After a long aviation career, I have at least two of those under my belt, both non-commercial. One was a fuel mismanagement issue made worse by a failed fuel gauge: Because I was flying an often-traveled route where all potential landing spots had been mentally mapped out in advance, it ended up being an embarrassing (fuel management-wise) no-brainer. The second time was a catastrophic engine failure in a light experimental aircraft, passing 300' in a steep, stupid show-off climb. Again, homework done! I had tested and verified the minimum altitudes for straight-ahead / 180°-land-downwind / 360° turn to land on departing runway. In that case a 360° was a no-brainer. During initial test flights after building the damned thing I had verified that it could be done from 200' if done well, having 300' to play with was a breeze.
I knew about the light green trees being new "softer" growth from my childhood when my stepdad told me to go find a switch for him to use on me for punishment.
There's nothing wrong or illegal about shutting down your engine like this; however, make sure you've practiced it A LOT with an experience CFI before you ever attempt it on your own!
My sole disagreement is the use of flaps in some circumstances...If you are high on final or have a short field, flaps will cause ballooning and possibly cause an overshoot.
The use of flaps in all circumstances must be handled correctly and are absolutely necessary to achieve the lowest landing speed. You are right when you say flaps can cause ballooning, or more correctly the improper use of flaps, if you are on a Cessna which has large flaps and apply them all at once without lowering the nose and adjusting the trim. In the video, I landed with full flaps at minimum airspeed, without balloning because I had speed control. So Important. I had an engine failure in a Lanceair, wich has a very small wing and almost usless flaps. In my next vidio I will show you a very different approch, almost straight down, didn't glide well at all. Every airplane is deferent, so practice with what you are flying. If you are high on final, remember S turns, with your speed under control and the flaps already down. Try it, at an airport with a qualified instructor. Did you check out my books? alanmcteer.com
High on final, with an engine out, I would slip as much as needed to lower altitude because when I was training I was rarely taught S turns when high. Both my instructors (for PPL & Comm) taught cross-controlled slips to quickly lower altitude. Thus, today, I would have difficulty judging how many and how wide my S turns would need to be to get down. Of course a slip can be dangerous being slow & low with a high bank because stall speed increases. I guess an S turn could approach that danger, too. My instructors were loud and intense if I banked too much during d/w to base or base to final. I was taught to recover from the stall, at altitude, when slow, with flaps, during high banks. Are S turns the preferred method? Are slips even taught anymore? I suppose both require finesse and good judgement to plant the wheels down where needed.
Great question, with no simple answer. There are three different types of slips, all will have the same effect on altitude and airspeed. Forward slip, side slip, and slipping turn. What your instructors were referring to is the forward slip. In the video, when I was close to the runway, if I were high, I would definitely have slipped the plane to lose altitude. There is no room for s turns close to the ground. But, remember what side of the plane the pitot tube and static vent are on, and how your airspeed is affected. My video was done on a light 172, and the conditions could not have been better. Plus, I started at over 6,000 feet which is quite a bit different from an engine failure while high on final. Depending on the type of plane, the wind, and temperature, and altitude I may slip the plane to get it to an altitude where I can comfortably resume my decent. Each scenario will be different and frightening. Your best defense is to read the manual, have your emergency checklist close, and practice. And don't forget to read my book "Red Zone," lots of incredible flying that should have killed me, a true story.
@@crooked-halo Of course you can do S turns on final at Vglide. Dont do them over 45 degr, bank, thats it. Some CFI's can only teach mild maneuvers.. I learned them before solo at 13 hours..
Nice video great practice once you have a plan in place which you practiced for that type aircraft become easier if have it happen for real. Unfortunately many have engine outs just after take off some seem to crash by spinning during an un-coordinated turn I want to get my PPL this year still saving up I want to get the best training I can get.
Engine failure in any airplane just after takeoff is every pilots nightmare. Worse in a single-engine plane. The early years of a persons flying career are the most dangerous. Good luck
Alan McTeer what makes the early years more dangerous I read lot ntsb reports many PICS who end up in those reports have lot of hours some 1000s. Is there any statics fatility vr hours of pic. It makes sense like young drivers say 50% crash.
Look for an old, grizzled instructor, not some young buck building time on your dime. And when learning navigation, turn the radio off and get out the sectional charts. Also, on at least half your landings, close the throttle on downwind and practice flying a standard pattern always in reach of the airport.
After a long aviation career, I have at least two of those under my belt, both non-commercial. One was a fuel mismanagement issue made worse by a failed fuel gauge: Because I was flying an often-traveled route where all potential landing spots had been mentally mapped out in advance, it ended up being an embarrassing (fuel management-wise) no-brainer.
The second time was a catastrophic engine failure in a light experimental aircraft, passing 300' in a steep, stupid show-off climb. Again, homework done! I had tested and verified the minimum altitudes for straight-ahead / 180°-land-downwind / 360° turn to land on departing runway. In that case a 360° was a no-brainer. During initial test flights after building the damned thing I had verified that it could be done from 200' if done well, having 300' to play with was a breeze.
I knew about the light green trees being new "softer" growth from my childhood when my stepdad told me to go find a switch for him to use on me for punishment.
“Now it’s time to pick a field.” *hard swallow*
Great advice and airmanship. Well done sir 👍
Nice landing! Where is this?
Ok I honestly had no problems in setting that airplane with no engine running......or at engine at idle......it sAT DOWN VERY SMOOTHLY.......
Try a 182 that quits at 2,000 feet. Swallowed exhaust valve.
Even for training purposes, never never never shut your engine down like this
I agree
Wouldn't simply throttling down to idle accomplish the same thing, yet give a "way out?"
Soren Solveig yes, that is standard practice when training.
There's nothing wrong or illegal about shutting down your engine like this; however, make sure you've practiced it A LOT with an experience CFI before you ever attempt it on your own!
With this logic, the statement should be made to never never never fly a glider.
My sole disagreement is the use of flaps in some circumstances...If you are high on final or have a short field, flaps will cause ballooning and possibly cause an overshoot.
The use of flaps in all circumstances must be handled correctly and are absolutely necessary to achieve the lowest landing speed. You are right when you say flaps can cause ballooning, or more correctly the improper use of flaps, if you are on a Cessna which has large flaps and apply them all at once without lowering the nose and adjusting the trim. In the video, I landed with full flaps at minimum airspeed, without balloning because I had speed control. So Important. I had an engine failure in a Lanceair, wich has a very small wing and almost usless flaps. In my next vidio I will show you a very different approch, almost straight down, didn't glide well at all. Every airplane is deferent, so practice with what you are flying. If you are high on final, remember S turns, with your speed under control and the flaps already down. Try it, at an airport with a qualified instructor. Did you check out my books? alanmcteer.com
High on final, with an engine out, I would slip as much as needed to lower altitude because when I was training I was rarely taught S turns when high. Both my instructors (for PPL & Comm) taught cross-controlled slips to quickly lower altitude. Thus, today, I would have difficulty judging how many and how wide my S turns would need to be to get down. Of course a slip can be dangerous being slow & low with a high bank because stall speed increases. I guess an S turn could approach that danger, too. My instructors were loud and intense if I banked too much during d/w to base or base to final. I was taught to recover from the stall, at altitude, when slow, with flaps, during high banks. Are S turns the preferred method? Are slips even taught anymore? I suppose both require finesse and good judgement to plant the wheels down where needed.
Great question, with no simple answer. There are three different types of slips, all will have the same effect on altitude and airspeed. Forward slip, side slip, and slipping turn. What your instructors were referring to is the forward slip. In the video, when I was close to the runway, if I were high, I would definitely have slipped the plane to lose altitude. There is no room for s turns close to the ground. But, remember what side of the plane the pitot tube and static vent are on, and how your airspeed is affected. My video was done on a light 172, and the conditions could not have been better. Plus, I started at over 6,000 feet which is quite a bit different from an engine failure while high on final. Depending on the type of plane, the wind, and temperature, and altitude I may slip the plane to get it to an altitude where I can comfortably resume my decent. Each scenario will be different and frightening. Your best defense is to read the manual, have your emergency checklist close, and practice. And don't forget to read my book "Red Zone," lots of incredible flying that should have killed me, a true story.
Alan McTeer i
@@crooked-halo Of course you can do S turns on final at Vglide. Dont do them over 45 degr, bank, thats it. Some CFI's can only teach mild maneuvers.. I learned them before solo at 13 hours..
Nice video great practice once you have a plan in place which you practiced for that type aircraft become easier if have it happen for real. Unfortunately many have engine outs just after take off some seem to crash by spinning during an un-coordinated turn I want to get my PPL this year still saving up I want to get the best training I can get.
Engine failure in any airplane just after takeoff is every pilots nightmare. Worse in a single-engine plane. The early years of a persons flying career are the most dangerous. Good luck
Alan McTeer what makes the early years more dangerous I read lot ntsb reports many PICS who end up in those reports have lot of hours some 1000s. Is there any statics fatility vr hours of pic. It makes sense like young drivers say 50% crash.
Just like cars, boats, helicopters especially, there is a learning curve. Training and discipline. A PPL is the first step on a long ladder.
Look for an old, grizzled instructor, not some young buck building time on your dime. And when learning navigation, turn the radio off and get out the sectional charts. Also, on at least half your landings, close the throttle on downwind and practice flying a standard pattern always in reach of the airport.
Alan,perfect landing,thank;s for the video
Well Done! Amazing pilot!!
So…the heading is wrong.
Is this in the kooteneys?
Yes, Grand Forks
Grand Forks
This pilot has confidence like no other.. One in a million pilot
Are you kidding. It’s a training exercise over an airport.
Every pilot should be taught this basic procedure by any competent instructor. Confidence comes through training and regular practice.
Internet pilot here, get out and hand prop engine then fly off like nothing happened
I think I should have explained how to restart when there is fuel in a different tank than the one the fuel selector is on. Check List.
Well done!!!!!!
Excelente pouso !