You probably dont care but if you're stoned like me during the covid times you can stream pretty much all the latest series on instaflixxer. I've been streaming with my gf for the last weeks :)
the first time my instructor did this to me, I had no idea this was a thing so i quickly pushed the throttle back up and looked at him like "wtf are you doing?!"
I lost all power in an ultralight recently, 85ft after take off. I nosed it straight down and saw a hole in the hedge, slightly to my right. Put it down in the field and ran through the hedge, the fence wire caught us. No injuries. Thank you for your videos!
One of the reasons I've started memorizing all the emergency checklists. I'll be in my car at a red light and visualize the engine failure, then proceed calling out the checklist (airspeed, mixture to idle, flaps?, fuel off, etc) while physically going through a flow. DRILL BABY, DRILL!!!...........It's not just for oil
@@chrishansen8026 Sure, but you should try and restart the engine before going through a prelanding checklist which is why I was confused. I suppose OP was talking about the checklist after attempting to restart the engine.
The Law of Intensity. Fakes dont teach besides faking it. Dont trust pilots that cant even practice EFATO/LOLOT. If they cant do it even simulated, they will fuck up when real.
something similar happened to me when I first started fly. I wasn't paying attention and I forgot to do my before takeoff check list. so I put full throttle and forgot to put full mixture and fuel pump on and at 65kts I started to climb and all of a sudden we were not climbing anymore and my cfi had to take the controls and had to go through the flow mixture rich fuel pump on and he took the plane straight towards the runway and I we were going to crash but he gained speed full throttle and put us back into the ground effect and when he did that we started to climb again. That scared the hell out of me and I never forgot to use my check list ever again. I also wanted to say thanks for all the awesome videos I've learned so much from them and all the books I got
@@Mike-01234 --no way you will produce a real engine fail on take off like that.. What about if it happens at 200 feet and not 700 feet able to Turnback?? That CFI was asleep at the wheel..
@@feetgoaroundfullflapsC Yep either the CFI was really ballsy to think he can handle that situation, or what moat probably happened was he didn't double checked himself.
Would love to see a shot of the airspeed indicator during your first simulated engine failure just to emphasize how quick the reaction time needs to be to avoid a stall. Great video as usual my friend.
Situations like that remind you that the most useless items in aviation are 'altitude above you' and 'runway behind you'! I came from a different era (1970)in aviation, but love your channel!
Good video in 4min! I'm a new low time pilot and must admit we didn't discuss the engine failure with un-useable runway left 50-100 feet off the ground. The startle factor is real especially when you are not expecting a failure! In all of my training we did NOT discuss the "impossible" turn for the very reason you mention (why try the impossible). Instead we had the 30/30 rule (30 degrees left/right) for crashing options. Lastly I was reading an article (AOPA article) on POH landing performance vs. real life performance (they tested the published). The results were a 30% difference then published (meaning you needed to add 30% to published numbers) to be actually accurate under specified conditions. This becomes VERY VERY VERY important during an emergency! 30% is a lot more runway than published, that's assuming all other factors are normal or working in your favor...
That being said, I actually lost power in a C-150 6 weeks ago at 400' AGL on climb out. I didn't mess around as I had a dried up soybean field (no crops in Ohio in March) in front of me. Fortunately was able to land without damage to persons, property, or aircraft. Left muffler blew out and melted down my master relay ground and P-leads. Fun times. My student who was with me thought it was awesome, my wife.... not so much.
Congrats. That is why i like to listen to the engine with headsets off before take off. I canceled flights due i hear the leaking mufflers. Had to explain to owner how the hot exhaust in engine area could burn things. The idiot took a while to understand. Many owners are rich guys due someone died and left them some money. But money cant buy smarts and talents..
This is something I have been discussing at our monthly Civil Air Patrol safety briefings; the Impossible Turn probably IS! Wow, Jason, thank you! FULL DISCLOSURE: I am a rusty pilot, but am working through renewing my medical and then a flight review so I can get back in the sky with the Civil Air Patrol. I learned to fly in 1979. I am the Safety Officer for the Fox Valley Composite Squadron, Illinois Wing. Oddly enough, I get one or two very experienced pilots debating me on this, “Well, John, if you are high enough…” Yeah, I get it, but if you’re high enough you are farther away from the airport too! I was taught exactly what you espoused in this video, 60 degree arc FORWARD. Make the best of it. Going forward when I get current (and a Form 5 checkout with CAP), I will use Google Earth to eyeball possible landing spots at the departure end of runways anyway, and plan accordingly BEFORE I yell “CLEAR”. So, I’ll have a contingency plan ready and waiting for me - just in case. You’re right, when that mill goes silent, you have a few seconds of “Oh [Expletive Deleted]” and you lose that time. If you have are armed with a Plan B, then you can recover some time you lost. The whole point of this video seems to be TIME. You don't have a lot of it in this part of the flight profile. I am an IT Project Manager by trade, and I work with risk management all the time. I have learned that the fewer options you give yourself, i.e. taking steps OUT of the process with their inherent decision points, you are able to focus on the limited venues available to you and can spend critical seconds making them better than trying to decide what to do while you're in a slight state of shock. We're only talking one or two seconds here, but THAT'S ALL IT TAKES TO GET BEHIND THE AIRPLANE! With your permission, I would like to show this important, and potentially lifesaving video at the first of the month when we have our CAP safety briefings for the air crews. Thanks again for stressing a very important point!
You're exactly right, it's all about time. I'd also encourage your CAP wing to all go see Sully as well if they haven't, and pay particular attention to the scene [minor spoiler] at the NTSB hearing where they coordinate simulations with Airbus. If you react instantly, maybe, just maybe, you might make it back. But it's the time it takes to react, assess the situation, and determine your course of action, even if you have a plan, that really makes the turn impossible, and more importantly, UNSAFE.
It depends on the aircraft of course. I earned my PPA on a PA11 and I can tell you with 500ft you have eons to think what to do hehehe... with a C172... that's a different story of course. Good video!
Last Sunday I lost all power at 400 Ft AGL above the trees at the south end of the runway. I immediately nosed down and turned into the wind, keeping it coordinated while completing a 180 degree turn. I had so much altitude I had to use full spoilers to get down in time. Then I pushed the glider off to the side so the tow plane could land ;)
cool story, Im currently working on my gliders licens and we did a simulated engine failure in a motorglider at 250ft, a 180 turn and landing. No problem. :D
Its not just during or after take off, even doing circuits you not likely to make it back unless your late down wind. 1000ft glide range is only about 1.3nm in a C152. I love these videos! Your always very informative and give brilliant tips.
Thanks. Very important topic to me since I live on a grass strip with nothing but BIG trees at the ends. The big problem is if the engine quits when you said you were at 300' on the 2nd takeoff. I couldn't see anything but trees in front. What do you do? Not pretty, but it's something to think about before it actually happens one day. Keep safety belts very tight and check passenger's straps for tightness. I didn't see shoulder harnesses. That's a great mod to make on an older Cessna.
An EXCELLENT video! I am not a pilot, however I intend to get my private pilots license in the near future. I would love to take my son up to fly around and look at things or travel in our own plane. My biggest concern is safety. ESPECIALLY if I have my son onboard. I watch a lot of aviation videos and had most of my questions answered except for THIS one. You did a great job answering it! Best regards, JA
The only engine problems I have had on departure was carb ice in a C152, did my runup as normal pulling carb heat on for a few seconds before departure. Applied full power all normal then around 300ft engine rpm starts varying between ~1800-2400rpm, took a few seconds to scan my instruments and pulled the carb heat on and all back to normal.
Great, I had that on a very misty day at 100 feet agl only. Leaned mixture and added half of carbo heat.. Solution. Then on downwind it started doing it again, even with carbo heat on juggling.. and mixture too.. This will be a full stop..
Have your CFI do that to you at night, with no idea it's coming. Happened to me and I performed it . My CFI was so impressed that you would have thought he won the lottery because I nailed it. He said 95% of the time he had to take control to nose over and land with other students.
I find it’s important to know your options at a given airport. My home field IZG, there’s a dirt road that I can hit if I make a shallow turn to the right when taking off from 32. I have a similar paved option from 14. After getting newly current (8 year hiatus)my instructor encouraged me to start flying a much tighter pattern in my 150. I have been shooting for maximum rate of climb to about 600’ AGL and making my departing turn sooner rather than later so I stay as close to the airport as possible in case of engine failure. I’m also keeping my downwind closer and turning base much sooner than I used to. It’s different than how I was originally taught, but it keeps me closer to the runway.
The lack of time to react is also why you should always do a briefing before take off. In case of an emergency before takeoff I am going to shut the throttle and come to a stop. In case of an emergency during takeoff with useable runway left I am going to put the nose down close the throttle and land on the remaining runway. In case of an emergency during takeoff with no remaining runway useable I am going to put the nose down, maintain glide speed, close the throttle and choose somewhere in front of me to land. Sometimes for the last one I include things like turn immediately to the left if there is a field in that direction and houses straight in front. Also I mention any of the tall power lines depending on which runway I am taking off from. The airfield I fly from has 4 different runways, so I can be taking of in any one of 8 different directions, each has a slightly different best option. In a no wind situation 1,000ft should be enough for me to get back down on a different crossing runway but it is not something that we even discuss in training, it's always pick something in front of you. Oh and todays flight lesson for me is revision of EFATO an EFDTO. Engine failure during and after takeoff.
It's nice to see that this is also taught there in the US, it just solidifies how important it is not to turn back after EFATO and just pick an appropriate field to land on in front of you with insufficient runway remaining.
My home airport's pretty fun for that, in one direction I've got a small harbor and a river with just one single field that you can reach at around 600 ft above ground, in the other direction it's a village, with fields only coming up again at around 500-600 ft minimum, between 100 and those 500, the only choice is literally the river... not to mention that there's a bridge I could crash into as well. Beautiful airfield, but all the more beautiful and interesting it becomes, the more dangerous they usually are as well
With a wind 10knots a from side a bit, I practice it at night many times on my Cherokee. From 500 agl if you climbed at over 800 feet per minute. Nose down, coordinated 45 bank a Vglide, no stall warning at low altitude, please.. Fun to do 4 or 5 at a time.. No traffic at night at all, and you can see the lights, runway is 4,000 long. If you make a shallow climb, you cannot do this Turnback, even over 1,000 feet agl.
@@apilotbgsu172 I was his CFI, with some wind you can if low useful load. But that is the bare minimum for that. We also take of slanted just in case. 4,600' long ruway we had.
Jason, I love all your videos. I've had my private for just over a year now. Your video makes me want to go out in the practice area and try the 'impossible turn' (at a safe altitude of course) and see how much altitude I chew up.
Really helpful video demonstrating why it's called the impossible turn. I have only one question. Despite how unlikely a successful outcome would be if you DID try and turn to make the landing, what if that 60º available to you directly in front ALSO offers no chance to land safely. Say it's mountainsides or just a forest where all you can do is crash into trees. An unpleasant list of options, to be sure, but my question is, in that situation, would you try to make the turn because as bad as it is; it's your best and most survivable probability?
Hello!! This is a great, but also tricky question. It's always in the best interest of the PIC to pick the safest course of action. Banking to make the impossible turn could be the worse of the 2 options. Landing on a road, or even tree tops could be safer but It is all going to come down to your preflight briefing and the knowledge of the airport you're flying at. It's also important to remember that you must brief the altitude that it is safe to turn around usually 800-1000ft AGL). If you're above that, it can be safe to return to the runway. Thanks for reaching out!
@@MzeroAFlightTraining Hey, I figured, for the "impossible turn" maybe I should pose the "impossible question"? Seriously though, that was a great answer. Thank you!
Thank you. I had a disagreement with another pilot who videoed a turn back in a Jabiru 230 claiming only a 150 foot loss in height. I argued that he did this manoeuvre at cruise speed not Vx or Vy as in a climb and probably not turning from full into wind to downwind where I think you would lose even more height than usual. Thank you for clarifying and reconfirming this is not safe when under 1000’.
azharc123 Height loss would be the same regardless of wind . A stiff headwind would get you back to the field quicker of course, but then you’d run out of control sooner on the subsequent downwind landing when your roll-out speed was about the original headwind speed. Gliders don’t normally try that if the original headwind component is much above 20kts or so , but in their case a straight ahead landing in those conditions is slow enough to make it an even bet.
good video showing how quick things happen but I can't help but wonder how can you know the airspeed is really alive and engine/oil gauges are in the green without looking twice ? My instructor(s) drilled me for that and for good reason. Never go airborne with a problem you see on the ground if it can be avoided.
OK, if you are too low, no turn-around. Fly the 60 degrees and find a spot to land. This works well in Kansas wheat fields. How does it work in the mountains?
Real deal at UND back in 89. Short field takeoff, the plane was fresh out of maintenance which made me worried, lost power around 300 feet, but luckily we took off on 36R and had runway 9-27 to land on.
I am sure that Ashley is an important part of the business and success, but does anyone know if she flies or is in training? It would be some great video; Jason giving instruction.....
Thanks for the demo. We all know how important, and required it is to know the airport we depart from, or arrive at for several reasons, including the engine failure possibilities you mentioned. What I have included in my list of safety requirements, with no advertising intentions, is using Google Earth or Google Maps to visualize what is after the end of the each runway for any possible emergency landing below 1,000 ft. Do you think this is a good practice, or know a better way to do this? I mean, what if I don't have enough time, or if there is no options at the arrival field? Thanks for sharing.
I also use Google Earth for that purpose, but once its graphics/images are not in real time, I only use it together with VFR/IFR charts to verify if anything were added to the surrounding airport area. Keep up the good work.
With general aviation fuel on board, the chance of the 0320 engine failing due to a mechanical problem is pretty rare..However one can get caught.(pretty rare) I had one that failed at 300ft ignitation failure,but managed to put the aeroplane back on the ground. Getting an O320 engine failure is pretty rare.
My instructor demonstrated the impossible turn after take off in a C172m at 700'AGL for low and over from 24 back on another runway 06. Wow! But when you are not expecting it, I think you would need that 1000' buffer for new pilots, and not every scenario will have another runway. Even with just 6 knots of downwind for emergency landing, it's intense to actually stop. I saw someone attempt that at night with what looked like 20 flap and they couldn't do it in a 172 on a 4000' island runway - no floats. My instructor advises full flap with the expectation of going in the water on said island airport even with full back pressure and firm braking.
Nice! It's a very good idea to brief engine loss scenarios prior to take off so it stays fresh in your mind. I use the simulator to try things that I would never do in a real airplane. I've practiced the impossible turn in the simulator and can get it about 50% of the time. The turn has to be steep and managing the pitch with this is difficult. If you think you can do the impossible turn try it in a simulator and you will see why it is call the impossible turn.
Every single video I'm finding is saying "thirty degrees left & right, that's you're window". But my local airfield's main runway goes straight out over the water! I'm starting to think that if I ever have an engine failure on take-off, I'm going to end up ditching. Not a fun concept in a fixed-gear aircraft like a 152 or PA-28.
You were lucky to have a field straight ahead. What would the correct action have been if there were trees ahead? Please explain why there’s a 1,000 foot agl rule against a turnaround if there’s no option straight ahead.
Not turning back below 1,000 ft AGL makes sense and is something I brief before every departure. However, what would you do if you lost your engine on the crosswind leg between 700 ft AGL and 1,000 ft AGL if doing a downwind departure or staying in the pattern?
IF you are at your HOME field THEN have emergency landing areas picked out AHEAD of time - perhaps several based on altitude (below turn around option) and certainly for each end of the runway(s). I can think of situations where I would take the option to land on the runway even if I thought it was too short to make a full stop - 1- if I knew ahead of time there were no good options for an emergency landing no big fields, no good highway etc... 2.. if I did a quick glance at an unfamiliar airport and saw no good emergency spot to put down Even if I could not do a full stop on the available runway left I WOULD be able to slow down some there might be some runoff area at the end of the runway I could always do a deliberate ground loop when I reached the end of what runway I had and that would probably be better than falling from the sky AND if you land on the runway and do the best you can you probably are not going to put any innocent civilians at risk like you might if you fell from the sky who knows where - school ? apartment building?.....
Okay, so...and I truncate... 1. 70/65 2. Mixture 3. Fuel shutoff valve 4. Ignition 5. Flaps 6. Master 7. Cabin Door 8. Land I don’t have time to think beyond item 1, maybe 2. I don’t understand the order necessarily, and I don’t understand why the throttle didn’t make the list. Also, why unlatch the cabin door?
Part of it will depend on the environment and when the actual engine failure occurs. If it happens at only 100ft you will only have time for a few things, where as at a higher altitude you may have time to run through all those items. The most important thing is to fly the airplane first !
@@MzeroAFlightTraining Thanks so much, Jason. You know, I would love to see MZeroA do some animations that help pilots visualize wake turbulence. I saw that your team is working on advanced animations, which is something I would have done years down the road if somebody else had not. I'm just working on my PPL, but as a teacher whenever I am learning something I am immediately thinking about how I would present the material to future students. Great job!
I had an engine failure in a C150, which is very rare. It, wasn't fuel starvation. At 300ft you need to move fast. I did a wing over which saved the day and landed back on the runway. My comment, if your a private pilot, its money in the bank to have learnt some wing over procedure as your will use it during your flying career.. A great maneuver to get right. Basically its a flying and gliding turn with the ball in the center. But developed greatly from a normal fixed altitude turn. Worth learning and and keep practicing them. One will get a stall warning at the top. The thing you have to remember is the C150 is a very happy spinning aircraft. I had a flight testing officer ask me to do one once in a CPL renewal.
I flew a Cessna at Whiteman in Pacoima, CA. First real flight for me. The climb out is over densely packed houses and other buildings. In the back of my mind I was thinking, man, if the engine quits at 100 feet we're probably dead.
Hello! That's why it's always important to be thorough with your preflight planning, briefing and your runup. Make sure if taking off in a densely populated area that you're taking extra precautions. Thanks for the comment!
Amen, specially with old airplanes that is commonly used for training, the amount of parasitic drag we have in those makkes the impossible turn much more impossible
Thanks for posting! So.... what if you are at 200-250 feet AGL, then lose the engine AND have no usable runway left? Then what? Same as the latter part of the video - use the 60 degrees rule?
Hey Bryan! In that case look for anything you can see out of the front window. You don't want to turn too much at that low of an altitude. Thanks for watching!
good video on that turn. I did the impossible turn in a Cessna 150 H. engine quit over the numbers, 9/27. made turn back ofabout 200 degrees, then right turn to runway heading. stall horn on all the way around, just made runway, thanks to longgrass strip on end of runway. will never do it again. fate might not be on my side again.
I wonder if FI's out there actually teach the engine out with enough runway? If not, is it because the school says more risk to damage the aircraft or injury? Not sure. Its a good trait to have though.
If I ever get my cessna licence,my take off plan will be like,what if I lose engine at this critical point,take a google earth photos,go around the field,and check your emergency spots in case this happen,its easy if it is so early but if you are already ahead of runway its tricky, or if you are higher its easier,so make a plan to be prepared where to land in advance just in case,check fields,check highways,rivers,lakes,something straigh spacious and as much safe.. good luck
I subscribed but when I clicked the update bell it gave an error message. This happens on some other channels I subscribe to but not most. Maybe its something on your end you could check?
Hi sir .. I am very bad a t landing and this is the only one which is delaying me to get my solo. Could you please help me out. My approach speed gets less and i land in a drifting mannner..
Would it not be a good idea to execute a practice 180 degree (ok, 240 degree) turn with no power at a safe altitude to see how much altitude is lost in the turn to help understand the capabilities of your plane. I had a retired airline pilot debunk me on this point in an Aeronca Chief. He pulled power at 300' (I don't recommend), extreme left rudder and aeileron turn 180 and we had more than enough altitude. In fact, we would have had to perform a forward slip to get it landed by mid field. I realize personal and aircraft capability and expertise factor in here as well.
Jonathan Jones during my CFI training, my instructor did have me demonstrate the impossible turn at a safe altitude, to impress upon me how turning back to the runway below 1000' AGL can be a fatal decision if not performed perfectly. I now have all of my students do this as well, so that they can also see this firsthand.
Happened to the plane I soloed on last weekend. And the airport I fly from, if the engine quit at that height you're crashing into the berm at the end.
@@MzeroAFlightTraining when you come through Albuquerque I am guessing you go, perhaps, north and then East to get around the mountains, and avoid the restricted airspace in the south at White Sands Missile Range. I would have to look on a chart to see if the military aircraft retirement fields around Tucson are restricted airspace.
I heard of someone near Vancouver Canada surviving after being forced into a valley by cloud cover. He apparently stalled just before landing in the trees to minimize his speed going to the trees. Thought?
The only thing I'd do as well, try to get all the speed away before impact. I fly a high-wing plane with fixed landing gear and my airfield's right next to a river, which is unfortunately the only choice to land in between 200-500 ft above ground, in that case, I'd also try to get rid of any speed before impact. Best chances to survive, because that plane's gonna flip no matter what, need to stay conscious to get out
Happened to me at 40ft! almost exactly like this video, no time for flaps just land straight ahead and try to get it stopped by the end of the runway. I managed to get stopped only about 30ft from the end of the runway.
If you look at my home airport, KHUM, they’ve closed the smaller runway and just use the larger one. At either end of the runways there’s nothing but trees. What then?
There’s FAA information out there how to do forced landings into tress. Read up on that. I’m a pilot as well and would not turn back. Fly and land within 30 degrees of centerline and try to “hang” the plane in the trees with a nose up attitude so the lower part of the aircraft takes the brunt of the impact.
It depends on your goal. Do you have room to land straight ahead? Are you going for a field over some trees? Are you high enough to turn back and land?
Where I train , the runway is about 1300 meters and after that there are just houses ,high tension wires so we don't even stimulate this kind of situation. Its walton aerodrome lahore, Pakistan
Specter0420 do even know any pilot from Pakistan and for your kind information Pakistan is known for its best pilot in the world all the big airlines like qatar , emirates and etihad are filled with Pakistani pilot and even general aviation accidents are very rare in Pakistan
Specter0420 do even know any pilot from Pakistan and for your kind information Pakistan is known for its best pilot in the world all the big airlines like qatar , emirates and etihad are filled with Pakistani pilot and even general aviation accidents are very rare in Pakistan
It definitely depends on the plane. A cessna 172 will drop like a stone without any power while a Diamond DV20 would be able to do a 180 back to runway in 800 ft (if i remember correctly).
I have made the turnback at 500 feet many times in a cessna 172 I used to rent. The owner who is also an instructor required you to learn the maneuver before he would allow you to rent the plane. I do understand not tempting fate but I will never understand an unwillingness to learn a maneuver that has been shown over and over again to work with the appropriate training. And when he taught me, we didnt do it at 1500 feet, he pulled power at 500agl and made me take it all the way around and land - no simulations. I think people who disagree that this can be easily performed like to use the two second startle delay to prove it cant be done in demonstrations. I say any pilot not mentally spring loaded on EVERY takeoff to expect an engine failure should re-think their hobby/vocation.
To be clear and fair, every situation is different and obviously there are many factors to consider on the decision. But to write it off seems like willful ignorance to me.
If you are 500 feet on the Take Off leg, you can very easily turn back and land back from the other end on the Runway you took off from. I've done it hundreds of times to demonstrate it to my students.
I watched the video from another perspective......there they are, a disgruntled couple driving home while the husband is trying hard to explain himself the wife completely ignores him, doesn't say a word during the trip home but is thinking to herself "wait till we get home, you'll get what you deserve, I'm throwing all your stuff out of the house and I'm kicking you out with the dog"
Gary Veduccio I survived the impossible turn. At age 17 as a solo student pilot in a Cessna 150. Just as I crossed the end of the runway I started loosing power. Our only option was a football field too far to make. Instinct took over and I nursed a 180 and made a perfect roll to the gas pump landing. As a young and dumb student I did not fully understand the extreme risk and cause of the inside wing stall on a low speed tight turn. That was the first time I overtly realized that God was with me. I doubt I would have survived landing straight ahead as I was taught but for Gods plan I lucked out going back. For locations where there are no good alternate landing fields there are no good options. I’m now 71 and grateful to have lived to tell the story. The prop stood straight up at about 90 degrees to the runway. FAA found a flaw in cam bearing that froze up.
@mzeroa Jason, you saved my life a couple of weeks ago with engine failure. LOVE and value every video you have.
Wow! Glad you're okay! We appreciate the kind words!
You probably dont care but if you're stoned like me during the covid times you can stream pretty much all the latest series on instaflixxer. I've been streaming with my gf for the last weeks :)
@Quinn Messiah Yea, have been watching on instaflixxer for months myself :D
God Bless you Mr Parsley, I am a student pilot and I am practicing touch and goes, I love to fly.
the first time my instructor did this to me, I had no idea this was a thing so i quickly pushed the throttle back up and looked at him like "wtf are you doing?!"
HE IS AN IDIOT if he didnt demonstrate to you this before and planned before let you do it too.
I lost all power in an ultralight recently, 85ft after take off. I nosed it straight down and saw a hole in the hedge, slightly to my right. Put it down in the field and ran through the hedge, the fence wire caught us. No injuries. Thank you for your videos!
One of the reasons I've started memorizing all the emergency checklists. I'll be in my car at a red light and visualize the engine failure, then proceed calling out the checklist (airspeed, mixture to idle, flaps?, fuel off, etc) while physically going through a flow.
DRILL BABY, DRILL!!!...........It's not just for oil
Mixture to idle? Do you mean mixture rich? Or mixture set to what it would be set at if you were idling?
@@mochiman100 likely he is talking about prelanding checks in the event of an engine failure
@@chrishansen8026 Sure, but you should try and restart the engine before going through a prelanding checklist which is why I was confused. I suppose OP was talking about the checklist after attempting to restart the engine.
"Principle of Intensity", make that impressionable life-saving experience last a lifetime! Great video!
That is right. Mild Maneuvering emergencies practice dont teach as much as the "Turnback To Opposite" maneuvers..
The Law of Intensity. Fakes dont teach besides faking it. Dont trust pilots that cant even practice EFATO/LOLOT. If they cant do it even simulated, they will fuck up when real.
something similar happened to me when I first started fly. I wasn't paying attention and I forgot to do my before takeoff check list. so I put full throttle and forgot to put full mixture and fuel pump on and at 65kts I started to climb and all of a sudden we were not climbing anymore and my cfi had to take the controls and had to go through the flow mixture rich fuel pump on and he took the plane straight towards the runway and I we were going to crash but he gained speed full throttle and put us back into the ground effect and when he did that we started to climb again. That scared the hell out of me and I never forgot to use my check list ever again. I also wanted to say thanks for all the awesome videos I've learned so much from them and all the books I got
Truth his instructor should've double checked as well.
Sounds like he knew it would happen waiting to see if you would catch it
@@Mike-01234 --no way you will produce a real engine fail on take off like that.. What about if it happens at 200 feet and not 700 feet able to Turnback?? That CFI was asleep at the wheel..
@@feetgoaroundfullflapsC Yep either the CFI was really ballsy to think he can handle that situation, or what moat probably happened was he didn't double checked himself.
Would love to see a shot of the airspeed indicator during your first simulated engine failure just to emphasize how quick the reaction time needs to be to avoid a stall. Great video as usual my friend.
Why would any one dislike this? ...........Very good explanation, keep it up Sir!
Situations like that remind you that the most useless items in aviation are 'altitude above you' and 'runway behind you'! I came from a different era (1970)in aviation, but love your channel!
Good video in 4min! I'm a new low time pilot and must admit we didn't discuss the engine failure with un-useable runway left 50-100 feet off the ground. The startle factor is real especially when you are not expecting a failure! In all of my training we did NOT discuss the "impossible" turn for the very reason you mention (why try the impossible). Instead we had the 30/30 rule (30 degrees left/right) for crashing options. Lastly I was reading an article (AOPA article) on POH landing performance vs. real life performance (they tested the published). The results were a 30% difference then published (meaning you needed to add 30% to published numbers) to be actually accurate under specified conditions. This becomes VERY VERY VERY important during an emergency! 30% is a lot more runway than published, that's assuming all other factors are normal or working in your favor...
That being said, I actually lost power in a C-150 6 weeks ago at 400' AGL on climb out. I didn't mess around as I had a dried up soybean field (no crops in Ohio in March) in front of me. Fortunately was able to land without damage to persons, property, or aircraft. Left muffler blew out and melted down my master relay ground and P-leads. Fun times. My student who was with me thought it was awesome, my wife.... not so much.
Congrats. That is why i like to listen to the engine with headsets off before take off. I canceled flights due i hear the leaking mufflers. Had to explain to owner how the hot exhaust in engine area could burn things. The idiot took a while to understand. Many owners are rich guys due someone died and left them some money. But money cant buy smarts and talents..
I hope I am that calm if that ever happens to me! Jonathan is a great pilot and a great instructor.
Jeez.
CFITOMAHAWK2 only about 16-20% of millionaires inherited $100,000 or more in the US. Everyone else worked for it.
Wow, that student has a good stomach for flying!
This is something I have been discussing at our monthly Civil Air Patrol safety briefings; the Impossible Turn probably IS!
Wow, Jason, thank you! FULL DISCLOSURE: I am a rusty pilot, but am working through renewing my medical and then a flight review so I can get back in the sky with the Civil Air Patrol. I learned to fly in 1979. I am the Safety Officer for the Fox Valley Composite Squadron, Illinois Wing.
Oddly enough, I get one or two very experienced pilots debating me on this, “Well, John, if you are high enough…” Yeah, I get it, but if you’re high enough you are farther away from the airport too!
I was taught exactly what you espoused in this video, 60 degree arc FORWARD. Make the best of it. Going forward when I get current (and a Form 5 checkout with CAP), I will use Google Earth to eyeball possible landing spots at the departure end of runways anyway, and plan accordingly BEFORE I yell “CLEAR”. So, I’ll have a contingency plan ready and waiting for me - just in case.
You’re right, when that mill goes silent, you have a few seconds of “Oh [Expletive Deleted]” and you lose that time. If you have are armed with a Plan B, then you can recover some time you lost.
The whole point of this video seems to be TIME. You don't have a lot of it in this part of the flight profile. I am an IT Project Manager by trade, and I work with risk management all the time. I have learned that the fewer options you give yourself, i.e. taking steps OUT of the process with their inherent decision points, you are able to focus on the limited venues available to you and can spend critical seconds making them better than trying to decide what to do while you're in a slight state of shock.
We're only talking one or two seconds here, but THAT'S ALL IT TAKES TO GET BEHIND THE AIRPLANE!
With your permission, I would like to show this important, and potentially lifesaving video at the first of the month when we have our CAP safety briefings for the air crews.
Thanks again for stressing a very important point!
You're exactly right, it's all about time. I'd also encourage your CAP wing to all go see Sully as well if they haven't, and pay particular attention to the scene [minor spoiler] at the NTSB hearing where they coordinate simulations with Airbus. If you react instantly, maybe, just maybe, you might make it back. But it's the time it takes to react, assess the situation, and determine your course of action, even if you have a plan, that really makes the turn impossible, and more importantly, UNSAFE.
It depends on the aircraft of course. I earned my PPA on a PA11 and I can tell you with 500ft you have eons to think what to do hehehe... with a C172... that's a different story of course. Good video!
Last Sunday I lost all power at 400 Ft AGL above the trees at the south end of the runway. I immediately nosed down and turned into the wind, keeping it coordinated while completing a 180 degree turn. I had so much altitude I had to use full spoilers to get down in time. Then I pushed the glider off to the side so the tow plane could land ;)
HA! You had me there. 400?!.....180 turn?!! How the hell?!!
I bet you were using your shoulder belts too!!
Frank Andrijeski Affirmative!
cool story, Im currently working on my gliders licens and we did a simulated engine failure in a motorglider at 250ft, a 180 turn and landing. No problem. :D
Its not just during or after take off, even doing circuits you not likely to make it back unless your late down wind. 1000ft glide range is only about 1.3nm in a C152. I love these videos! Your always very informative and give brilliant tips.
Thanks. Very important topic to me since I live on a grass strip with nothing but BIG trees at the ends. The big problem is if the engine quits when you said you were at 300' on the 2nd takeoff. I couldn't see anything but trees in front. What do you do? Not pretty, but it's something to think about before it actually happens one day. Keep safety belts very tight and check passenger's straps for tightness. I didn't see shoulder harnesses. That's a great mod to make on an older Cessna.
An EXCELLENT video! I am not a pilot, however I intend to get my private pilots license in the near future. I would love to take my son up to fly around and look at things or travel in our own plane. My biggest concern is safety. ESPECIALLY if I have my son onboard. I watch a lot of aviation videos and had most of my questions answered except for THIS one. You did a great job answering it! Best regards, JA
The only engine problems I have had on departure was carb ice in a C152, did my runup as normal pulling carb heat on for a few seconds before departure. Applied full power all normal then around 300ft engine rpm starts varying between ~1800-2400rpm, took a few seconds to scan my instruments and pulled the carb heat on and all back to normal.
Great, I had that on a very misty day at 100 feet agl only. Leaned mixture and added half of carbo heat.. Solution. Then on downwind it started doing it again, even with carbo heat on juggling.. and mixture too.. This will be a full stop..
An excellent video which helps us all to remain proficient and safe. Thanks so much for all you do to add to add to our hobby/love of Aviation.
Have your CFI do that to you at night, with no idea it's coming. Happened to me and I performed it . My CFI was so impressed that you would have thought he won the lottery because I nailed it. He said 95% of the time he had to take control to nose over and land with other students.
What did you do exactly?
No good to make the student do something dangerous that CFI coward didnt want to demonstrate a few times FIRST. COWARD CFI DO THAT.
I own a Cessna 172 and this was useful because I haven't learned this yet I've subscribed by the way
I find it’s important to know your options at a given airport. My home field IZG, there’s a dirt road that I can hit if I make a shallow turn to the right when taking off from 32. I have a similar paved option from 14. After getting newly current (8 year hiatus)my instructor encouraged me to start flying a much tighter pattern in my 150. I have been shooting for maximum rate of climb to about 600’ AGL and making my departing turn sooner rather than later so I stay as close to the airport as possible in case of engine failure. I’m also keeping my downwind closer and turning base much sooner than I used to. It’s different than how I was originally taught, but it keeps me closer to the runway.
Thanks for sharing, Jaysen!
Climb at vy, Vx will overheat the rear cylinders. Learn LOTOT too.
The lack of time to react is also why you should always do a briefing before take off.
In case of an emergency before takeoff I am going to shut the throttle and come to a stop.
In case of an emergency during takeoff with useable runway left I am going to put the nose down close the throttle and land on the remaining runway.
In case of an emergency during takeoff with no remaining runway useable I am going to put the nose down, maintain glide speed, close the throttle and choose somewhere in front of me to land.
Sometimes for the last one I include things like turn immediately to the left if there is a field in that direction and houses straight in front. Also I mention any of the tall power lines depending on which runway I am taking off from. The airfield I fly from has 4 different runways, so I can be taking of in any one of 8 different directions, each has a slightly different best option.
In a no wind situation 1,000ft should be enough for me to get back down on a different crossing runway but it is not something that we even discuss in training, it's always pick something in front of you.
Oh and todays flight lesson for me is revision of EFATO an EFDTO. Engine failure during and after takeoff.
It's nice to see that this is also taught there in the US, it just solidifies how important it is not to turn back after EFATO and just pick an appropriate field to land on in front of you with insufficient runway remaining.
My home airport's pretty fun for that, in one direction I've got a small harbor and a river with just one single field that you can reach at around 600 ft above ground, in the other direction it's a village, with fields only coming up again at around 500-600 ft minimum, between 100 and those 500, the only choice is literally the river... not to mention that there's a bridge I could crash into as well. Beautiful airfield, but all the more beautiful and interesting it becomes, the more dangerous they usually are as well
That is all fine and good. What about when that shit happens at NIGHT!? You gunna make that field, yeah?
With a wind 10knots a from side a bit, I practice it at night many times on my Cherokee. From 500 agl if you climbed at over 800 feet per minute. Nose down, coordinated 45 bank a Vglide, no stall warning at low altitude, please.. Fun to do 4 or 5 at a time.. No traffic at night at all, and you can see the lights, runway is 4,000 long. If you make a shallow climb, you cannot do this Turnback, even over 1,000 feet agl.
He clearly demonstrated and talked about that it's the impossible turn! no you won't make it
@@apilotbgsu172 I was his CFI, with some wind you can if low useful load. But that is the bare minimum for that. We also take of slanted just in case. 4,600' long ruway we had.
Jason, I love all your videos. I've had my private for just over a year now. Your video makes me want to go out in the practice area and try the 'impossible turn' (at a safe altitude of course) and see how much altitude I chew up.
Really helpful video demonstrating why it's called the impossible turn. I have only one question. Despite how unlikely a successful outcome would be if you DID try and turn to make the landing, what if that 60º available to you directly in front ALSO offers no chance to land safely. Say it's mountainsides or just a forest where all you can do is crash into trees. An unpleasant list of options, to be sure, but my question is, in that situation, would you try to make the turn because as bad as it is; it's your best and most survivable probability?
Hello!!
This is a great, but also tricky question. It's always in the best interest of the PIC to pick the safest course of action. Banking to make the impossible turn could be the worse of the 2 options. Landing on a road, or even tree tops could be safer but It is all going to come down to your preflight briefing and the knowledge of the airport you're flying at.
It's also important to remember that you must brief the altitude that it is safe to turn around usually 800-1000ft AGL). If you're above that, it can be safe to return to the runway.
Thanks for reaching out!
@@MzeroAFlightTraining Hey, I figured, for the "impossible turn" maybe I should pose the "impossible question"? Seriously though, that was a great answer. Thank you!
I love this video, very useful and I was looking for just this, thank you so much
Thank you. I had a disagreement with another pilot who videoed a turn back in a Jabiru 230 claiming only a 150 foot loss in height. I argued that he did this manoeuvre at cruise speed not Vx or Vy as in a climb and probably not turning from full into wind to downwind where I think you would lose even more height than usual. Thank you for clarifying and reconfirming this is not safe when under 1000’.
azharc123 Height loss would be the same regardless of wind . A stiff headwind would get you back to the field quicker of course, but then you’d run out of control sooner on the subsequent downwind landing when your roll-out speed was about the original headwind speed.
Gliders don’t normally try that if the original headwind component is much above 20kts or so , but in their case a straight ahead landing in those conditions is slow enough to make it an even bet.
good video showing how quick things happen but I can't help but wonder how can you know the airspeed is really alive and engine/oil gauges are in the green without looking twice ? My instructor(s) drilled me for that and for good reason. Never go airborne with a problem you see on the ground if it can be avoided.
Great video! Could you do a video on non towered airports and practicing evasive maneuvers to avoid collisions?
A great video. Its amazing to see that aircraft drop like a stone with a dead stick and no flaps.
OK, if you are too low, no turn-around. Fly the 60 degrees and find a spot to land. This works well in Kansas wheat fields. How does it work in the mountains?
Painfully and expensively.
It doesn't! :)
Still better than stalling in a turn at 200 ft.
Aim for the pines, much softer than hardwoods :P
A slow controlled crash into trees is survivable majority of the time.
Real deal at UND back in 89. Short field takeoff, the plane was fresh out of maintenance which made me worried, lost power around 300 feet, but luckily we took off on 36R and had runway 9-27 to land on.
Love the videos, Great refresher videos.
She’s thinking… oh boy what’s he gonna do now…? Lol. Love it. Best instructor ever.
I am sure that Ashley is an important part of the business and success, but does anyone know if she flies or is in training? It would be some great video; Jason giving instruction.....
Thanks for the demo. We all know how important, and required it is to know the airport we depart from, or arrive at for several reasons, including the engine failure possibilities you mentioned. What I have included in my list of safety requirements, with no advertising intentions, is using Google Earth or Google Maps to visualize what is after the end of the each runway for any possible emergency landing below 1,000 ft.
Do you think this is a good practice, or know a better way to do this?
I mean, what if I don't have enough time, or if there is no options at the arrival field?
Thanks for sharing.
Paulo Goulart pull the chute
I also use Google Earth for that purpose, but once its graphics/images are not in real time, I only use it together with VFR/IFR charts to verify if anything were added to the surrounding airport area.
Keep up the good work.
Short video but great lesson
With general aviation fuel on board, the chance of the 0320 engine failing due to a mechanical problem is pretty rare..However one can get caught.(pretty rare) I had one that failed at 300ft ignitation failure,but managed to put the aeroplane back on the ground. Getting an O320 engine failure is pretty rare.
My instructor demonstrated the impossible turn after take off in a C172m at 700'AGL for low and over from 24 back on another runway 06. Wow! But when you are not expecting it, I think you would need that 1000' buffer for new pilots, and not every scenario will have another runway. Even with just 6 knots of downwind for emergency landing, it's intense to actually stop. I saw someone attempt that at night with what looked like 20 flap and they couldn't do it in a 172 on a 4000' island runway - no floats. My instructor advises full flap with the expectation of going in the water on said island airport even with full back pressure and firm braking.
you should ALWAYS expect it
Nice! It's a very good idea to brief engine loss scenarios prior to take off so it stays fresh in your mind. I use the simulator to try things that I would never do in a real airplane. I've practiced the impossible turn in the simulator and can get it about 50% of the time. The turn has to be steep and managing the pitch with this is difficult. If you think you can do the impossible turn try it in a simulator and you will see why it is call the impossible turn.
Every single video I'm finding is saying "thirty degrees left & right, that's you're window". But my local airfield's main runway goes straight out over the water! I'm starting to think that if I ever have an engine failure on take-off, I'm going to end up ditching. Not a fun concept in a fixed-gear aircraft like a 152 or PA-28.
You were lucky to have a field straight ahead. What would the correct action have been if there were trees ahead? Please explain why there’s a 1,000 foot agl rule against a turnaround if there’s no option straight ahead.
Nice video! Thank you!
Great stuff Jason!
Not turning back below 1,000 ft AGL makes sense and is something I brief before every departure. However, what would you do if you lost your engine on the crosswind leg between 700 ft AGL and 1,000 ft AGL if doing a downwind departure or staying in the pattern?
IF
you are at your HOME field
THEN
have emergency landing areas picked out AHEAD of time
- perhaps several based on altitude (below turn around option)
and certainly for each end of the runway(s).
I can think of situations where I would take the option
to land on the runway even if I thought it was too short to make a full stop -
1- if I knew ahead of time there were no good options for an emergency landing
no big fields, no good highway etc...
2.. if I did a quick glance at an unfamiliar airport
and saw no good emergency spot to put down
Even if I could not do a full stop on the available runway left
I WOULD be able to slow down some
there might be some runoff area at the end of the runway
I could always do a deliberate ground loop when I reached the end of
what runway I had
and that would probably be better than falling from the sky
AND
if you land on the runway and do the best you can
you probably are not going to put any innocent civilians at risk
like you might if you fell from the sky who knows where - school ? apartment building?.....
Great Video ! Got tons of fields near NW Illinois. Run some simulations in next lessons 🛩 !
Thanks for watching, Sagar!
Thanks for the info, awesome video
Okay, so...and I truncate...
1. 70/65
2. Mixture
3. Fuel shutoff valve
4. Ignition
5. Flaps
6. Master
7. Cabin Door
8. Land
I don’t have time to think beyond item 1, maybe 2. I don’t understand the order necessarily, and I don’t understand why the throttle didn’t make the list. Also, why unlatch the cabin door?
Part of it will depend on the environment and when the actual engine failure occurs. If it happens at only 100ft you will only have time for a few things, where as at a higher altitude you may have time to run through all those items. The most important thing is to fly the airplane first !
@@MzeroAFlightTraining Thanks so much, Jason.
You know, I would love to see MZeroA do some animations that help pilots visualize wake turbulence. I saw that your team is working on advanced animations, which is something I would have done years down the road if somebody else had not. I'm just working on my PPL, but as a teacher whenever I am learning something I am immediately thinking about how I would present the material to future students. Great job!
I had an engine failure in a C150, which is very rare. It, wasn't fuel starvation. At 300ft you need to move fast. I did a wing over which saved the day and landed back on the runway. My comment, if your a private pilot, its money in the bank to have learnt some wing over procedure as your will use it during your flying career.. A great maneuver to get right. Basically its a flying and gliding turn with the ball in the center. But developed greatly from a normal fixed altitude turn. Worth learning and and keep practicing them. One will get a stall warning at the top. The thing you have to remember is the C150 is a very happy spinning aircraft. I had a flight testing officer ask me to do one once in a CPL renewal.
Good info.
I flew a Cessna at Whiteman in Pacoima, CA. First real flight for me. The climb out is over densely packed houses and other buildings. In the back of my mind I was thinking, man, if the engine quits at 100 feet we're probably dead.
Hello!
That's why it's always important to be thorough with your preflight planning, briefing and your runup. Make sure if taking off in a densely populated area that you're taking extra precautions.
Thanks for the comment!
@@MzeroAFlightTraining Yes indeed! And thorough aircraft maintenance!
Nice Jason ! !
okay i have a question. if my runway goes towards a lake, do I have to ditch? i fly out of KNEW and that scares me a little :)
Amen, specially with old airplanes that is commonly used for training, the amount of parasitic drag we have in those makkes the impossible turn much more impossible
Thanks for posting!
So.... what if you are at 200-250 feet AGL, then lose the engine AND have no usable runway left? Then what? Same as the latter part of the video - use the 60 degrees rule?
Hey Bryan! In that case look for anything you can see out of the front window. You don't want to turn too much at that low of an altitude. Thanks for watching!
If no place to land, at 500 make the turn back to the runway, but DON'T pull back at all on the yoke.
good video on that turn. I did the impossible turn in a Cessna 150 H. engine quit over the numbers, 9/27. made turn back ofabout 200 degrees, then right turn to runway heading. stall horn on all the way around, just made runway, thanks to longgrass strip on end of runway. will never do it again. fate might not be on my side again.
I wonder if FI's out there actually teach the engine out with enough runway? If not, is it because the school says more risk to damage the aircraft or injury? Not sure. Its a good trait to have though.
It's a great thing to teach! Thanks for watching, Anton!
If you have a co pilot and your 1000ft plus should u ask them to try to start the motor so the pilot can focus on flying the plane?
so Jason what you said is anytime when your engine fails while taking off, I have to push my nose down right???
If you don't you will lose airspeed and the plane will stall and drop even quicker (like a brick).
This video helped me a plot thank you😄
If I ever get my cessna licence,my take off plan will be like,what if I lose engine at this critical point,take a google earth photos,go around the field,and check your emergency spots in case this happen,its easy if it is so early but if you are already ahead of runway its tricky, or if you are higher its easier,so make a plan to be prepared where to land in advance just in case,check fields,check highways,rivers,lakes,something straigh spacious and as much safe.. good luck
Jason, I have always wondered why you don't have shoulder restraints installed on your aircraft.
This is an older Cessna with seat belts instead of shoulder restraints
He is the kind of CFI that says.. I wont need them.. Seat belts are mostly for turbulence holding you.. You will catapult forward to hit your nose..
What do you think a minimum altitude would be if you had a parallel runway available?
How long is the runway you’re taking off from?
Looking for a place to land while trying to secure the instrument panel bezel that keeps falling off.
I subscribed but when I clicked the update bell it gave an error message. This happens on some other channels I subscribe to but not most. Maybe its something on your end you could check?
Excellent video mate!
Hi sir .. I am very bad a t landing and this is the only one which is delaying me to get my solo. Could you please help me out. My approach speed gets less and i land in a drifting mannner..
You are the best
Would it not be a good idea to execute a practice 180 degree (ok, 240 degree) turn with no power at a safe altitude to see how much altitude is lost in the turn to help understand the capabilities of your plane. I had a retired airline pilot debunk me on this point in an Aeronca Chief. He pulled power at 300' (I don't recommend), extreme left rudder and aeileron turn 180 and we had more than enough altitude. In fact, we would have had to perform a forward slip to get it landed by mid field. I realize personal and aircraft capability and expertise factor in here as well.
Jonathan Jones during my CFI training, my instructor did have me demonstrate the impossible turn at a safe altitude, to impress upon me how turning back to the runway below 1000' AGL can be a fatal decision if not performed perfectly. I now have all of my students do this as well, so that they can also see this firsthand.
I had engine quit at 85 AGL in cirrus, no useable runway
Happened to the plane I soloed on last weekend. And the airport I fly from, if the engine quit at that height you're crashing into the berm at the end.
That’s where you hope the city is not under you. Where I live in New Mexico there is lots of open land, and the small airports are away from the city.
That's a great point! Thanks for watching, Shawn!
@@MzeroAFlightTraining when you come through Albuquerque I am guessing you go, perhaps, north and then East to get around the mountains, and avoid the restricted airspace in the south at White Sands Missile Range. I would have to look on a chart to see if the military aircraft retirement fields around Tucson are restricted airspace.
Here at Plant City if you're taking off on runway 10 and the engine quits at 400 ft you're screwed. Nowhere to go for a safe landing
I heard of someone near Vancouver Canada surviving after being forced into a valley by cloud cover. He apparently stalled just before landing in the trees to minimize his speed going to the trees. Thought?
The only thing I'd do as well, try to get all the speed away before impact. I fly a high-wing plane with fixed landing gear and my airfield's right next to a river, which is unfortunately the only choice to land in between 200-500 ft above ground, in that case, I'd also try to get rid of any speed before impact. Best chances to survive, because that plane's gonna flip no matter what, need to stay conscious to get out
Happened to me at 40ft! almost exactly like this video, no time for flaps just land straight ahead and try to get it stopped by the end of the runway. I managed to get stopped only about 30ft from the end of the runway.
What does trimming your airplane or what is what you call poor man's autopilot
it's great thank you so much
i want to see a simulated engine failure at 250ft at over the end of usuable runway..please.
typically that would be an unlikely scenario.
Open field available? No? Brace for impact, hopes and prayers.
@@razorbackblood06 pretty much..just wanted to see an artists impression😄
If you look at my home airport, KHUM, they’ve closed the smaller runway and just use the larger one. At either end of the runways there’s nothing but trees. What then?
hard left rudder, aileron and return safely to the airport.
There’s FAA information out there how to do forced landings into tress. Read up on that. I’m a pilot as well and would not turn back. Fly and land within 30 degrees of centerline and try to “hang” the plane in the trees with a nose up attitude so the lower part of the aircraft takes the brunt of the impact.
@@dickjohnson6573 - Are you stupid or just imbecile???
If you had time to add or take out flaps with engine failure after takeoff what would be the best thing to do
On takeoff*
It depends on your goal. Do you have room to land straight ahead? Are you going for a field over some trees? Are you high enough to turn back and land?
The problem is, it doesn’t fail over the runway. It happens on the climb out!
Awsome demonstration thank you.
what about Full flaps when you still have runway ?
Where I train , the runway is about 1300 meters and after that there are just houses ,high tension wires so we don't even stimulate this kind of situation. Its walton aerodrome lahore, Pakistan
Ah Pakistan, where everyone that wants to learn to fly doesn't care to learn how to land.
Specter0420 do even know any pilot from Pakistan and for your kind information Pakistan is known for its best pilot in the world all the big airlines like qatar , emirates and etihad are filled with Pakistani pilot and even general aviation accidents are very rare in Pakistan
Specter0420 do even know any pilot from Pakistan and for your kind information Pakistan is known for its best pilot in the world all the big airlines like qatar , emirates and etihad are filled with Pakistani pilot and even general aviation accidents are very rare in Pakistan
0:30 that’s pretty cool
whats up Jason?
yo, my instructor says that we turn if we are over 600 AGL. (I fly a citabria 7ECA) is this a good idea?
It definitely depends on the plane. A cessna 172 will drop like a stone without any power while a Diamond DV20 would be able to do a 180 back to runway in 800 ft (if i remember correctly).
@@Mike-ff8wh C172's dont drop like a stone. Even a full gross. I fly Grumman Yankees.. That one will scare you the first few times you cut all power..
Please guys, get shoulder harnesses and head rests! It makes the difference between life and death in case of emergency!
the options you have are limited - hopefully there is some space ahead.
I have made the turnback at 500 feet many times in a cessna 172 I used to rent. The owner who is also an instructor required you to learn the maneuver before he would allow you to rent the plane. I do understand not tempting fate but I will never understand an unwillingness to learn a maneuver that has been shown over and over again to work with the appropriate training. And when he taught me, we didnt do it at 1500 feet, he pulled power at 500agl and made me take it all the way around and land - no simulations. I think people who disagree that this can be easily performed like to use the two second startle delay to prove it cant be done in demonstrations. I say any pilot not mentally spring loaded on EVERY takeoff to expect an engine failure should re-think their hobby/vocation.
To be clear and fair, every situation is different and obviously there are many factors to consider on the decision. But to write it off seems like willful ignorance to me.
@@xvxchronoxvx Or Willfull Cowardice. Practicing cowardice when things require courage instead.
This all works if you expect an engine failure.
If you are 500 feet on the Take Off leg, you can very easily turn back and land back from the other end on the Runway you took off from. I've done it hundreds of times to demonstrate it to my students.
I use 45° left or right of centerline
I watched the video from another perspective......there they are, a disgruntled couple driving home while the husband is trying hard to explain himself the wife completely ignores him, doesn't say a word during the trip home but is thinking to herself "wait till we get home, you'll get what you deserve, I'm throwing all your stuff out of the house and I'm kicking you out with the dog"
I have made the impossible turn possible with a CFI doing a sim engine out on takeoff...but it was in a lightsport
Gary Veduccio I survived the impossible turn. At age 17 as a solo student pilot in a Cessna 150. Just as I crossed the end of the runway I started loosing power. Our only option was a football field too far to make. Instinct took over and I nursed a 180 and made a perfect roll to the gas pump landing. As a young and dumb student I did not fully understand the extreme risk and cause of the inside wing stall on a low speed tight turn. That was the first time I overtly realized that God was with me. I doubt I would have survived landing straight ahead as I was taught but for Gods plan I lucked out going back. For locations where there are no good alternate landing fields there are no good options. I’m now 71 and grateful to have lived to tell the story.
The prop stood straight up at about 90 degrees to the runway. FAA found a flaw in cam bearing that froze up.