My flight instructor would always say to me for the few weeks I went out with him "If we lose on takeoff maintain runway heading, there is a golf course quite near, avoid the bunkers and if you can roll out to the 18th hole they have a good club house there with an excellent bar, and we can both stop off for a whiskey"! He always was a witty sod, but boy did he need to be on my first few hours!
@@WayneM1961 ....My joke is somewhat wry....Ford is known for his mishaps, including one time actually landing on a golf course. He should have his license revoked---the man is both a menace and a danger in the cockpit. He needs to remain on terra firma at all times.
I remember doing an Instructor training course with the FAA, in 2005. They showed us a whole run of attempted golf course landings that ended in crashes.......too many things to hit and short, not so straight greens. Yeah, Ford survived, just!
My husband was on a flight ✈️ and the plane lost the engine. The Captain was extremely calm and cool about the entire thing. He announced to the passengers they were not allowed to fly cross country with one engine and needed to land and change equipment. The plane landed no problem. After landing The Captain announced his co-pilot did an excellent job on his first one engine landing. I love the Captain chose to use this as a teaching experience along with keeping all the passengers calm. Planes are utterly incredible pieces of machinery. It is amazing that they are designed to handle so many issues to safely land. BTW: My dear husband was totally un phased & continued to read his book till he disembarked. My reaction is closer to when you were flying with Stella.
I have been on a proofing flight. That is where they take the plane way outside the normal operating envelope. EG zoom climbing an A-340 to 60,000 feet after pushing the throttles to the wall and getting mach buffet. We went weightless 3 times. Te aircraft was also pulled through seriously tight turns too. I think we peaked at 5g - not that much less than a WWII fighter.
5 G without wearing a g suit is extreme and can be dangerous for inexperienced aviators . I as ground crew on a jolly in an F4 phantom aircraft experienced 5.5 g . But I wore a g suit. The pilot was great because when he levelled out he inverted to keep positive g . You do not want to experience negative g . That is going past zero g and into minus 1 or even minus 2 . As an engineer on post flight maintenance we would record figures from the g counter. Negative 2g was rarely recorded.
I watch several single engine pilots who film their flights and many run through a briefing before take off that goes something like, "If we lose power less than 1000 feet, we'll head to the field off to the left, above that we'll try to make it back to the airport." It just seems part of their pre-take of checklist to run down the options, so they have a plan ready to go.
Where I will be doing my training and probably working as a CFI for some time, there is a 4 lane highway with reasonably minimal traffic right next to the airport. Lots of corn/soybean fields too I guess, but the highway is just an extra runway right? 😀
When I took lessons a year or two ago, we did exactly that every time. Holding short on the taxiway, just before we went onto the runway, we'd go through a pre-flight briefing that included exactly what we'd do about engine-out at different parts of takeoff. In our case the runway was at least 4x as long as what the plane actually needed, so most of the answer was "come down and land on the runway". Beyond that it was the huge open fields ahead of us and more fields left and right - lots and lots of options. But we still went through it in the pre-flight briefing, every single time.
I do it every time. I brief straight ahead or no more than 30 degrees off the nose. If above 800' with the prop (single eng turboprop) feathered I'll turn back. Not feathered... straight ahead.
Yep, engine failure on takeoff is right in my pre-flight runup checklist/brief. "If the engine fails after we're airborne, we will not attempt a 180 back to the runway. Airspeed to best glide (Vg), flaps as necessary, power as available, declare an emergency, fuel to shut off, mixture to idle, ignition to off, battery master off, crack the doors before touchdown in case the frame gets torqued so we're not trapped. Avoid obstacles as able and put down at best spot you can find." Not sure how others do it, but as I'm running the lists, assuming I'm PIC and doing the brief, I'm also touching each item on the list to get that little muscle memory reminder of where the heck each of these items are.
I really need to thank you. For years my husband has been fascinated with all things disaster.. plane crashes, shipwrecks, landslides..etc.. It got to the point where I didn’t think I would ever fly again 😏 Your common sense and humor has helped put it back in to prospective. Just flew to El Paso and back, no panic attack 😁 Thank you again 🥰
When you were talking about the plane banking and losing altitude, you had your head tipped way to one side as you were describing what to do! This pilot is into it!
My instructor really banged it into my head to NEVER to turn around and try to make the runway. You are better off dealing with obstacles ahead than falling out of the sky like a rock.
I used to teach The Possible Turnbacks and "The Posible Turnarounds. You need to know when you can and cant. Never say never to a maneuver you need to know.
Yeah agree also tik tok is absolutely wank , most of the videos from ive seen from there , posted on Reddit or other forums are cringe as out or stupid. I will never have a tik tok account ,I value my brain cells.
Several years ago I was on a commercial flight that made a very hard landing. As we exited the runway the flight attendant made her announcement: “Ladies & Gentlemen, welcome to Atlanta. Please remain seated while the captain taxis whatever remains of our plane to the gate”
Worst comment Ive ever had was a wheelchair passanger telling me he broke his back 15 years ago.. that landing was so hard he thinks he thinks it might be fixed !!!
Read about a Southwest flight that was absolutely brutal (and I hope the captain could take that hard a ribbing...): "Ladies and gentlemen please stay seated while Captain Kangaroo bounces us to the gate..."
Lol, those comments sound like a deliberate burn of the captain while also making passengers laugh and hopefully release some stress that the landing caused them, so comments like that serve multiple purposes, genius.
Kelsey, how about a video on the passenger who landed the Cessna Caravan in Florida a few weeks ago? I believe the pilot passed out from a heart condition (but was revived after landing). The passenger, who had zero flying experience, was so calm and focused--an amazing story.
Shortly afterwards, I posted a request to Kelsey to analyze that whole incident. Later, I received a lengthy reply from some random layperson giving me his analysis....at which point I rolled my eyes and just dismissed his entire response.
Yep. My instructor drummed into me, "Never go back. Go forward to the smoothest place you can see." Glide ratio for 172/152 is ~10:1, so at 300' you have about 2700' , minus ~30% for low speed, ½ mile, left to look for a place. Flight school should post possible emergency places for take-off failure.
@@HarryStar56 My instructor said that a 150 / 172 will turn on a dime, so he taught me (with enough altitude, doesn't take much) you dive, flip, and land. He said to only do it if there was no clear landing forward, but we did it time and time again and as long as you keep an eye on your airspeed .. they do flip on a time with enough control authority.
Every plane is different. My plane has a 9:1 glide ratio (horrible) with the prop forward. 23:1 (excellent) feathered and can easily make a turn back if >800'
@@melcrose Not so. A 45 degree banking turn at 80 mph will take about 700 feet of side space to turnback 180 degrees. With a headwind will take slightly less.
Honestly, my takeaway from the storm takeoff, having watched the control surfaces fight the storm, was what an absolute masterpiece of engineering these planes really are. Omnissiah be praised.
Each individual piece is actually easy to design. The difficulty is putting a precice specification together so when you assemble all the bits, it works.
Don't forget that in a single engine trainer, if you're doing a dead stick landing and need just a few more feet to clear an obstacle like a fence or the steep berm at the edge of that field, you can dump the flaps all the way down and that will create a ballooning effect to carry you a bit before you lose the rest of your energy to the extra drag. It has to be timed exactly right so it wouldn't hurt to practice this and have one little extra tool in your toolbox for when things get hairy.
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Won't that also lose the last best of energy, potentially dumping you to the ground violently afterwards?
@ potentially yes, in the same way that flaring too high or too hard could cause the same issue. That's why you should practice it first, like for example, try making a precise power-off 180 to a specific spot on the runway. It works better in planes with manual flaps; in the Piper Arrow I can plant the mains on the same spot every time by working that Johnson bar and not touching the throttle. It's worth a try I think.
This is why I love my bush plane I can land that thing pretty much anywhere and I got a stall rate of around 45mph if anyone got to land your plane and you're not used to doing any other type of Landings besides Runway definitely start learning it's a lot of fun to just land random places see some beautiful Rivers campout at some very secluded places it's a great time
There are a few that can fly at 25kt and even the old AN-2 flew at 35mph if you had to go that slow. There have been some modified two seater gliders that have an electric engine and batteries. The engine is not much but will maintain level flight at 50mph for over half an hour.
In Sailplane training, they teach you that on tow, call out 200 ft (at 200 ft agl) so you consciously know that now I can bank and return to the airport should a tow line break. But of course, gliders have a higher glide ratio so one can get back to the airport at only 200 ft.
Some of them are now exceeding 50 to 1 without any special materials and some are over 60 to 1. There are even a few nudging 70 to 1 but the cost will bend your brain.
I think a major concern though is that this pilot was making rather aggressive turns at a very slow speed and could very well have ended up in a stall-spin. I assume he probably knew the plane better than most. But, that being said that sharp turn, from what I’ve seen lately in accidents producing death, is not a good idea. Like you said it’s easy to judge after the fact, but before every takeoff, a pilot should have emergency landing spots planned out and choosing spots more straight ahead would have been safer.(as you said)
If you look at 5:18, you can see how far the plane got before crashing. If he went straight, and not lost all that altitude, he would have gone a lot farther. There are trees there. He aimed at the only place that didn't have trees. Trees are bad, lol. If he didn't drift to the left of the runway, he probably would have made the flat part of the field...
@@Backroad_Junkie 100% agree. Landing straight ahead is fine if it takes you to somewhere soft where you can walk away. Crashing into trees, miles away from the airport where it may take time to find you is bad. The guy in the video did a great job to keep control and crash land on the grass. I'm sure this pilot walked away. This "always land straight ahead" is oversimplified. Depends on altitude of failure and terrain. The poor runway tracking may have been caused by being distracted by the engine starting to fail.
I'd hazard to guess "inexperience" actually... NOT that we should strive to get experience with engine failures in flight or anything... BUT a surge of adrenaline WILL make you over-work the controls on just about anything until you're used to handling a crisis, complete WITH that surge of adrenaline. You can't control those... The plane doesn't have to turn by banking alone... You can eliminate banking (in favor of altitude) and use more rudder to physically push the tail around and change your direction... Banking (most commonly) is used to assist, and rather like on a motorcycle, it diminishes the centrifugal effects of turning, by trading for a more gravitational feel pressing you DOWN into the seat... BUT the skill to reduce bank and add rudder instead, isn't always the easiest thing to think of when your heart's pounding about 150 bpm, and your mind is running through visuals of all the worst possible outcomes ahead of you... In the end, we're STILL sitting quietly behind our screens and second guessing. This guy was DOING what he did... and it's a life experience. Those just come at you, and for better or worse, it's how you can turn experience into wisdom. I'm THINKING, ideally, he could have under-used banking, and over-input on rudder to turn... This would buy some air-time, but introduced "sideways drift" (because planes don't have traction for sh*t)... Then as soon as he could be SURE he'd make it well past the water to the clear field, drop altitude (stick forward) to pick up a bit of speed in the intended direction for reducing altitude... AND in the last couple dozen feet or so, even flare (stick back) almost as normal, though probably lighter (say half what he'd normally use to land on the runway) and let it touch-down... I have played a bit in ultralights, back when they didn't require much of any certification... and a sail plane or two... So it's not frequently needed, but occasionally a good "trick" to know to buy just enough space/range to get past a nasty obstacle or spot for the better real estate. Sail planes are kinda notorious for "antics" to avoid things when the wind-currents don't play nicely. ;o)
@@Backroad_Junkie two points, first: there are techniques to burn off altitude, second: the purpose of showing the video is as a teaching moment, a stall-spin fatal crash isn’t a preferred result and abrupt turns like that pilot was making were I’ll advised. Go watch videos of two pilots taking off together when one is familiar(PIC) and one isn’t. PIC will outline emergency procedures as part of the preflight process.
speaking of stall: I wonder why he didn't hold up the nose a bit longer. at least I didn't hear a stall horn. if this was indeed a Cessna "landomatic" he could have just about ended up with a normal soft field landing. (yeah, easy to say while sitting here watching a video, though my instructors did absolute loooove to put me into situations like this). EDIT: ah, never mind, watched more closely and saw it wasn't a Cessna.
Recently my dad flew away on holiday and back. Usually no matter how much I would tell myself that it was incredibly unlikely for anything to go wrong I just couldn't stop myself from being nervous until he called to tell me he landed. As a lot of time would pass between the time he was supposed to arrive and him conacting me I would grow more and more concerned over time. But after having watched your channel I was so much calmer this time and not stressed at all. Thank you so much for that.
Great video, as always. Your personal story about flying charter and seeing an airplane reject after takeoff sounds familiar. I was doing instrument training, and was departing KRSW (15,000' runway), and the door of the Piper Warrior popped open right at rotation. My instructor couldn't get it secured, and at ~300', I opted to reject and land (advised tower that I was aborting/rejecting). Climbing away from a long runway with full power, prop blast swirling into the cockpit, zero comms (noise), IFR departure, my best option was to land and figure it out. My instructor said afterwards that I could've continued, but I could see the door wasn't even close to aligning (old flight school warhorse---the airplane, not my instructor), so that was a no-go. Power to idle, carb heat, aggressive slip, and tried to get off the runway for landing traffic behind me. Though I crossed the hold short line, tower made the A320 go around. Kudos to the controller's S.A., though I did feel bad for their last second go-around inside 1/4. We taxied back full length, door secured, ready to go. Called for takeoff clearance, tower replied: "N18PE, hold short, landing traffic Airbus 320 on a 10-mile final". Me, sheepishly: "N18PE, holding short".
@@emergencylowmaneuvering7350 I wish it were, but in the training arena, over-briefing and over-exaggerating each checklist item was our norm. Both latches were secured. Like most old flight school airplanes, this probably had 6,000 hours and 30,000 landings, and lots of loose, rattling parts.
@@prestoncox224 I taugh a lot on cherokees. The dont have only one latch like cessnas. They have a 2 latches. upper and lower. Very stupid to forget both. Yes, you can close the door in the air. If you know. If dont, then land. A waste of time and money .
@@emergencylowmaneuvering7350 Must be amazing to live in a world of absolutes. Factor in possible sheet metal/structural repair anomalies, bent/worn components, misaligned strikers/latches/hinges into your misguided, illogical and plain ignorant assessment. One wind gust can forever change the way a door latches,or IF it latches (C-177 Cardinal, among others). Based upon your comments, you sound bitter, like a washout who couldn't handle the industry. Anyone who is a true professional aviator would have a different approach, your true colors show. As an aside, Being a holder of A&P, CPL, FCC, CDL licenses, still working in the industry, chances are that I've actually had to fix/repair things that you would have no clue about. Enjoy being a one trick pony, and leave the critical thinking to the real professionals. You are an amazing troll though, best wishes with that career. I hope it pays well.
One of the checklists I have always used since my pilot training and continue is the engine failure briefing. And it is always this: A) If we lose engine on take off 1) Before airborne or below 50' AGL we're landing back on whatever left of the runway straight ahead. 2) above 50 feet, but below 500 feet somewhere ahead of us in a field or road or whatever looks safest. 3) Above 500 feet we can attempt a 360 and land back on the departing runway. 4) at or above 1,000 feet and only 2 miles from the airport, we're attempting to return to airport to make emergency landing on the any runway or hard surface at the airport or near the airport. B) Depending on who I'm flying with I assign responsibilities 1) Flying with another more experienced pilot, I will hand controls over to them, and I will handle radio communications. And I ascertain if they're okay with that, which so far they have been. 2) Flying with less experienced pilot, I will keep flight controls, they will handle radio communications. 3) Flying with a non-pilot, I will fly first and communicate second. Non-pilot passenger will look for traffic as well as continue to inform me of what they think looks to be a safe landing place, and point out any obstacles to avoid, power lines, cell towers, etc. Pretty much sums up my engine failure at take off briefing. And even with the plan... the prospects of this still horrify me. I'm always simulating such a thing happening, and as I take off at various airports, I'm always picking spots just ahead of me that look the best for possible forced landing . Number 2 is the most horrifying scenario. You really just don't have many options. Hence why my first goal on take off is always to get above 500 feet. And then from 500 feet, it's to get to 1,000 feet AGL or higher asap. Altitude insurance.
See the other plane at 8:08? This was a formation takeoff, so he was also giving the other aircraft room, but once the engine failed he had to cut back to the right. There's video somewhere from the other aircraft.
very first things in my mind when I saw this exact video was.. "Keep calm, pick a spot for landing, late flaps, save energy, keep airspeed up and pull up late if needed"
I am not a pilot and never will be and I'm pretty stupid, but after watching these videos ended up shouting at the first clip, "Don't turn you will lose air speed!" so I must have picked up up some basic concepts lol
Before takeoff, my instructor always recited aloud: "engine fail above 300ft AGL, stick forward, reverse QFU. Below 300ft AGL, stick forward and look from 30 degrees left to 30 degrees right." I kept the habit.
@@youragaywaud It's the magnetic orientation of the runway you're taking off from. It should always be something that you check in the before take-off checklist.
Two engine failures over the same golf course, did an off airport approach each time. Fixed the problem and took off-twice. Each time I was almost attacked by inconvenienced golfers. Cheers from the Pacific West Coast of Canada. I don't like golfers anymore since.
I survived an engine failure after takeoff in 2005. It happened at 700ft and I made it back to the crosswind runway. In my opinion, what you do depends on how much altitude you have on your side. It's best to land on the airport, even if it's the grass; there will likely be immediate help. The main thing is to keep control of the plane and at worst make it a controlled crash into something soft, not a tree or house. Landing straight ahead may not take you to a place you can walk away or be helped. Personally, I think the pilot in the video did a great job.
I used to teach 4 kinsd of EFATO on cherokees, grummans and cessnasl when CFI . We analyzed that accident about 5 years ago. He even tried to turnback from 200 agl to the paralel runway (Big mistake). Fell short and of course stalled it hitting the top of the berm. He hurt his back and his left sternon. He was lucky he hit the top of the berm, not 2 feet lower. He had 3 cameras on. Fairbanks alaska. video on youtube.
Wow Kelsey! You’re almost up to a million subscribers! I want to thank you, I’m a nervous flier and recently took a flight to Vegas from NY. It was the most calm, relaxed flight ever due to this channel. I understood all the sounds, bumps, turns and just felt so comfortable. Thank you!
Same sort of thoughts for single engine helicopters... we used to practice autorotations (autos) which certainly fall faster than a fixed wing but the things that realllyyyy gets that decent going it turning while falling. When I taught those, I called them "Autos with Scream" instead of auto with turn. If you like rollercoasters, you'd love those too. Thanks for the videos!
I could just imagine that the pilot heart was pounding in his chest. 100% adrenaline rush!! I really thought that the pilot was going to land in the river! Kelsey's face expressions are priceless!!😉
I was taught the mental exercise all the time you're near the ground: "If it quits now, I'll land _here_". A few seconds later, it's _here_, and so on. When you're close to the ground, plan ahead and always be thinking where you'll have to go if it quits. When possible, steer to put yourself where you have something good to set it down on.
I had my intro flight today! Starting at a 141 in a few weeks. I enjoyed every second of my flight but I fell in love the moment I got to take my first turn. It was all the fun of getting into a deep lean on a motorcycle but with the added challenge of maintaining altitude. Kept her within atleast 100ft every time though. I'm hooked. That said an engine out would be terrifying. I'm hoping I won't have to make use of the freeway or golf course any time soon but the instructor was sure to let me know they were there lol
Sorry for my poor English grammar, I’m not 100% sure but I think the pilot in the first video had a second incident a few years later in Alaska, he fly into IMC and crashed with a passenger, no survivor. There is also an article in Kathryn's Report but I can’t find it.
Nicely explained in layman’s terms what happens when and what to do - small plane engine failure after take off. I experienced one exactly like the one in this video. I tried to turn back to the runway but only made it 1/2 through the turn when both wings stalled and down I went. I’m alive to type this now because I managed to avoid what Kelsey aptly explains with regard to keeping the wings level.
Despite all these scary videos I've seen here and somewhere on YT I really would like to be able to go somewhere by airplane now. I've never been a nervous flier, but listening Kelsey explaining everything I think I would feel even more comfortable during my flight these days.
I can confirm it really does make it more comfortable somehow since I started watching his videos I have completely lost even the slight anxiety I used to get while turbulence happened. Idk what it is about his explanations but they worked so well on my brain
I'd say there is some truth to the excuse. Most of my best landing have been is choppy turbulent conditions. I think that the more challenging conditions makes us more focused, and faster to make the small corrections that result in better landings.
Damn, that view from the forward facing camera make it look like the pilot caught the slope of the water line and stopped dead. Glad the plane made it to flat land and could skid to a stop instead.
I work at a warehouse and as you said the same thing applies at work for me. If i see an expensive accident about to happen i am gonna take a step back to let whatever thats falling over to fall. Im not to step in and try to keep it upright as a 80kg washingmashine can kill if it falls on you. Always think about what the safest action is. Not go to take drastic action and suffer the consequences for avoiding the safest way to handle the situation. You said the same thing my boss told me. Things can be replaced but people can’t
I remember driving with my dad when I was little and he had to stick his hand out the window because the turn signal didn't work. Guess it's not quite same
me knowing how to fly from just watching these videos i love your videos cause i recently decided to be a pilot when i grow up and i think what you do and how you do is awsome.
One of the first things we were taught in Navy flight training (and repeated about 8 million times) was: "Lose engine on takeoff, land STRAIGHT AHEAD".
remember my father telling me about his pilot training (single engine) and how his instructor would without warning during the flight put his hand on the dash and say engine stop my dad would then have to explain what he would do and say where he would land etc not sure if this is still done but it's a good way to train a pilot in small planes to always keep an eye out for emergency landing areas just in case
@@TheFlyingZulu My instructor did that the other day, and hopefully he'll continue to do that. Seems like a good way to train reflexes and procedures for something that hopefully will not come up in real flights... so that at least you know the drill in case it does happen, and what your options are at each altitude.
Shortly after I received my license I took a check ride with Evellyn. I can't remember her last name, but I was told she was in the aviation hall of fame for her barnstorming days standing on the top wing of the biplane. She had known Lindburg and the Wright brothers. She was in her mid 80's when I flew with her. She told me she had put planes down 16 times, and as we flew along she gave me several tips of how to have a forced landing come out better than it might. You can bet I listened to her. I never needed the advice, but it was good advice.
That second video looks so scary, and when you consider the amount of thought and control the pilot has over the wing, battling to take off - respect to pilots man.
I never had a fear of flying but then I found airplane disaster vid documentaries and became fascinated. It kind of made me nervous but I also follow this channel and it keeps me level
I love your videos and you are such an intelligent and amazing person, thank you so much for educating me so that I am less nervous about flying. You have beautiful eyes a personality to match🥰❤️ Every channel deals with trolls so don’t ever let negative or abusive comments get you down…they are extremely jealous of you.
The last one looks like the cargo 737-400 from e-commerce site Mercado Livre, operated by Sideral. So if that's the case, at the very least there isn't many inside the aircraft to complain!
I do not have 'the right stuff' to be a pilot, but I love aircraft and flying. Your channel is amazing, you explain everything so well. Would love to be able to be a 747 pilot but alas I don't have the nerves for it. Only been a passenger twice on 737s, petrified each time.
Every pilot should try glider winch launch failure training. Yes, gliders have a much better glide ratio, but the same considerations, and prompt decision making aided by mental rehearsal of eventualities is still required. Flying is very safe... It's when you fly near the "edges" that it gets bloody dangerous.
Just from reading the title, I can actually say this happened to me once, the plane had some serious damage. It was an RC plane. It's repaired now, I flew it yesterday but I forgot how much harder to control it is than my trainer RC plane so I had someone else land it for me since 60% of my flights with that plane so far have ended with a propellor strike.
With all due respect, Kelsey, the real reason you don't want to bank is that all the lift slides off the wing, you don't "lose" lift. That's why winglets are great: they catch all that sliding lift and it accumulates there! 😆
My friend used to fly ATRs. He said there was an unspoken competition between pilots. Where they used to grease them on, they slowly switched to pounding them onto runways, never a spoken word about it. They would line up the landing, and delay a bit high before stall, using the yoke a bit to somehow really crunch them on. They were interested in well-deserved customer reactions. Deplorable, but then all those pilots were still kids in twenty-something bodies.
@@bbgun061 That was the late 80's, early 90's. Those involved are probably flying larger aircraft where they couldn't get away with that behavior, or retired from the industry like my friend. I heard him tell the story a couple of times, so I only have his word on that.
I agree with you, I think ive watched a number of ATC videos and I believe many of them might have ended differently had they just tried to land versus trying to get back to the airport.
"Just enough" I love that answer :') There are so many things in life where we just keep clinging onto numbers for the sake of simplicity while truly no two situations are ever the exact same, so why are we giving them the exact same treatment anyway? How long do I cook my chicken? Well yea god do I know, how large is your chicken, how much fat is on there, what pan are you using, how much heat are you using, how much oil/butter are you using? It all changes the exact time that chicken needs to cook so I can say oh 15 minutes or oh 20 minutes but you'd be eating either dry or raw chicken depending on how your specific situation compares to the one I have in mind answering that question. Now with chicken nobody dies from dry chicken and a raw chicken can get a second go in the pan to fix it at cost of some quality as well. But sometimes like in a plane you have just 1 shot to do it right so you just have to feel it out until it actually is right and go with that.
Kelsey, you suggested that with an engine failure on takeoff it would be best to land straight ahead on the runway, at least in situations like that shown in incident number one. When I was learning to fly, I flew out of College Park Airport, Md. This airport, unfortunately, had a very short runway of 2600 yards and at one end of the runway was high tension electrical wires and railroad tracks. The other runway had a tall forest. On one end you’d face electrocution, and the other, a very wooden crash. Fortunately, I never had that problem. My problem was bouncing the plane, most times a Cub, down the runway after doing a side slip to the runway (no flaps on Cubs). I got better at bouncing in Cessnas.
I was really glad to see the side-looking video starting at 8:28. From the forward-looking video, it looks like they just plugged into the riverbank and had an almost instant stop, which would have been an extremely high (and violent) deceleration. I'm now assuming that's because the camera must have scraped off the outside of the aircraft, and we're seeing the camera's perspective, not that of the entire airframe. From the side-looking video, you can see that the deceleration is spread out over 4 or 5 seconds after initial contact with the ground which is a marvelously survivable situation. Fly the aircraft, fly the aircraft, fly the aircraft. When you get to the ground, have your energy managed into horizontal velocity, and minimal vertical velocity, and you're well on your way to sliding to survival, instead of smashing vertically down into a crumpled pile.
Thank you for your videos and explanations. It’s helping me a lot. About 16 years ago, I flew direct, AA, from MIA back home to STL. I didn’t have a problem flying until after this happened.. We were descending, about 15 or so mins from landing and heard a loud bang! Bang!! My friend who was a fearful flyer asked what that sound was. I lied and said it was the landing gear coming down. He said NO IT’S NOT. I said, I know, relax. I had flown a lot before this so I knew it wasn’t something normal. With that, we smelled a weird burning smell and the plane went sideways to the left. I’m guessing a stall spin. I’ve never been at that angle before where I could see that the passengers on the other side of the isle were above me in the cabin like a roller coaster ride. It got eerily quiet on the plane. No one said a thing. The plane eventually righted and we descended more. The pilot came on the intercom and told us we had a compressor stall and a surge and said some more but I couldn’t hear it. We landed not long after that and the door to the cockpit was open and the pilots were clearly sweaty and nervously looked back at us while we all exited. I did not fly again until just 3 weeks ago. I was terrified but made myself do it. I bought a first class ticket to treat myself and try and take my mind off of being in the back which is where I was 16 years ago and flew from STL to FLL and got a connecting flight in ATL both ways so I would experience 4 planes. I’m not totally back in the saddle but it’s about time. I was a sweaty mess! Thank you again for your videos.
Oh, NOOOO! I am declaring an emergency. After having one of your videos come up on my feed randomly (it was a pilot vs. ATC one), now I am addicted! Never a pilot myself, I was a recreational skydiver for years. One of our pilots was a VERY experienced, laid-back military veteran. In a Beechcraft one day, at @ 10,000 ft., he said:" Ah, all you formation guys (about 3/4 of souls aboard) need to spot and get out without taking real long..." I was stuffed in the back, doing a solo jump.( I had a weird fondness for tumbling out sideways into the prop blast; even as a student I had a difficult time trying to go unstable, which is required to prove you can get out of it. I thought it was fun and felt weird to get a prop- assisted tumble, lol) So, I was crammed knee - to - pack in the rear. As the RW ( relative work, hooking up in freefall to make formations) group exited, one of them said: "Oh, shit! We got a smoker - move it!" After they were out, pilot restored airspeed,& circled for remaining ones' spotter. We all then (*ahem!*) 'expedited our exits'. Afterwards, we all realized that there had been an engine fire,& Weird Wayne(pilot) made 2, yes, TWO jump runs in spite of it! He said, " Well, I know how you all hate landing in planes, I just cut fuel... We were all right." FYI: Skydivers, as a rule, HATE landing in an aircraft. Why? Because the only time that happens is if something has gone so badly that the plane cannot reach minimum jump altitude. 'Decision altitude' was recommended at 1800ft ( when you need to have canopy deployed,& verify it is functional; this gives you time to cut away/fire your reserve safely), being unable to reach 2,000 ft,& returning to field in a compromised aircraft is NOT good! Traditional takeoff chant: "Blue skies!" "BLACK DEATH!!!" 'Black death' is the term used for dangerous/ hazardous situations or behavior,& the shout is a way of thumbing your nose at Fate. Thanks for all your great videos - bingewatching! And contrary to the mean comment trolls' opinions, I think you are quite nice looking...😊
Your comment about "make a decision and then commit to it" is something my instructor always harped on and might've saved my life. One day I was taking my Cessna 182 out for its first flight after its annual. Everything looked good during the run-up, but when I gave it full power on take-off, I didn't feel like I was getting enough power on the manifold gauge. About halfway down the runway, I decided to abort my takeoff. As soon as I cut power and started braking, I realized I wasn't going to be able to stop in time. For a split-second, I considered going full-power and trying to salvage the take-off, but I remembered what my CFI said and just stuck with the decision. I did go off the end and ended up doing a bit of damage and a lot of paperwork. Later, I second-guessed my decision and thought "I probably could have limped it around the pattern and landed." But this was at a fairly busy airport without a lot of good landing sites nearby (KPDK in Atlanta) and I could've gotten off the ground just to have a total failure, so on third-thought, I feel like I made the right decision.
Hey Kelsey, I absolutely love your youtube videos! Your passion for aviation is great and inspiring. Everyone should enjoy their work as much as you obviously do. I've been hooked on your aviation comentary since the first video I saw by you a couple of months ago. Your love for your work really shines through in your facial expressions and enthusiasim in breaking down what is happening so that everyone can understand regardless of their knowledge of the field. If you're not already, you should definately look into teaching and/or instructing. You're a natural. The world needs more teachers with your kind of passion for what they do. Keep it up!
*I **_love_** the "enough" comment: this is also the most common question and answer from inexperienced cooks in commercial kitchens - anf yes, it drives them crazy as well!*
Love your channel!. I believe the wind is coming from the right and quite crossed judging by the amount of crabbing and the diirection of smoke off the tires. I also suspect it's gusty causing the wind sock to move about.
Kelsey, thank you for your continued dedication!! Your videos are informative and presented with such class and humor!! Love it!! Thanks again for keeping the blue side up!! Stay safe out/up there!! 💖✈✈💖
Hi Kelsey I just wanted to say that my husband and I really enjoy watching your videos he has a sport license and he built his own plane it''s a raildragger he just loves flying and so watching your videos is something fun we can do together that he really enjoys I would like to just please ask that you don't share shots of women in skimpy bikinis some men have issues and its hard for married couples to be able to watch anything together nowadays that doesnt show inappropriate things. No criticism, and they are your videos. Im noone to ask anything of you, its just really hard thing to deal with but its not your problem. I understand. We've listened to your videos about people making weird and rude comments but we think you're great and you do a great job talking about all the information about flying, it's all fascinating and I've learned a lot. we hope you keep making videos. happy flying😊 p.s. please don't share this video. Thank you.
@74 Gear 5:30 There is an error in the explanation of the increased engine power in a turn. Lift creates drag. During a turn, extra lift is required to maintain altitude because of the angled vector of lift compared to the vector of weight. This extra lift can be generated by an increase in the angle of attack or an increase in speed. Generally, the speed is maintained and the AOA is adjusted. The extra engine power is applied to counter the extra drag created by the extra lift required to maintain altitude. (Not to increase the speed as stated)
Your instructor telling you "just enough" reminds me of pastry cooking teacher, when we were asking "how long do I have to cook it?". He always answered "until it's cooked". Once, I replied, a bit annoyed, "are we talking about 10 minutes or 40 minutes-type of cooking?" I understand the idea that it depends on a lot of things. Temperature, oven, position in the oven, how many cakes are cooking at the same time, etc, etc, but give me an average so I know I'm safe until at least 2/3 of the time you give me!
Kelsey, as a Student Pilot currently struggling to maintain centerline and having most of my crosswind landings touch the landing gear on a side-skid to the left (bad enough that my instructors are thankful they're glad we're in Cessnas, with fixed gear)... Just enough seems about right. Getting into a rudder PIO seems very easy in this type of situation... But again, when it comes to rudder input, just enough gets on my nerves as well. 🤣
Random flying tip: Don't primarily compensate for crosswind with the rudder, but with the ailerons. Let your wingtip hang into the wind to keep the aircraft steady over the centerline, then fine-tune with the rudder to align your longitudinal axis with the runway. Then, just before landing, release a bit of the rudder pressure, level the wings, and you just made a nice, crosswind landing.
We pilots train engine out emergency landings. We pick a field and then glide to it and approach the field at the correct speed and height. I have had to do for real, and there are some big differences from training practice. First, the plane does not glide as well because the dead prop has more drag than an idling engine. And be aware that you should pull up when the engine quits so that the prop stops. A windmilling prop has more drag than a stopped prop. Second, once set up for the glide to the field, if the plan has retractable gear, make the approach a bit higher than usual, because once you drop the gear, the drag causes the plane to sink. I did not drop the gear until I crossed the fence of the field.
Not sure the first video is from a manned aircraft. Looks like it is from remote controlled plane. The main thing that makes me think that it is, is the last seconds from both cameras. First is the sound of the first camera after it hits the ground. You can make out the noise of the camera rolling down the plane, but you can not hear the sound of the crashing plane. I assume that plain dragging on the ground will be way louder. Also if you look at the last 10:36 you can see how big the grass is compared to the wings. Also the camera is super low. Also at 8:08 you can see another plain (in the top right) that is very lose. Not sure if anyone will fly that close to another plain. I can be totally wrong, but this is what i have noticed. Anyway, real plane or not, i think the comments of Kelsey are still valid.
There is a good example of that with what I think was a DC-10 landing in Guantanamo. The banking angle was too steep and they just lost all lift. I think there is a video of it.
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My flight instructor would always say to me for the few weeks I went out with him "If we lose on takeoff maintain runway heading, there is a golf course quite near, avoid the bunkers and if you can roll out to the 18th hole they have a good club house there with an excellent bar, and we can both stop off for a whiskey"! He always was a witty sod, but boy did he need to be on my first few hours!
At some point, Harrison Ford must have had the same instructor and taken his advice.
@@msr1116 not sure about the same instructor, I live the UK, but it was advice I'm glad to say, that I never needed to act upon!
@@WayneM1961 ....My joke is somewhat wry....Ford is known for his mishaps, including one time actually landing on a golf course. He should have his license revoked---the man is both a menace and a danger in the cockpit. He needs to remain on terra firma at all times.
I remember doing an Instructor training course with the FAA, in 2005. They showed us a whole run of attempted golf course landings that ended in crashes.......too many things to hit and short, not so straight greens. Yeah, Ford survived, just!
@@philipjamesparsons .....ole Harrison should just sit on the front porch swing with Calista, enjoying the view.
My husband was on a flight ✈️ and the plane lost the engine. The Captain was extremely calm and cool about the entire thing. He announced to the passengers they were not allowed to fly cross country with one engine and needed to land and change equipment. The plane landed no problem. After landing The Captain announced his co-pilot did an excellent job on his first one engine landing. I love the Captain chose to use this as a teaching experience along with keeping all the passengers calm. Planes are utterly incredible pieces of machinery. It is amazing that they are designed to handle so many issues to safely land.
BTW: My dear husband was totally un phased & continued to read his book till he disembarked. My reaction is closer to when you were flying with Stella.
I have been on a proofing flight. That is where they take the plane way outside the normal operating envelope. EG zoom climbing an A-340 to 60,000 feet after pushing the throttles to the wall and getting mach buffet. We went weightless 3 times. Te aircraft was also pulled through seriously tight turns too. I think we peaked at 5g - not that much less than a WWII fighter.
Hope they found the engine by now...probably laying in some cornfield...
5 G without wearing a g suit is extreme and can be dangerous for inexperienced aviators . I as ground crew on a jolly in an F4 phantom aircraft experienced 5.5 g . But I wore a g suit. The pilot was great because when he levelled out he inverted to keep positive g . You do not want to experience negative g . That is going past zero g and into minus 1 or even minus 2 . As an engineer on post flight maintenance we would record figures from the g counter. Negative 2g was rarely recorded.
And the copilot had probably landed with only one engine a hundred times in the simulator. It’s the #1 thing that pilots practice.
I'm glad you appreciated it, but I'm sure any fearful new flyers on that plane was literally freaking out and panicking, lol.
I watch several single engine pilots who film their flights and many run through a briefing before take off that goes something like, "If we lose power less than 1000 feet, we'll head to the field off to the left, above that we'll try to make it back to the airport." It just seems part of their pre-take of checklist to run down the options, so they have a plan ready to go.
This practice was incorporated into flying several years ago. ...when I Di do my training in1991. ....it wasn't !
Where I will be doing my training and probably working as a CFI for some time, there is a 4 lane highway with reasonably minimal traffic right next to the airport. Lots of corn/soybean fields too I guess, but the highway is just an extra runway right? 😀
When I took lessons a year or two ago, we did exactly that every time. Holding short on the taxiway, just before we went onto the runway, we'd go through a pre-flight briefing that included exactly what we'd do about engine-out at different parts of takeoff.
In our case the runway was at least 4x as long as what the plane actually needed, so most of the answer was "come down and land on the runway". Beyond that it was the huge open fields ahead of us and more fields left and right - lots and lots of options. But we still went through it in the pre-flight briefing, every single time.
I do it every time. I brief straight ahead or no more than 30 degrees off the nose. If above 800' with the prop (single eng turboprop) feathered I'll turn back. Not feathered... straight ahead.
Yep, engine failure on takeoff is right in my pre-flight runup checklist/brief. "If the engine fails after we're airborne, we will not attempt a 180 back to the runway. Airspeed to best glide (Vg), flaps as necessary, power as available, declare an emergency, fuel to shut off, mixture to idle, ignition to off, battery master off, crack the doors before touchdown in case the frame gets torqued so we're not trapped. Avoid obstacles as able and put down at best spot you can find." Not sure how others do it, but as I'm running the lists, assuming I'm PIC and doing the brief, I'm also touching each item on the list to get that little muscle memory reminder of where the heck each of these items are.
I really need to thank you. For years my husband has been fascinated with all things disaster.. plane crashes, shipwrecks, landslides..etc.. It got to the point where I didn’t think I would ever fly again 😏 Your common sense and humor has helped put it back in to prospective. Just flew to El Paso and back, no panic attack 😁 Thank you again 🥰
That's awesome, well done!!
It's never good to focus so much on accidents that are nearly statistically impossible like that. Very proud of your progress!
I watch Air Disasters at the Airport waiting for my flight. If I get WiFi on board I watch during the flight. Addicted to my Air Disasters
@@jasoncentore1830 yup. dk why its so addicting, but it is
@@jasoncentore1830 that’s me too 😅
When you were talking about the plane banking and losing altitude, you had your head tipped way to one side as you were describing what to do! This pilot is into it!
My instructor really banged it into my head to NEVER to turn around and try to make the runway. You are better off dealing with obstacles ahead than falling out of the sky like a rock.
I used to teach The Possible Turnbacks and "The Posible Turnarounds. You need to know when you can and cant. Never say never to a maneuver you need to know.
and remember: the three most useless things in aviation are runway behind you, airspace above you, and tik tok videos.
Fuel in the truck on the ground.
Aviation TikTok is awesome!
Saw the first part & clicked solely cuz I was like "He better have Tik Tok videos on there!!" 🤣🤣
Yeah agree also tik tok is absolutely wank , most of the videos from ive seen from there , posted on Reddit or other forums are cringe as out or stupid. I will never have a tik tok account ,I value my brain cells.
😂😆😂
Several years ago I was on a commercial flight that made a very hard landing. As we exited the runway the flight attendant made her announcement:
“Ladies & Gentlemen, welcome to Atlanta. Please remain seated while the captain taxis whatever remains of our plane to the gate”
Any landing you walk away from is a good one. If you can use the airplane again it was a great one.
Worst comment Ive ever had was a wheelchair passanger telling me he broke his back 15 years ago.. that landing was so hard he thinks he thinks it might be fixed !!!
Read about a Southwest flight that was absolutely brutal (and I hope the captain could take that hard a ribbing...): "Ladies and gentlemen please stay seated while Captain Kangaroo bounces us to the gate..."
Lol, those comments sound like a deliberate burn of the captain while also making passengers laugh and hopefully release some stress that the landing caused them, so comments like that serve multiple purposes, genius.
After a hard landing, the pilot apologize and said we could now pull our socks back up.
Kelsey, how about a video on the passenger who landed the Cessna Caravan in Florida a few weeks ago? I believe the pilot passed out from a heart condition (but was revived after landing). The passenger, who had zero flying experience, was so calm and focused--an amazing story.
He seems to film a month in advance. He uploaded 4 vids last week so you just have to wait.
Unfortunately that story is completely embellished and the "hero" had a lot of experience but no liscence.
@@scheidtenatorgaming according to Mentour's video he had a lot of experience being on a plane, but none actually flying
blancolirio did a couple of videos on it about a month ago when it happened. One was an interview with the ATC guy. Search his channel...
Shortly afterwards, I posted a request to Kelsey to analyze that whole incident. Later, I received a lengthy reply from some random layperson giving me his analysis....at which point I rolled my eyes and just dismissed his entire response.
Yep. My instructor drummed into me, "Never go back. Go forward to the smoothest place you can see." Glide ratio for 172/152 is ~10:1, so at 300' you have about 2700' , minus ~30% for low speed, ½ mile, left to look for a place. Flight school should post possible emergency places for take-off failure.
I like that idea on best places to land in case of emergency. I'm going to add that to my list of notes. Thanks
@@HarryStar56 My instructor said that a 150 / 172 will turn on a dime, so he taught me (with enough altitude, doesn't take much) you dive, flip, and land. He said to only do it if there was no clear landing forward, but we did it time and time again and as long as you keep an eye on your airspeed .. they do flip on a time with enough control authority.
Every plane is different. My plane has a 9:1 glide ratio (horrible) with the prop forward. 23:1 (excellent) feathered and can easily make a turn back if >800'
@@melcrose Not so. A 45 degree banking turn at 80 mph will take about 700 feet of side space to turnback 180 degrees. With a headwind will take slightly less.
@Mike Kabakov experimental. Lancair 4P with a turboprop engine
Honestly, my takeaway from the storm takeoff, having watched the control surfaces fight the storm, was what an absolute masterpiece of engineering these planes really are. Omnissiah be praised.
Flying machines are really a miracle of the machine god, brother
The machine spirit was working in union with it's pilots thanks to the Enginseer's efforts.
Each individual piece is actually easy to design. The difficulty is putting a precice specification together so when you assemble all the bits, it works.
Imaginary friends are stupid.
@@fredrikalfson1541 yes, but corporate-backed ones a tiny bit less so
Don't forget that in a single engine trainer, if you're doing a dead stick landing and need just a few more feet to clear an obstacle like a fence or the steep berm at the edge of that field, you can dump the flaps all the way down and that will create a ballooning effect to carry you a bit before you lose the rest of your energy to the extra drag. It has to be timed exactly right so it wouldn't hurt to practice this and have one little extra tool in your toolbox for when things get hairy.
Won't that also lose the last best of energy, potentially dumping you to the ground violently afterwards?
@ potentially yes, in the same way that flaring too high or too hard could cause the same issue. That's why you should practice it first, like for example, try making a precise power-off 180 to a specific spot on the runway. It works better in planes with manual flaps; in the Piper Arrow I can plant the mains on the same spot every time by working that Johnson bar and not touching the throttle. It's worth a try I think.
@@squirt.mcgirt That's not gonna fly so much in a C172/152 with electric flaps. My PA28-180 I can do this all day long with a Johnson bar.
I know a pilot who saved his plane doing this.
The lower the speed, the lower the flaps have to be. But with no power, better pop out no more than 20 degrees.
"you can get a new plane, it's harder to get a new you"
10/10 genius
10/10 genius
I love that line "you can get a new plane, you cant get a new you." I feel sometimes the pilots are pressured to save the equipment over their lives.
I was taught in my first few hours that the priorities are skin (yours), license, tin (the plane). And that you ALWAYS sacrifice tin for skin.
Oh we early early. Thanks for continuing to put out great videos! You're on my list of creators that I watch every single thing they make :D
Dittos
Same here
Same here.
Same
Me too. 74 gear, you could teach physics. You would make an amazing teacher.
This is why I love my bush plane I can land that thing pretty much anywhere and I got a stall rate of around 45mph if anyone got to land your plane and you're not used to doing any other type of Landings besides Runway definitely start learning it's a lot of fun to just land random places see some beautiful Rivers campout at some very secluded places it's a great time
I want a bush plane so badly, but obtaining my PPL and buying a plane isn't in my budget anytime soon.
I've seen some of those STOL bush planes. Holy crap. They might as well be helicopters... I've seen some land and take off in like 20 feet.... Insane.
There are a few that can fly at 25kt and even the old AN-2 flew at 35mph if you had to go that slow. There have been some modified two seater gliders that have an electric engine and batteries. The engine is not much but will maintain level flight at 50mph for over half an hour.
This is by far the best aviation TH-cam channel that exists. If you aren't subscribed you're making poor life choices
I subscribed and continue to make poor life choices
LMAO...Darn right.....
Agreed
In Sailplane training, they teach you that on tow, call out 200 ft (at 200 ft agl) so you consciously know that now I can bank and return to the airport should a tow line break. But of course, gliders have a higher glide ratio so one can get back to the airport at only 200 ft.
Some of them are now exceeding 50 to 1 without any special materials and some are over 60 to 1. There are even a few nudging 70 to 1 but the cost will bend your brain.
@@gordonlawrence1448 True. Mine was a Libelle 201 (with optional water in wings) and had a 30:1
In all my years flying gliders I've never heard of an engine failure.
I think a major concern though is that this pilot was making rather aggressive turns at a very slow speed and could very well have ended up in a stall-spin. I assume he probably knew the plane better than most. But, that being said that sharp turn, from what I’ve seen lately in accidents producing death, is not a good idea. Like you said it’s easy to judge after the fact, but before every takeoff, a pilot should have emergency landing spots planned out and choosing spots more straight ahead would have been safer.(as you said)
If you look at 5:18, you can see how far the plane got before crashing. If he went straight, and not lost all that altitude, he would have gone a lot farther. There are trees there. He aimed at the only place that didn't have trees. Trees are bad, lol.
If he didn't drift to the left of the runway, he probably would have made the flat part of the field...
@@Backroad_Junkie 100% agree. Landing straight ahead is fine if it takes you to somewhere soft where you can walk away. Crashing into trees, miles away from the airport where it may take time to find you is bad. The guy in the video did a great job to keep control and crash land on the grass. I'm sure this pilot walked away. This "always land straight ahead" is oversimplified. Depends on altitude of failure and terrain. The poor runway tracking may have been caused by being distracted by the engine starting to fail.
I'd hazard to guess "inexperience" actually... NOT that we should strive to get experience with engine failures in flight or anything... BUT a surge of adrenaline WILL make you over-work the controls on just about anything until you're used to handling a crisis, complete WITH that surge of adrenaline. You can't control those...
The plane doesn't have to turn by banking alone... You can eliminate banking (in favor of altitude) and use more rudder to physically push the tail around and change your direction... Banking (most commonly) is used to assist, and rather like on a motorcycle, it diminishes the centrifugal effects of turning, by trading for a more gravitational feel pressing you DOWN into the seat...
BUT the skill to reduce bank and add rudder instead, isn't always the easiest thing to think of when your heart's pounding about 150 bpm, and your mind is running through visuals of all the worst possible outcomes ahead of you... In the end, we're STILL sitting quietly behind our screens and second guessing. This guy was DOING what he did... and it's a life experience. Those just come at you, and for better or worse, it's how you can turn experience into wisdom.
I'm THINKING, ideally, he could have under-used banking, and over-input on rudder to turn... This would buy some air-time, but introduced "sideways drift" (because planes don't have traction for sh*t)... Then as soon as he could be SURE he'd make it well past the water to the clear field, drop altitude (stick forward) to pick up a bit of speed in the intended direction for reducing altitude... AND in the last couple dozen feet or so, even flare (stick back) almost as normal, though probably lighter (say half what he'd normally use to land on the runway) and let it touch-down...
I have played a bit in ultralights, back when they didn't require much of any certification... and a sail plane or two... So it's not frequently needed, but occasionally a good "trick" to know to buy just enough space/range to get past a nasty obstacle or spot for the better real estate. Sail planes are kinda notorious for "antics" to avoid things when the wind-currents don't play nicely. ;o)
@@Backroad_Junkie two points, first: there are techniques to burn off altitude, second: the purpose of showing the video is as a teaching moment, a stall-spin fatal crash isn’t a preferred result and abrupt turns like that pilot was making were I’ll advised.
Go watch videos of two pilots taking off together when one is familiar(PIC) and one isn’t. PIC will outline emergency procedures as part of the preflight process.
speaking of stall: I wonder why he didn't hold up the nose a bit longer. at least I didn't hear a stall horn. if this was indeed a Cessna "landomatic" he could have just about ended up with a normal soft field landing. (yeah, easy to say while sitting here watching a video, though my instructors did absolute loooove to put me into situations like this). EDIT: ah, never mind, watched more closely and saw it wasn't a Cessna.
Recently my dad flew away on holiday and back. Usually no matter how much I would tell myself that it was incredibly unlikely for anything to go wrong I just couldn't stop myself from being nervous until he called to tell me he landed. As a lot of time would pass between the time he was supposed to arrive and him conacting me I would grow more and more concerned over time. But after having watched your channel I was so much calmer this time and not stressed at all. Thank you so much for that.
Great video, as always. Your personal story about flying charter and seeing an airplane reject after takeoff sounds familiar. I was doing instrument training, and was departing KRSW (15,000' runway), and the door of the Piper Warrior popped open right at rotation. My instructor couldn't get it secured, and at ~300', I opted to reject and land (advised tower that I was aborting/rejecting). Climbing away from a long runway with full power, prop blast swirling into the cockpit, zero comms (noise), IFR departure, my best option was to land and figure it out. My instructor said afterwards that I could've continued, but I could see the door wasn't even close to aligning (old flight school warhorse---the airplane, not my instructor), so that was a no-go. Power to idle, carb heat, aggressive slip, and tried to get off the runway for landing traffic behind me. Though I crossed the hold short line, tower made the A320 go around. Kudos to the controller's S.A., though I did feel bad for their last second go-around inside 1/4. We taxied back full length, door secured, ready to go. Called for takeoff clearance, tower replied: "N18PE, hold short, landing traffic Airbus 320 on a 10-mile final". Me, sheepishly: "N18PE, holding short".
@@emergencylowmaneuvering7350 I wish it were, but in the training arena, over-briefing and over-exaggerating each checklist item was our norm. Both latches were secured. Like most old flight school airplanes, this probably had 6,000 hours and 30,000 landings, and lots of loose, rattling parts.
@@prestoncox224 I taugh a lot on cherokees. The dont have only one latch like cessnas. They have a 2 latches. upper and lower. Very stupid to forget both.
Yes, you can close the door in the air. If you know. If dont, then land. A waste of time and money .
@@emergencylowmaneuvering7350 Must be amazing to live in a world of absolutes. Factor in possible sheet metal/structural repair anomalies, bent/worn components, misaligned strikers/latches/hinges into your misguided, illogical and plain ignorant assessment. One wind gust can forever change the way a door latches,or IF it latches (C-177 Cardinal, among others). Based upon your comments, you sound bitter, like a washout who couldn't handle the industry. Anyone who is a true professional aviator would have a different approach, your true colors show. As an aside, Being a holder of A&P, CPL, FCC, CDL licenses, still working in the industry, chances are that I've actually had to fix/repair things that you would have no clue about. Enjoy being a one trick pony, and leave the critical thinking to the real professionals. You are an amazing troll though, best wishes with that career. I hope it pays well.
One of the checklists I have always used since my pilot training and continue is the engine failure briefing.
And it is always this:
A) If we lose engine on take off
1) Before airborne or below 50' AGL we're landing back on whatever left of the runway straight ahead.
2) above 50 feet, but below 500 feet somewhere ahead of us in a field or road or whatever looks safest.
3) Above 500 feet we can attempt a 360 and land back on the departing runway.
4) at or above 1,000 feet and only 2 miles from the airport, we're attempting to return to airport to make emergency landing on the any runway or hard surface at the airport or near the airport.
B) Depending on who I'm flying with I assign responsibilities
1) Flying with another more experienced pilot, I will hand controls over to them, and I will handle radio communications. And I ascertain if they're okay with that, which so far they have been.
2) Flying with less experienced pilot, I will keep flight controls, they will handle radio communications.
3) Flying with a non-pilot, I will fly first and communicate second. Non-pilot passenger will look for traffic as well as continue to inform me of what they think looks to be a safe landing place, and point out any obstacles to avoid, power lines, cell towers, etc.
Pretty much sums up my engine failure at take off briefing.
And even with the plan... the prospects of this still horrify me. I'm always simulating such a thing happening, and as I take off at various airports, I'm always picking spots just ahead of me that look the best for possible forced landing . Number 2 is the most horrifying scenario. You really just don't have many options. Hence why my first goal on take off is always to get above 500 feet.
And then from 500 feet, it's to get to 1,000 feet AGL or higher asap. Altitude insurance.
I like how you include non-pilot passengers in your briefing and give them something to do.
500 feet AGL seems a bit too low. I think 800’ would be a much safer decision point.
See the other plane at 8:08? This was a formation takeoff, so he was also giving the other aircraft room, but once the engine failed he had to cut back to the right. There's video somewhere from the other aircraft.
very first things in my mind when I saw this exact video was.. "Keep calm, pick a spot for landing, late flaps, save energy, keep airspeed up and pull up late if needed"
I am not a pilot and never will be and I'm pretty stupid, but after watching these videos ended up shouting at the first clip, "Don't turn you will lose air speed!" so I must have picked up up some basic concepts lol
being a piolet sounds cool but i have the big dumb so that's unlikely
Guys, Pilots are dumb just take a discovery flight and see if it’s for you!
@@JustSomeGuy38790 dont generalize them, *some* pilots are dumb.
@@sashathedonut Tell that to my grandpa and his brothers who are all pilots, they’ll probably get a kick outta that!
@@JustSomeGuy38790 just because a group of piolets are dumb doesn't mean all of them are
Before takeoff, my instructor always recited aloud: "engine fail above 300ft AGL, stick forward, reverse QFU. Below 300ft AGL, stick forward and look from 30 degrees left to 30 degrees right." I kept the habit.
QFU?
@@youragaywaud It's the magnetic orientation of the runway you're taking off from. It should always be something that you check in the before take-off checklist.
Spot on explanation of pilot shedding too much lift. I wondered why the flight controls were that way before rotate
Two engine failures over the same golf course, did an off airport approach each time. Fixed the problem and took off-twice. Each time I was almost attacked by inconvenienced golfers. Cheers from the Pacific West Coast of Canada. I don't like golfers anymore since.
I survived an engine failure after takeoff in 2005. It happened at 700ft and I made it back to the crosswind runway. In my opinion, what you do depends on how much altitude you have on your side. It's best to land on the airport, even if it's the grass; there will likely be immediate help. The main thing is to keep control of the plane and at worst make it a controlled crash into something soft, not a tree or house. Landing straight ahead may not take you to a place you can walk away or be helped. Personally, I think the pilot in the video did a great job.
I used to teach 4 kinsd of EFATO on cherokees, grummans and cessnasl when CFI . We analyzed that accident about 5 years ago. He even tried to turnback from 200 agl to the paralel runway (Big mistake). Fell short and of course stalled it hitting the top of the berm. He hurt his back and his left sternon. He was lucky he hit the top of the berm, not 2 feet lower. He had 3 cameras on. Fairbanks alaska. video on youtube.
As soon as the engine fails, the mentality shifts to that the insurance company just bought the airplane, now use it to save your life.
Wow Kelsey! You’re almost up to a million subscribers! I want to thank you, I’m a nervous flier and recently took a flight to Vegas from NY. It was the most calm, relaxed flight ever due to this channel. I understood all the sounds, bumps, turns and just felt so comfortable. Thank you!
Same sort of thoughts for single engine helicopters... we used to practice autorotations (autos) which certainly fall faster than a fixed wing but the things that realllyyyy gets that decent going it turning while falling. When I taught those, I called them "Autos with Scream" instead of auto with turn. If you like rollercoasters, you'd love those too. Thanks for the videos!
Keep it coming Kelsey! So proud to see how much this channel has grown!!
omg last time i looked at Kelsey's subscriber count it was like 30 000, and it's almost a million now! so proud indeed
@@fjlkagudpgo4884 💯 agreed! I love his content.
I could just imagine that the pilot heart was pounding in his chest. 100% adrenaline rush!! I really thought that the pilot was going to land in the river! Kelsey's face expressions are priceless!!😉
I was taught the mental exercise all the time you're near the ground: "If it quits now, I'll land _here_". A few seconds later, it's _here_, and so on.
When you're close to the ground, plan ahead and always be thinking where you'll have to go if it quits. When possible, steer to put yourself where you have something good to set it down on.
I had my intro flight today! Starting at a 141 in a few weeks. I enjoyed every second of my flight but I fell in love the moment I got to take my first turn. It was all the fun of getting into a deep lean on a motorcycle but with the added challenge of maintaining altitude. Kept her within atleast 100ft every time though. I'm hooked.
That said an engine out would be terrifying. I'm hoping I won't have to make use of the freeway or golf course any time soon but the instructor was sure to let me know they were there lol
Sorry for my poor English grammar, I’m not 100% sure but I think the pilot in the first video had a second incident a few years later in Alaska, he fly into IMC and crashed with a passenger, no survivor. There is also an article in Kathryn's Report but I can’t find it.
Nicely explained in layman’s terms what happens when and what to do - small plane engine failure after take off. I experienced one exactly like the one in this video. I tried to turn back to the runway but only made it 1/2 through the turn when both wings stalled and down I went. I’m alive to type this now because I managed to avoid what Kelsey aptly explains with regard to keeping the wings level.
Despite all these scary videos I've seen here and somewhere on YT I really would like to be able to go somewhere by airplane now. I've never been a nervous flier, but listening Kelsey explaining everything I think I would feel even more comfortable during my flight these days.
I can confirm it really does make it more comfortable somehow since I started watching his videos I have completely lost even the slight anxiety I used to get while turbulence happened. Idk what it is about his explanations but they worked so well on my brain
I'd say there is some truth to the excuse. Most of my best landing have been is choppy turbulent conditions. I think that the more challenging conditions makes us more focused, and faster to make the small corrections that result in better landings.
Landing in "challenging" conditions is also a very satisfying end to a flight. :)
Your expressions are so great.
Damn, that view from the forward facing camera make it look like the pilot caught the slope of the water line and stopped dead. Glad the plane made it to flat land and could skid to a stop instead.
I think perhaps the camera got ripped off. I did think the same myself.
I work at a warehouse and as you said the same thing applies at work for me. If i see an expensive accident about to happen i am gonna take a step back to let whatever thats falling over to fall. Im not to step in and try to keep it upright as a 80kg washingmashine can kill if it falls on you. Always think about what the safest action is. Not go to take drastic action and suffer the consequences for avoiding the safest way to handle the situation. You said the same thing my boss told me. Things can be replaced but people can’t
I'm 61 yrs old and still put my hand out the window--that's what you're supposed to DO,right!?!?
I'm 62 and never had to do hand signals in a car.
I remember driving with my dad when I was little and he had to stick his hand out the window because the turn signal didn't work. Guess it's not quite same
@@thesteelrodent1796 it's done for fun!!!hehe
Yeah, but you are working for that windtunnel business. You are the expert. You KNOW things.
me knowing how to fly from just watching these videos
i love your videos cause i recently decided to be a pilot when i grow up and i think what you do and how you do is awsome.
One of the first things we were taught in Navy flight training (and repeated about 8 million times) was: "Lose engine on takeoff, land STRAIGHT AHEAD".
Kelsey getting closer and closer to 1M subs. lets lift up those numbers ✈️📈🥳
The last one is a Buzz Air jet, a RyanAir subsidiary. So pretty good landing, considering
Seemed close to a pod strike.
remember my father telling me about his pilot training (single engine)
and how his instructor would without warning during the flight put his hand on the dash and say engine stop
my dad would then have to explain what he would do and say where he would land etc
not sure if this is still done but it's a good way to train a pilot in small planes to always keep an eye out for
emergency landing areas just in case
It is still done... a lot. The instructor will pull back the engine throttle to idle and the student goes through the motions of what to do.
@@TheFlyingZulu My instructor did that the other day, and hopefully he'll continue to do that. Seems like a good way to train reflexes and procedures for something that hopefully will not come up in real flights... so that at least you know the drill in case it does happen, and what your options are at each altitude.
Above 800, go back to the runway. Below 800 is the "impossible turn". That's what my instructor always says. Thanks for sharing, Kelsey!
This is not a hard-and-fast rule. 800' only works for some planes on some days. It is VERY situationally dependent.
@@desertfresh3740 very true, thank you
Shortly after I received my license I took a check ride with Evellyn. I can't remember her last name, but I was told she was in the aviation hall of fame for her barnstorming days standing on the top wing of the biplane. She had known Lindburg and the Wright brothers. She was in her mid 80's when I flew with her. She told me she had put planes down 16 times, and as we flew along she gave me several tips of how to have a forced landing come out better than it might. You can bet I listened to her. I never needed the advice, but it was good advice.
That second video looks so scary, and when you consider the amount of thought and control the pilot has over the wing, battling to take off - respect to pilots man.
I never had a fear of flying but then I found airplane disaster vid documentaries and became fascinated. It kind of made me nervous but I also follow this channel and it keeps me level
I love your videos and you are such an intelligent and amazing person, thank you so much for educating me so that I am less nervous about flying. You have beautiful eyes a personality to match🥰❤️ Every channel deals with trolls so don’t ever let negative or abusive comments get you down…they are extremely jealous of you.
I love his attentive stare.
The last one looks like the cargo 737-400 from e-commerce site Mercado Livre, operated by Sideral. So if that's the case, at the very least there isn't many inside the aircraft to complain!
I do not have 'the right stuff' to be a pilot, but I love aircraft and flying. Your channel is amazing, you explain everything so well. Would love to be able to be a 747 pilot but alas I don't have the nerves for it. Only been a passenger twice on 737s, petrified each time.
Thank you for your weekly video, I always look forward to seeing them. I also enjoy listening to your oh crap, moments.
Every pilot should try glider winch launch failure training.
Yes, gliders have a much better glide ratio, but the same considerations, and prompt decision making aided by mental rehearsal of eventualities is still required.
Flying is very safe... It's when you fly near the "edges" that it gets bloody dangerous.
Naaah, that is difficult for a scared pilot like me. Nahh. Mom, he is trying to make me do exercises, Buaaaaa, buaaah..
Kelsey uploaded....now finally it’s weekend!🤝
Just from reading the title, I can actually say this happened to me once, the plane had some serious damage.
It was an RC plane.
It's repaired now, I flew it yesterday but I forgot how much harder to control it is than my trainer RC plane so I had someone else land it for me since 60% of my flights with that plane so far have ended with a propellor strike.
With all due respect, Kelsey, the real reason you don't want to bank is that all the lift slides off the wing, you don't "lose" lift. That's why winglets are great: they catch all that sliding lift and it accumulates there! 😆
Great point!
That second clip looked like a downshear situation... scary!
My friend used to fly ATRs. He said there was an unspoken competition between pilots. Where they used to grease them on, they slowly switched to pounding them onto runways, never a spoken word about it. They would line up the landing, and delay a bit high before stall, using the yoke a bit to somehow really crunch them on. They were interested in well-deserved customer reactions. Deplorable, but then all those pilots were still kids in twenty-something bodies.
Competition? Or excuses for bad landings. ATR's are high wingers with long gear legs. You cannot abuse that gear.
What airline was that? So I can never fly on them...
@Emergency LowManeuvering ATRs have short gear, you might be thinking of a Q400...
@@bbgun061 That was the late 80's, early 90's. Those involved are probably flying larger aircraft where they couldn't get away with that behavior, or retired from the industry like my friend. I heard him tell the story a couple of times, so I only have his word on that.
I agree with you, I think ive watched a number of ATC videos and I believe many of them might have ended differently had they just tried to land versus trying to get back to the airport.
"Just enough" I love that answer :') There are so many things in life where we just keep clinging onto numbers for the sake of simplicity while truly no two situations are ever the exact same, so why are we giving them the exact same treatment anyway? How long do I cook my chicken? Well yea god do I know, how large is your chicken, how much fat is on there, what pan are you using, how much heat are you using, how much oil/butter are you using? It all changes the exact time that chicken needs to cook so I can say oh 15 minutes or oh 20 minutes but you'd be eating either dry or raw chicken depending on how your specific situation compares to the one I have in mind answering that question. Now with chicken nobody dies from dry chicken and a raw chicken can get a second go in the pan to fix it at cost of some quality as well. But sometimes like in a plane you have just 1 shot to do it right so you just have to feel it out until it actually is right and go with that.
The best part of Kelsey's videos is watching the expression on his face when looking at clips sent in 😅😅
Kelsey, you suggested that with an engine failure on takeoff it would be best to land straight ahead on the runway, at least in situations like that shown in incident number one. When I was learning to fly, I flew out of College Park Airport, Md. This airport, unfortunately, had a very short runway of 2600 yards and at one end of the runway was high tension electrical wires and railroad tracks. The other runway had a tall forest. On one end you’d face electrocution, and the other, a very wooden crash. Fortunately, I never had that problem. My problem was bouncing the plane, most times a Cub, down the runway after doing a side slip to the runway (no flaps on Cubs). I got better at bouncing in Cessnas.
I was really glad to see the side-looking video starting at 8:28. From the forward-looking video, it looks like they just plugged into the riverbank and had an almost instant stop, which would have been an extremely high (and violent) deceleration. I'm now assuming that's because the camera must have scraped off the outside of the aircraft, and we're seeing the camera's perspective, not that of the entire airframe. From the side-looking video, you can see that the deceleration is spread out over 4 or 5 seconds after initial contact with the ground which is a marvelously survivable situation. Fly the aircraft, fly the aircraft, fly the aircraft. When you get to the ground, have your energy managed into horizontal velocity, and minimal vertical velocity, and you're well on your way to sliding to survival, instead of smashing vertically down into a crumpled pile.
Been there in a skydiving plane, we had engine failure on 500ft and amazing pilot, who saved our lives and his task was not easy
Im my part of the EU most of pilots started to fly as glider pilots its teaches you how to feel a plane, it's helpful in situations like that
the third clip is at GRU Sao Paulo. I watch their live webcam all the time
Realizing it's Sunday morning (here in Phoenix at least) I kept refreshing my subs waiting for this to show up.
I love how Kelsey's head is banking while he explains banking :-D
Thank you for your videos and explanations. It’s helping me a lot. About 16 years ago, I flew direct, AA, from MIA back home to STL. I didn’t have a problem flying until after this happened.. We were descending, about 15 or so mins from landing and heard a loud bang! Bang!! My friend who was a fearful flyer asked what that sound was. I lied and said it was the landing gear coming down. He said NO IT’S NOT. I said, I know, relax. I had flown a lot before this so I knew it wasn’t something normal. With that, we smelled a weird burning smell and the plane went sideways to the left. I’m guessing a stall spin. I’ve never been at that angle before where I could see that the passengers on the other side of the isle were above me in the cabin like a roller coaster ride. It got eerily quiet on the plane. No one said a thing. The plane eventually righted and we descended more. The pilot came on the intercom and told us we had a compressor stall and a surge and said some more but I couldn’t hear it. We landed not long after that and the door to the cockpit was open and the pilots were clearly sweaty and nervously looked back at us while we all exited.
I did not fly again until just 3 weeks ago. I was terrified but made myself do it. I bought a first class ticket to treat myself and try and take my mind off of being in the back which is where I was 16 years ago and flew from STL to FLL and got a connecting flight in ATL both ways so I would experience 4 planes. I’m not totally back in the saddle but it’s about time. I was a sweaty mess! Thank you again for your videos.
Oh, NOOOO!
I am declaring an emergency.
After having one of your videos come up on my feed randomly (it was a pilot vs. ATC one), now I am addicted!
Never a pilot myself, I was a recreational skydiver for years. One of our pilots was a VERY experienced, laid-back military veteran. In a Beechcraft one day, at @ 10,000 ft., he said:" Ah, all you formation guys (about 3/4 of souls aboard) need to spot and get out without taking real long..." I was stuffed in the back, doing a solo jump.( I had a weird fondness for tumbling out sideways into the prop blast; even as a student I had a difficult time trying to go unstable, which is required to prove you can get out of it. I thought it was fun and felt weird to get a prop- assisted tumble, lol)
So, I was crammed knee - to - pack in the rear. As the RW ( relative work, hooking up in freefall to make formations) group exited, one of them said: "Oh, shit! We got a smoker - move it!" After they were out, pilot restored airspeed,& circled for remaining ones' spotter. We all then (*ahem!*) 'expedited our exits'.
Afterwards, we all realized that there had been an engine fire,& Weird Wayne(pilot) made 2, yes, TWO jump runs in spite of it! He said, " Well, I know how you all hate landing in planes, I just cut fuel... We were all right."
FYI: Skydivers, as a rule, HATE landing in an aircraft. Why? Because the only time that happens is if something has gone so badly that the plane cannot reach minimum jump altitude. 'Decision altitude' was recommended at 1800ft ( when you need to have canopy deployed,& verify it is functional; this gives you time to cut away/fire your reserve safely), being unable to reach 2,000 ft,& returning to field in a compromised aircraft is NOT good!
Traditional takeoff chant: "Blue skies!" "BLACK DEATH!!!"
'Black death' is the term used for dangerous/ hazardous situations or behavior,& the shout is a way of thumbing your nose at Fate.
Thanks for all your great videos - bingewatching! And contrary to the mean comment trolls' opinions, I think you are quite nice looking...😊
Your comment about "make a decision and then commit to it" is something my instructor always harped on and might've saved my life. One day I was taking my Cessna 182 out for its first flight after its annual. Everything looked good during the run-up, but when I gave it full power on take-off, I didn't feel like I was getting enough power on the manifold gauge. About halfway down the runway, I decided to abort my takeoff. As soon as I cut power and started braking, I realized I wasn't going to be able to stop in time. For a split-second, I considered going full-power and trying to salvage the take-off, but I remembered what my CFI said and just stuck with the decision. I did go off the end and ended up doing a bit of damage and a lot of paperwork. Later, I second-guessed my decision and thought "I probably could have limped it around the pattern and landed." But this was at a fairly busy airport without a lot of good landing sites nearby (KPDK in Atlanta) and I could've gotten off the ground just to have a total failure, so on third-thought, I feel like I made the right decision.
Hey Kelsey, I absolutely love your youtube videos! Your passion for aviation is great and inspiring. Everyone should enjoy their work as much as you obviously do. I've been hooked on your aviation comentary since the first video I saw by you a couple of months ago. Your love for your work really shines through in your facial expressions and enthusiasim in breaking down what is happening so that everyone can understand regardless of their knowledge of the field. If you're not already, you should definately look into teaching and/or instructing. You're a natural. The world needs more teachers with your kind of passion for what they do. Keep it up!
*I **_love_** the "enough" comment: this is also the most common question and answer from inexperienced cooks in commercial kitchens - anf yes, it drives them crazy as well!*
Nicely done!! Thank you!! 👍😎
Will you continue to make these videos when you get your 4th stripe? Thanks for your hard work. Any idea what that 4 engine aircraft is?
Love your channel!. I believe the wind is coming from the right and quite crossed judging by the amount of crabbing and the diirection of smoke off the tires. I also suspect it's gusty causing the wind sock to move about.
The last one I love xD - mess up touching down and perform forced decrabbing perfectly. haha really love it...
Thanks Kelsey, enjoyed your video!
Good job my man... you admittedly pounded it in 😉
Kelsey, thank you for your continued dedication!! Your videos are informative and presented with such class and humor!! Love it!! Thanks again for keeping the blue side up!! Stay safe out/up there!! 💖✈✈💖
890k subscribers! Closing in!
Great job, Kelsey! 🤙
The aviation term of the week brought to you by Kelsey: "Spine Crusher"... Have a great week everyone!
My CFI’s answer to how much control input was always “half as much as you think you need.”
Hi Kelsey I just wanted to say that my husband and I really enjoy watching your videos he has a sport license and he built his own plane it''s a raildragger he just loves flying and so watching your videos is something fun we can do together that he really enjoys I would like to just please ask that you don't share shots of women in skimpy bikinis some men have issues and its hard for married couples to be able to watch anything together nowadays that doesnt show inappropriate things. No criticism, and they are your videos. Im noone to ask anything of you, its just really hard thing to deal with but its not your problem. I understand. We've listened to your videos about people making weird and rude comments but we think you're great and you do a great job talking about all the information about flying, it's all fascinating and I've learned a lot. we hope you keep making videos. happy flying😊 p.s. please don't share this video. Thank you.
@74 Gear
5:30
There is an error in the explanation of the increased engine power in a turn.
Lift creates drag. During a turn, extra lift is required to maintain altitude because of the angled vector of lift compared to the vector of weight. This extra lift can be generated by an increase in the angle of attack or an increase in speed. Generally, the speed is maintained and the AOA is adjusted.
The extra engine power is applied to counter the extra drag created by the extra lift required to maintain altitude.
(Not to increase the speed as stated)
And with that spine crusher of a landing, did you acquire a new nickname? 😄
11:24 That made me laugh allot idkw, "they're not gonna just gonna fire a plane off" HAHAHAHAHA
This my favorite part of sundays.
Your instructor telling you "just enough" reminds me of pastry cooking teacher, when we were asking "how long do I have to cook it?". He always answered "until it's cooked".
Once, I replied, a bit annoyed, "are we talking about 10 minutes or 40 minutes-type of cooking?" I understand the idea that it depends on a lot of things. Temperature, oven, position in the oven, how many cakes are cooking at the same time, etc, etc, but give me an average so I know I'm safe until at least 2/3 of the time you give me!
Kelsey, as a Student Pilot currently struggling to maintain centerline and having most of my crosswind landings touch the landing gear on a side-skid to the left (bad enough that my instructors are thankful they're glad we're in Cessnas, with fixed gear)... Just enough seems about right. Getting into a rudder PIO seems very easy in this type of situation... But again, when it comes to rudder input, just enough gets on my nerves as well. 🤣
Random flying tip: Don't primarily compensate for crosswind with the rudder, but with the ailerons. Let your wingtip hang into the wind to keep the aircraft steady over the centerline, then fine-tune with the rudder to align your longitudinal axis with the runway. Then, just before landing, release a bit of the rudder pressure, level the wings, and you just made a nice, crosswind landing.
We pilots train engine out emergency landings. We pick a field and then glide to it and approach the field at the correct speed and height. I have had to do for real, and there are some big differences from training practice. First, the plane does not glide as well because the dead prop has more drag than an idling engine. And be aware that you should pull up when the engine quits so that the prop stops. A windmilling prop has more drag than a stopped prop. Second, once set up for the glide to the field, if the plan has retractable gear, make the approach a bit higher than usual, because once you drop the gear, the drag causes the plane to sink. I did not drop the gear until I crossed the fence of the field.
Love your videos Kelsey keep up the amazing work 👍
Not sure the first video is from a manned aircraft. Looks like it is from remote controlled plane. The main thing that makes me think that it is, is the last seconds from both cameras.
First is the sound of the first camera after it hits the ground. You can make out the noise of the camera rolling down the plane, but you can not hear the sound of the crashing plane. I assume that plain dragging on the ground will be way louder. Also if you look at the last 10:36 you can see how big the grass is compared to the wings. Also the camera is super low.
Also at 8:08 you can see another plain (in the top right) that is very lose. Not sure if anyone will fly that close to another plain.
I can be totally wrong, but this is what i have noticed.
Anyway, real plane or not, i think the comments of Kelsey are still valid.
I had my doubts too but now agree with you. It’s RC.
There is a good example of that with what I think was a DC-10 landing in Guantanamo. The banking angle was too steep and they just lost all lift. I think there is a video of it.
Kelsey, I enjoy your videos. They're informative and interesting. Thanks for bringing your expertise to us
What an educative video. Thanks Kelsey iam actually about to start my CPL soon and this has been so helpful