling. Hopefully your issue is a simple carb and fuel system clean out too.
@@Chrisovideos thanks for the reply. The following day I made some checks and nothing improved. I taxied my Mooney over to the shop and my mechanic dived right in. All he checked didnt improve the situation. He got sent to the west coast to look at a plane so everything haulted. He did say that the carburetor is what he is going check next. Hopefully it doesnt need a new one.
@@Chrisovideos Carb was clean out with some debrees In it, pro lem still was present even after mag timing was done. The JPI lead them to the #1 cylinder and a broken spring was found. I'm glad it was not the entire cylinder that went.
your co-pilot person doesn't need his own catch phrase...have you listened to his laugh?!?!?! THAT laugh is his catch phrase!!! I'ma gonna watch these vids only when he's flyin' lololol Keep up the great work Lewdix!!!!
Exactly the right call, and nicely handled coordination and return to base. I know you didn't show it, but did you attempt any in-flight diagnosis and rectification? A rough running engine could easily be a symptom of slipped timing on one magneto, and this can easily be identified and resolved in flight by turning each magneto off in turn to restore smooth engine operation on the good magneto. I also didn't see a carb-heat check, nor a fuel-tank change in case of contaminated fuel. During the Covid lockdown here in the UK, we were only allowed to fly each aircraft for one flight of one hour per month to maintain the engine health, and the airfields were closing frequently for ATC breaks. I planned a flight around one of those ATC breaks, taking off just before the airfield shut, and planning to land an hour later just after they re-opened. LARS (the UK version of Flight Following) was also closed, so I wasn't able to talk to anyone when, 15 minutes into the flight, I had a rough running engine with my home airfield officially closed! I tried changing fuel tanks, turning on the fuel pump, and switching each magneto off in turn, but there was no significant difference, so leaving Both selected was the sensible option. Being injected, there was no carb heat, and alternate air is automatic in this aircraft, so I had very few other things to check. Like you, I was flying close to a major airport (Gatwick in my case) and due to Covid they had very little traffic, so my first call went along the lines of "Gatwick Director, G-ABCD, apologies for this, pan pan, pan pan, pan pan, overhead Guidlford, rough running engine, intending to return to Redhill." Gatwick don't normally deal with light aircraft at all, but they were great, contacting Redhill on the telephone and getting the controller there to cut short his break and re-open the airfield for a safe landing. Of course, the problem with the engine couldn't be reproduced on the ground, even with a long ground run to get the engine up to temperature. Thanks to the Covid restrictions, it took us several weeks and three more (slightly nerve-wracking) flights to finally resolve the problem. Having checked and cleaned the plugs, then replaced the plugs, we had one more serious instance of rough running after which we found that the left magneto had died completely after what we eventually determined was a "weak-spark" failure due to a faulty coil.
Gotta make the call! Last summer my plane crossed the line from an old plane being an old plane to something not being right. The shop replaced a cracked intake tube which smoothed things out and eliminated some weird readings on the engine monitor.
I like that line. “An old plane being an old plane”...There are things that we accept about old aircraft and then there are things that are not “normal”
One thing I’ve learned and I noticed it was happening to both of y’all is second guessing ur judgement on the situation. I’ve been there too, feeling like I’m just overthinking but I always try to remind myself that the one time I push away those thoughts to return and continue on, that’ll be the time I regret it.
That clear prop should be the standard at all airfields the world over lol.. I think the only other one that might be better is the Phoenix nights paddy’s car alarm 🤣
Had a spluttering engine on climbout from a touch n go. Turned out only on one mag. No idea how come. Vital checks before TO were all fine, mags def on Both. TO was fine. Circuit then T&G, rough running. Instructor took control, checked mixture then mags, and then flipped ignition on to Both, all good. Neither of us could work our what changed the switch position. Interesting experience, no panic, just troubleshoot with one eye on a suitable field. I'm loving it all.
Same kind of roughness happened to me as a student in a 172 only 800 feet AGL. Leaned the mixture back until all the plugs started firing again. Lesson learned: never run full rich during ground ops. Lean out enough so that if the throttle is advanced significantly the engine will stumble. That will keep the lead fouling down to a minimum. Once I started doing that, the problem never returned. Honestly, in doing some extensive research and talking to a lot of mechanics, the only time you should run full rich is initially to get the engine started, and then during takeoff up to 3,000 feet or so in the climb. At that point the engine is no longer making full power and it is acceptable to being leaning gradually. Not even during landing phase should you be full rich, as you are operating at a low power setting, which can cause the same type of lead fouling issue.
Very interesting and great insight. I usually lean a little on the ground and when in cruise I lean until RPM drop, then just a touch richer than that.
@@LewDixAviation Honestly, without good temp monitoring on all cylinders, it's tricky to really know how leaning to various degrees affects engine parameters. Things were much simpler before we had all these extra monitors and sensors to look at. The way I look at it, the mixture knob should be used a lot more dynamically than it often is. I was afraid of it as a student (as many are at first) until I started to really understand it's purpose. You figure a car with FADEC is constantly making mixture adjustments to keep things running smoothly... and that's for a ground-based vehicle that isn't changing altitude throughout widely varying OATs. Unfortunately, a lot of these older POHs were written at a time when these things weren't as well understood.
Absolutely GREAT video, THANK YOU for talking us through the thought process and more importantly the ACTION process to get your ass back down! You’ve made me a safer pilot in just a short video!
Yep make a video like that and not explain the issue, makes u question? In aviation we share experiences and knowledge. I just hope that doesn't go away just for likes on social media, if anything social media in aviation should be ther for all of us in the aviation community to grow, sharing knowledge is so important even the FAA understands that and adopted NOTAM for example. Sharing is caring!!!!!
Bro 1: You feel that’s bro? Bro 2: Yeah bro I felt that, you felt it too bro? Bro 1: Yeahhh bro I swear if you didn’t know this was a LewDix vid 😂😂 Cracking good job handling that, fab content as always 👏🏼
Haha nice edits brother! Guess who’s relocating to KDAB? And I have to finish my private. My CFI here solo endorsed me but now it’s out of currency. Still haven’t soloed! Hook it up Lewis 😉
Warrior owner here. I didn't notice if you tried carb heat? I'm sure it was humid there. Also, Lycoming says to lean engine all the time. except start up and take off. Run-up. climb, and cruise - lean. Did you find out the issue?
I didn’t suspect carb ice. I’ve had that before and it’s definitely a different sensation to what was happening. The mechanics cleaned the plugs and it hasn’t happened since 🤷🏼♂️ I tend to lean more in cruise per my checklist, however in this scenario, we weren’t in cruise so it was rich. The plane is heavily used for training so I would suspect fouling.
@@LewDixAviation Hi Lewis. Lycoming came out with the leaning recommendation long after the POHs were written. Full mixture is like running your lawnmower or old car with the choke on. Lean whenever possible on the ground and above 2000 agl. Keeps the plugs clean.
I love how your student dropped $1k on a headset then on the way to the airport paid his car insurance bill and was like "damn I'm gonna need some sunglasses too"
I had Something like that happened just today In a Cessna 172. It turned out to be a valve sticking. There was carbon buildup on it from the leaded gas.
Wouldn't have been safer going to MCO? You trusted the engine enough you said...truth is you never know when is gonna give up. Something very different in terms of actual failure but similar to your situation happened to me 2 years ago at night. It took me 20 milliseconds to decide to land at TPA instead of pushing it to TPF
Ah thank you!.. Growth is more organic when you're not tricking people into watching a video that isn't as eventful as you claim.. That's a call out to a lot of channels lol
@@LewDixAviation Haha aye mate, I don't doubt it. We've actually talked about that on another vid comment section of yours. Normally logged in as Jon B when I comment, dunno what's happened here lol.
I understand going full rich with carb heat is normally the proper response but perhaps leaning (after turning back towards the airport) could have burnt those deposits off. Something (for me) to keep in mind. Thanks!!
Yea! I suppose that could have been something to try. My thoughts weren’t on troubleshooting. My thoughts were on making a quick decision to get the plane down as my window of opportunity to do so was closing. I’d much rather get the plane on the ground and worry about it there than spending time trying different things, taking my attention away from the quicker and safer option. (I know you’re not questioning that haha just giving my thoughts)
@@LewDixAviation Yep. Not questioning your decision AT ALL. Just thinking out loud with you trying to learn. Glad all turned out well! Love your videos. Appreciate all the effort that goes into making them. Thank you! 🛩
Nice video. I’m curious as to why some of the radio conversations (pilot & ATC), have to be so fast; not just with you guys, but with pilots and ATC in the US generally. There is no need for the words to be spoken so fast; that’s how mistakes happen. My two cents worth.
ENGINE ROUGHNESS Carburetor heat .............................................. ON If roughne~s continues after one min: Carburetor heat. .. : ......................................... OFF Mixture .......................................... adjust for max. smoothness Electric fuel pump ........................................... ON Fuel sdl'Ctor ......................................... switch tanks Engin~ gauges .............................................. check Magneto switch .......................................... L then R then BOTH If operation is satisfactory on either one. continue on that magneto at n:duccd power and full RICH mixture to first airport. Prepare for power off landing. CARBURETOR ICING Carburetor heat .......•...................................... ON Mixture .......................................... adjust for max. smoothness
@@LewDixAviation May not be carb ice - but could be a partially blocked filter, and the carb heat is drawn from a separate inlet to protect against this.
Reading the comments and replies, it appears the problem was in the spark plugs. If so, that's a simple and inexpensive fix. Seems like the mag check should have revealed that weakness...
@@LewDixAviation Yeah I’m currently doing my PPL in the UK at Bournemouth Airport, and as standard procedure they get us to put carb heat on during the decent and put it back to cold or off when on final or just prior to landing in case of a go around. Even though the PA28 doesn’t really suffer from Carb icing, the Cessna does. What was the problem in the end?
I wish I lived in Florida so I could hire you to for instruction man. I love your personality. I fear when I start training im gonna get some boring ass vanilla instructor. Lol
0:39 - Orlando Executive, we're declaring an emergency. Twr: You do know you are still in the hangar and haven't started engine yet? Lew: Right... 9:00 - Twr to Ground Crew: Lew has inflight problems. Roll Foam1 - entire runway 7.
Nice video. I had this issue last week. I was getting ready to land and out of no where, I started having this engine roughnes. The more the throttle was advanced, the the heavier the vibrations got. So far, mags are good, spark plugs are good, fuel pum is good and the issue still exists. Any idea what the issue was with that Piper?
@@Docinaplane so tru. She didnt quit though. Mechanic said he never saw any of those springs fail before. Was a bit nervy getting back in the plane so I dis some pattern work 1st. After a couple touch and goes and went to the practice area. Confidence was back.lol.
I didn't suspect carb ice. When I had that in the past it was a different kind of roughness and a more noticeable power difference. This was an engine not running correctly. Seems as though it was the spark plugs.
Yea it's a good question. Having experienced carb ice before it wasn't the same sensation or indications. It felt like something was off balance and in the end it did turn out to be some bad spark plugs. It makes sense that this would cause an unbalanced firing sensation which was my gut instinct. There's something to be learned from every flight though and in future, even if I don't suspect carb ice, I will be putting the carb heat on just in case.
![เป็นไปได้ไหม - WanMai [Official MV]](http://i.ytimg.com/vi/_6lZ6b3_7Vo/mqdefault.jpg)
“The foggles work... the engine doesn’t” lmao
😂
🤣
I love how your copilot found your closest airport as soon as he felt it and called it out
Did exactly the right thing. Loved it
@@LewDixAviation definitely one way to land at MCO
Went with an instructor at night to get my ppl night landings. At 700 ft engine stuttered and we instantly looked at each other exactly the way you two did. Needless to say shortest lesson on record for me.
😂 no chances taken. Exactly the right decision man
That happened to me as well, once on a night XC and once on night landings. What is it about night and engine sputters... my instructor attributed it to heightened awareness, but idk
I had even a shorter lesson. Engine stuttered a split second before my Take-off roll. Did not rotate, power idle, heavy breaking, get off runway and make the radio call.
It's interesting to note that, while you may say this wasn't an emergency per se, it was still a stressful situation. You can see it on your face on that still frame when you turned back to look at Exec, and after the landing, you transferred controls to Conrad and took a big sigh of relief. It's good to see that while none of us would ever like to be in such a situation, even the best pilots have some amount of fear or stress under the facade of calmness in such scenarios.
Perfect. Your training kicked in. No back & forth...return to the airport NOW. Your student was on the same page. Perfect. Lew, I hope you give your past CFI’s a shout out. They trained you well, AND you acted on the training. AND your student is the beneficiary of your trainings and your CFI’s training. Nice work, gentlemen!
I need "Remain clear of my propeller, I am commencing engine start" as my ring tone
😂
I’d buy that ringtone!
I could send you the mp3 if you want 😂
@@thraxdj YES Please sir !
@@thraxdj thanks!
Had a rough running engine in a C172 at Riddle. Mags didn't agree then did the burn off. Lost all RPM at 1600MSL. Ignition both, mixture full rich, Throttle full. Zoomed up to about barely 3000ft. Engine slowly chopped back to operating. Kept it in super tight to Daytona and put her down on 16/34. Turned out to be an issue with carbon buildup on the mags
Why could I not have had such an enthusiastic educator when I was learning to fly in the US 20 yrs ago. Unfortunately they were just money grabbers. At 58 my dream has gone now but I love watching these videos. Keep it up
Unfortunately most places, in my experience, are still just after your money. This is why I work independently. Thanks man!
Nooooo, don't give up your dream!!! I started learning at 57 y.o. and I'm loving it!
Looked at each other and they felt the bromance was real….then felt the engine trouble!
😂
Like a good neighbor, Young Bob is there
HA
You win
Absolutely crucial to make the positive decision and not take any chances. You were both unhappy and uncomfortable with the way things felt, so absolutely the right decision to calmly get on the ground as soon as possible, before it does become an emergency. Sublime as always. Respect and good wishes from Bristol, back here in the UK 👍👍👍
I experienced similar in a Cherokee on a training flight years ago. The loss of power and persistent buffeting was very noticeable. In that instance they found plug fouling which they believed to have been caused by over-use of carb heat.
I just experienced this same scenario in my 150 last weekend!
Thanks for posting. made me consider, with the benefit of time if I had a partial engine failure I'd be climbing as much as I could while looking for a field, loosing it later once landing assured. Well done gents.
Had a similar situation in a similar aircraft a few weeks ago while out for some local airwork. My issue was a bit more dramatic and twice I thought I was going to turn a farm field into a runway as my engine effectively quit. Similar reaction to you guys. First shudder catches your attention, second shudder turn for home. I was in uncontrolled airspace so I kept the extra 1000' I had over pattern altitude in my back pocket until on the downwind. Landed safely. Turned out to be debris in my carburetor bowl from a rusty screw. $500 later, a clean fuel system and a much happier engine and pilot. Actually felt a great deal of satisfaction as to how I handled my first significant issue as a 51 year old pilot of two years and 250 hrs. Also was very happy I didn't need to spend $20,000 on a new engine.
Wow, my mechanic is now look ar the carburetor. Mags are good and spark plugs too. Even on the ground, the plane shudders while idling. When landing I knew I could not afford to do a go around and trust me, it's one of my best landing ever. Hope I can get an answer soon.
@@jeromes5141 The next day after my "event" my mechanic did some ground runs and like yours it was shuddering while idling. Hopefully your issue is a simple carb and fuel system clean out too.
@@Chrisovideos thanks for the reply. The following day I made some checks and nothing improved. I taxied my Mooney over to the shop and my mechanic dived right in. All he checked didnt improve the situation. He got sent to the west coast to look at a plane so everything haulted. He did say that the carburetor is what he is going check next. Hopefully it doesnt need a new one.
@@Chrisovideos Carb was clean out with some debrees In it, pro lem still was present even after mag timing was done. The JPI lead them to the #1 cylinder and a broken spring was found. I'm glad it was not the entire cylinder that went.
Aside from the entertainment.... Lew teaches us flying the fun way! And... his film editing, filing, content selection, etc etc ... he is a Spielberg!
😂 thank you!
your co-pilot person doesn't need his own catch phrase...have you listened to his laugh?!?!?! THAT laugh is his catch phrase!!! I'ma gonna watch these vids only when he's flyin' lololol Keep up the great work Lewdix!!!!
Exactly the right call, and nicely handled coordination and return to base. I know you didn't show it, but did you attempt any in-flight diagnosis and rectification? A rough running engine could easily be a symptom of slipped timing on one magneto, and this can easily be identified and resolved in flight by turning each magneto off in turn to restore smooth engine operation on the good magneto. I also didn't see a carb-heat check, nor a fuel-tank change in case of contaminated fuel.
During the Covid lockdown here in the UK, we were only allowed to fly each aircraft for one flight of one hour per month to maintain the engine health, and the airfields were closing frequently for ATC breaks. I planned a flight around one of those ATC breaks, taking off just before the airfield shut, and planning to land an hour later just after they re-opened. LARS (the UK version of Flight Following) was also closed, so I wasn't able to talk to anyone when, 15 minutes into the flight, I had a rough running engine with my home airfield officially closed! I tried changing fuel tanks, turning on the fuel pump, and switching each magneto off in turn, but there was no significant difference, so leaving Both selected was the sensible option. Being injected, there was no carb heat, and alternate air is automatic in this aircraft, so I had very few other things to check. Like you, I was flying close to a major airport (Gatwick in my case) and due to Covid they had very little traffic, so my first call went along the lines of "Gatwick Director, G-ABCD, apologies for this, pan pan, pan pan, pan pan, overhead Guidlford, rough running engine, intending to return to Redhill." Gatwick don't normally deal with light aircraft at all, but they were great, contacting Redhill on the telephone and getting the controller there to cut short his break and re-open the airfield for a safe landing.
Of course, the problem with the engine couldn't be reproduced on the ground, even with a long ground run to get the engine up to temperature. Thanks to the Covid restrictions, it took us several weeks and three more (slightly nerve-wracking) flights to finally resolve the problem. Having checked and cleaned the plugs, then replaced the plugs, we had one more serious instance of rough running after which we found that the left magneto had died completely after what we eventually determined was a "weak-spark" failure due to a faulty coil.
Gotta make the call!
Last summer my plane crossed the line from an old plane being an old plane to something not being right. The shop replaced a cracked intake tube which smoothed things out and eliminated some weird readings on the engine monitor.
I like that line. “An old plane being an old plane”...There are things that we accept about old aircraft and then there are things that are not “normal”
One thing I’ve learned and I noticed it was happening to both of y’all is second guessing ur judgement on the situation. I’ve been there too, feeling like I’m just overthinking but I always try to remind myself that the one time I push away those thoughts to return and continue on, that’ll be the time I regret it.
So much gold. Best clear prop call ever.
😂 thank you
That clear prop should be the standard at all airfields the world over lol.. I think the only other one that might be better is the Phoenix nights paddy’s car alarm 🤣
Well done boys... one question though, do you think it would have been appropriate to make a PAN-PAN call?
Had a spluttering engine on climbout from a touch n go. Turned out only on one mag. No idea how come. Vital checks before TO were all fine, mags def on Both. TO was fine. Circuit then T&G, rough running. Instructor took control, checked mixture then mags, and then flipped ignition on to Both, all good. Neither of us could work our what changed the switch position. Interesting experience, no panic, just troubleshoot with one eye on a suitable field. I'm loving it all.
Same kind of roughness happened to me as a student in a 172 only 800 feet AGL. Leaned the mixture back until all the plugs started firing again. Lesson learned: never run full rich during ground ops. Lean out enough so that if the throttle is advanced significantly the engine will stumble. That will keep the lead fouling down to a minimum. Once I started doing that, the problem never returned. Honestly, in doing some extensive research and talking to a lot of mechanics, the only time you should run full rich is initially to get the engine started, and then during takeoff up to 3,000 feet or so in the climb. At that point the engine is no longer making full power and it is acceptable to being leaning gradually. Not even during landing phase should you be full rich, as you are operating at a low power setting, which can cause the same type of lead fouling issue.
Very interesting and great insight. I usually lean a little on the ground and when in cruise I lean until RPM drop, then just a touch richer than that.
@@LewDixAviation Honestly, without good temp monitoring on all cylinders, it's tricky to really know how leaning to various degrees affects engine parameters. Things were much simpler before we had all these extra monitors and sensors to look at. The way I look at it, the mixture knob should be used a lot more dynamically than it often is. I was afraid of it as a student (as many are at first) until I started to really understand it's purpose. You figure a car with FADEC is constantly making mixture adjustments to keep things running smoothly... and that's for a ground-based vehicle that isn't changing altitude throughout widely varying OATs. Unfortunately, a lot of these older POHs were written at a time when these things weren't as well understood.
Best saying in aviation: "When in doubt, don't"
Absolutely the right choice to return to Orlando
Glad you are safe. A great learning video. This shows the right thing to do.
Thanks Steve!
I'm so glad you made this video! Thank you, you might have just saved a life! Love all your videos. :)
Cheers Mike!
Your “clear prop” sold me. Subscribed.
Lew- Don;t scare us like that. we need you safe and sound. We would miss your giggles man.
Have a good day
You're brotha
Chris Duvall
Oregon
haha thanks man!
Absolutely GREAT video, THANK YOU for talking us through the thought process and more importantly the ACTION process to get your ass back down! You’ve made me a safer pilot in just a short video!
You’re absolutely more than welcome!
Classic Van Anda planes! Makes for an interesting flight;)
Welcome back Mr Hoover!
Sunday went up for a mock. had a U joint failure in yoke. sporty, but able to return back. ADM ingrained in my brain.
Loved this video, great CRM and excellent PIC choices!
Great video but what was wrong with the engine?
Yep make a video like that and not explain the issue, makes u question? In aviation we share experiences and knowledge. I just hope that doesn't go away just for likes on social media, if anything social media in aviation should be ther for all of us in the aviation community to grow, sharing knowledge is so important even the FAA understands that and adopted NOTAM for example. Sharing is caring!!!!!
Good you made it but nothing wrong with landing at Orlando International. I do it all the time. Fees are not high
Good decision! Glad you guys got back safe!
Welcome to the ground everybody.
Nice work boys
Love your videos man ✅ great work
The most important moment for students, take a good decision and work your way through! Always fly the plane.
Btw which iPad do you use?
Yes! Mini 4
wish I have an instructor as fun as your friendship.. lol
Bro 1: You feel that’s bro?
Bro 2: Yeah bro I felt that, you felt it too bro?
Bro 1: Yeahhh bro
I swear if you didn’t know this was a LewDix vid 😂😂
Cracking good job handling that, fab content as always 👏🏼
Bob Hoovers face lol
On the edge of my seat at the start there ;) But genuinly nice one, better safe than sorry.
haha thanks mate
Good job not declaring an emergency, kept your coo 🤙🏻😎
Thanks man!
Haha nice edits brother! Guess who’s relocating to KDAB? And I have to finish my private. My CFI here solo endorsed me but now it’s out of currency. Still haven’t soloed! Hook it up Lewis 😉
Well done Lewis!
Warrior owner here. I didn't notice if you tried carb heat? I'm sure it was humid there. Also, Lycoming says to lean engine all the time. except start up and take off. Run-up. climb, and cruise - lean. Did you find out the issue?
I didn’t suspect carb ice. I’ve had that before and it’s definitely a different sensation to what was happening. The mechanics cleaned the plugs and it hasn’t happened since 🤷🏼♂️ I tend to lean more in cruise per my checklist, however in this scenario, we weren’t in cruise so it was rich. The plane is heavily used for training so I would suspect fouling.
@@LewDixAviation Hi Lewis. Lycoming came out with the leaning recommendation long after the POHs were written. Full mixture is like running your lawnmower or old car with the choke on. Lean whenever possible on the ground and above 2000 agl. Keeps the plugs clean.
Poor Conrad. Everyone keeps flaming his glasses. Get this guy a pair of flying eyes. 😬😂
The most bevus and butthead video yet ! 🤣😂 nice work, great stuff
Is young Bob now sponsored by State Farm? 🤣😂😎
Remain cleeaaarr of the Queens propeller!
Carb heat?
I love how your student dropped $1k on a headset then on the way to the airport paid his car insurance bill and was like "damn I'm gonna need some sunglasses too"
Cryptocurrency lol
Is it BoB for Baby on Board? :D Great work, guys!
I had Something like that happened just today In a Cessna 172. It turned out to be a valve sticking. There was carbon buildup on it from the leaded gas.
Lew took off the Flying Eyes... that's how you know it's serious.
I'm watching during class with the volume muted and subtitles on. I still get all the drama and the general idea
I will always support anyone in a class who doesn't pay attention in order to watch my videos! Legendary performance!
@@LewDixAviation what was I supposed to do? Wait to watch a new lewdix video?!
Cool as a cucumber! Good job lads :)
Leaned the mixture?? That takes cares of most engine missfires.. I had 4 of them..
Wouldn't have been safer going to MCO? You trusted the engine enough you said...truth is you never know when is gonna give up. Something very different in terms of actual failure but similar to your situation happened to me 2 years ago at night. It took me 20 milliseconds to decide to land at TPA instead of pushing it to TPF
I agree with you if that truly was the closest, but I’ll withhold judgement as I’m watching an edited video.
Can't believe you went for such an honest title! Fair play mate. SteveoBoringKinevo would've made a rough engine sound like a brush with death
Ah thank you!.. Growth is more organic when you're not tricking people into watching a video that isn't as eventful as you claim.. That's a call out to a lot of channels lol
@@LewDixAviation Haha aye mate, I don't doubt it. We've actually talked about that on another vid comment section of yours. Normally logged in as Jon B when I comment, dunno what's happened here lol.
Lol I remember!
On a happier note I just ordered the flying eyes view limiting device to try on my Flying Eyes sunglasses - glad things ended well on the engine issue
Fantastic!
Smart....SMART Move
Great decision. did u find what happened to the engine
I understand going full rich with carb heat is normally the proper response but perhaps leaning (after turning back towards the airport) could have burnt those deposits off. Something (for me) to keep in mind. Thanks!!
Yea! I suppose that could have been something to try. My thoughts weren’t on troubleshooting. My thoughts were on making a quick decision to get the plane down as my window of opportunity to do so was closing. I’d much rather get the plane on the ground and worry about it there than spending time trying different things, taking my attention away from the quicker and safer option. (I know you’re not questioning that haha just giving my thoughts)
@@LewDixAviation Yep. Not questioning your decision AT ALL. Just thinking out loud with you trying to learn. Glad all turned out well! Love your videos. Appreciate all the effort that goes into making them. Thank you! 🛩
@@TerryD23 ah thank you so much!
A Cessna would have floated right on through that.
HAHAHAHAHAHHAHAHAHAHA
Yea but then got caught in fishing nets 🤷🏼♂️
@@LewDixAviation Fishnets are for Sexy Planes, neither the Piper or 172 should ever be seen in them.
I guess Bob can't afford Flying Eyes even with the Lew Dix 10% discount, and opted for the free State Farm sunglasses?LOL
ATC did a fantastic job!
They were very helpful. Gave me everything I needed.
Your videos are great. Can you tell me how you split your iPad screen with the IFR low enroute map on top and the scratch pad on the bottom?
His catch phrase could be “Bob Hoover Flying again”
Good on ya mate lol last time I went up in 042 the alt light wasn't working my instructor said he was gonna let van Anda know
Now that’s when you need a Cessna that floats! 🤣
Sounds like multiple fouled plugs, GREAT decision making!
Thank you! Mechanics took a look and cleaned the plugs and it hasn’t happened since.
Smart move.
Nice video. I’m curious as to why some of the radio conversations (pilot & ATC), have to be so fast; not just with you guys, but with pilots and ATC in the US generally. There is no need for the words to be spoken so fast; that’s how mistakes happen. My two cents worth.
Great video sir
Thanks man!
ENGINE ROUGHNESS
Carburetor heat .............................................. ON
If roughne~s continues after one min:
Carburetor heat. .. : ......................................... OFF
Mixture .......................................... adjust for max.
smoothness
Electric fuel pump ........................................... ON
Fuel sdl'Ctor ......................................... switch tanks
Engin~ gauges .............................................. check
Magneto switch .......................................... L then R
then BOTH
If operation is satisfactory on either one. continue on that magneto at
n:duccd power and full RICH mixture to first airport.
Prepare for power off landing.
CARBURETOR ICING
Carburetor heat .......•...................................... ON
Mixture .......................................... adjust for max.
smoothness
PA28-161 P.O.H
As I stated. It wasn’t carb ice
@@LewDixAviation May not be carb ice - but could be a partially blocked filter, and the carb heat is drawn from a separate inlet to protect against this.
Reading the comments and replies, it appears the problem was in the spark plugs. If so, that's a simple and inexpensive fix. Seems like the mag check should have revealed that weakness...
Carb heat should have been on surely on the decent?
I didn’t suspect carb ice but as a precaution I could’ve put it on
@@LewDixAviation Yeah I’m currently doing my PPL in the UK at Bournemouth Airport, and as standard procedure they get us to put carb heat on during the decent and put it back to cold or off when on final or just prior to landing in case of a go around. Even though the PA28 doesn’t really suffer from Carb icing, the Cessna does. What was the problem in the end?
Lewis is your door warped - check out the top left. Cheers!
There's always a little gap. I'm thankful for the extra bit of air.. Not when it rains though
@@LewDixAviation but what if you're thirsty. Gotta look at the glass half FULL ;)
Great CRM guys!!!! Did you squak 7700?
Thanks! No this wasn’t an emergency
I wish I lived in Florida so I could hire you to for instruction man. I love your personality. I fear when I start training im gonna get some boring ass vanilla instructor. Lol
0:39 - Orlando Executive, we're declaring an emergency.
Twr: You do know you are still in the hangar and haven't started engine yet?
Lew: Right...
9:00 - Twr to Ground Crew: Lew has inflight problems. Roll Foam1 - entire runway 7.
Young Bob selling insurance now? ha!
We need a comparison video between the Flying Eyes and the Statefarm Sunglasses!
Nice video. I had this issue last week. I was getting ready to land and out of no where, I started having this engine roughnes. The more the throttle was advanced, the the heavier the vibrations got. So far, mags are good, spark plugs are good, fuel pum is good and the issue still exists. Any idea what the issue was with that Piper?
Do you have an electronic ignition? LASAR? They can fail.
@@Docinaplane negative, the problem was located in the #1 cylinder. Valve springs broke
@@jeromes5141 Glad you solved it. It's important to be able to trust your plane.
@@Docinaplane so tru. She didnt quit though. Mechanic said he never saw any of those springs fail before. Was a bit nervy getting back in the plane so I dis some pattern work 1st. After a couple touch and goes and went to the practice area. Confidence was back.lol.
How is Young Bob these days?? Miss that dude
REMAIN CLEAR OF MY PROPELLER! I AM COMMENCING ENGINE START!
Good ADM
U we're down a cylinder. Fouled plug or clogged injector. Happened to me recently and scared the piss out of me.
Yea man seems that way. It’s no joke! Glad you’re still here to write this comment man
Did you think maybe carburator icing ? Do you have carb heat ?
It's been in the mid to upper 80's F in Florida the past couple of days, so not likely. They were only a couple of thousand feet up.
I didn't suspect carb ice. When I had that in the past it was a different kind of roughness and a more noticeable power difference. This was an engine not running correctly. Seems as though it was the spark plugs.
Why did you not even suspect carb icing or try carb heat ? Just wondering, bravo zulu for making the right choice and going back though
Yea it's a good question. Having experienced carb ice before it wasn't the same sensation or indications. It felt like something was off balance and in the end it did turn out to be some bad spark plugs. It makes sense that this would cause an unbalanced firing sensation which was my gut instinct. There's something to be learned from every flight though and in future, even if I don't suspect carb ice, I will be putting the carb heat on just in case.
Thanks for getting back bravo zulu on all your awesome work 💪
If that had happened on my first flight I would have felt a little uncomfortable…
…and then shat myself!
What ended up being wrong with the aircraft?
You know it was serious when Lew had the "I'm about to have my brain f'd by a Q tip" look
this moment when you are so focused on the video and shit in your pants at 11:04 ..... 🤣🤣🤣💩
General question... I notice in all your videos that you open the door during taxi. Why is that?
That's to cool off the (greenhouse) cockpit.
It's the only time the PA28 has good airflow to my face haha
@@LewDixAviation Makes sense. That's what I was wondering. Thanks for the reply.
I’m currently a PPL student in South Texas. It is BALLS hot down here we pretty much always have the door open during taxi.
Were those the Kingfishers? I want a pair in tortoise!
Golden Eagle Sport. I have Kingfishers though