UPDATE 3/3/2022 Kevin's insurance will not cover the loss of the engine as he successfully saved the airplane in this forced landing. We are starting a 'Go Fund Me' campaign to help recover his losses here: www.gofundme.com/f/help-kevin...
If he wishes to choose a different crowd-funding site I'd gladly support him, but GoFundMe can suck rocks after conspiring to steal over 10 million dollars from Canadian supporters of freedom (and ultimately being forced to return the money they received under false pretenses) I will NEVER support GOFUNDME again Insurance companies give lawyers a good name.
@@RexMagnumNo not by feel.. far from.. PilotOp Handbook POH for every aircraft specifically has detailed speed, distance glide performance tables to know that ac unique capabilities ( as done performed by an experienced test pilot w a brand new aircraft of that model and type)... lot of data info available to pilots who supposed to know learn train for these type emerg landings... but pilots good ones.. do know from experience fly plane goodseatofpants " feel" esp helps w this type deadstick gliding landing... but gotta know the data speeds and feed too.
The motor in my car let go. Let’s start a go fund me. That engine failure is part and parcel to owning and operating a mechanical device. If he can’t afford it he shouldn’t be involved.
Wait you mean to tell me he didn’t immediately bail out and pull chute with a selfie stick?!? I thought that was the first item on the check list these days!!
I'm a 3300 hr retired AF bomber pilot, and I experienced an increased heart rate and sweaty palms watching this video--especially during the turn to final. OUTSTANDING job!!
SEL-COML - same reaction here...the diving turn to short final? kick out over the numbers?...he had some 5-7,000 feet of runway...but you can't argue with success. A VERY well executed maneuver.
@@bbt305 not aware of any single engined aircraft with a feathering prop....that's reserved for multi engine aircraft. In a single, you want the prop to windmill during an engine failure (obviously not possible in a case like this, which was a very catastrophic failure!). A windmilling prop is an engine that can potentially restart when running the engine out checklist. It also creates less drag than a stopped prop. In a multi engine aircraft, the drag/excess power (airplanes perform on excess power) is much more critical, so you feather the prop on the failed engine. On most piston twins, a single engine failure creates an 80% reduction in excess power!
@@brentboswell1294 I am not proficient in aviation. Just did my discovery flight. Thank you. Sorry if the question was ridiculous. Learning one question at a time.
Had this exact experience in a PA 46 Malibu when a wrist pin in the Continental engine broke and the prop was frozen just like this one. Happened at 13,000 and fortunately in daytime and good weather. Best landing I ever made. My wife who was with me at the time immediately reminded me I could do this as I had just recently practiced at the Piper plant in Vero Beach. She gave me a chunk of the piston mounted in lucite as a reminder.
2 questions, one answer: How do you get to Carnegie Hall? How do you get to the runway with a deadstick engine? Answer: Practice. You practiced, and you made it down safely with your lovely bride. Bravo.
@@lesmorgan5865 What you said doesn't sound sexist to me, but I'll add the fact that there's also plenty of guys out there that would get shrieky in that situation too! 🤣
That was simply beautiful. AOPA needs an interview with this gentleman. I can’t imagine that I would have been as calm and professional as this pilot. Juan Brown’s analysis was spot on. It simply could not have been handled better. Hats off to this pilot. If the airlines are not approaching this guy aggressively, something is wrong.
Random thinking out loud....it helped he had a good geographic awareness by his quick recognition of the probable airport ahead of him. That engine had to sound like a 155mm shell exploding, at least to a pilot or passenger. Next sound would be my pants exploding.
@@cessnatwoohfive1989 Excellent job sir! I’m glad you brought it down safely and in perfect textbook fashion. I’d be interested in knowing what the root cause failure was that caused such catastrophic engine failure. The next time you fly will you be wearing a skydiving parachute with fire extinguishers in your pant legs? J/K!
That "pilot's prayer" was fu@kin spot on...best part of the video! Knew what to do, and just needed to quickly remind himself what he was capable of doing.
Juan, it has always been my impression that you never enjoyed reporting on aircraft accidents/incidents, but that all your followers had sort-of forced you into to it due to the fact that you present the information with a professional, no b.s. take. The regular media has let us down time and time again on that front. This one is just the opposite, and we can see the twinkle in your eye as you narrate this pilot's very successful handling of a scary situation! Only thing Kevin should be disappointed about is the fact that now he has a dead airplane that needs a new engine and he didn't make it to his destination in Marysville. Hopefully, he didn't miss someone's birthday or anniversary on top of everything else!
I was on my way to pick my dad up to surprise my son for his birthday. Once I landed, I booked him an airline flight instead and then had a friend bring me a 182 and I flew back home. Surprise and birthday were still saved!
@@cessnatwoohfive1989 Congratulations on an excellent emergency landing! I’m not a pilot but it looked great to me! You can fly me around anytime sir! Big up’s from New Zealand.
Over 30 years later I can STILL hear my instructor say " FLY THE AIRPLANE" in an emergency. Fantastic example of keeping a clear level head when your only engine quits.
When I was flying routinely, I lost an engine twice (two different planes, fuel issue once and oil issue once) and was precisely over an airport both times. Both landings were uneventful. I suspect this guy is as thankful for this airport as I was for those under me.
I met a guy at Chino who spun the prop right off of his Q2 Quickie (VW powered), and landed on the 205 in LA. He acted like it was just another day flying a home built ;-)
I used to know a guy who was a private pilot, and he told me of a training flight where his instructor had him circle up to a thousand feet, and then told him, "this is a drill - your engine just stopped, where do you land." he said he looked around and then told the instructor he'd go for a field off to his left. the instructor said, "what's wrong with the runway directly underneath us?"
A customer with a business servicing helicopters had a serious problem. He was servicing the helicoper of a tuna boat somewhere in the Pacific ocean. He was doing a test flight to finish the service. Oil pressure went to zero. He did make it back. As he approached the helipad he saw plain as day the oil cap he left off. $$$$
Wow ! We really do live in miraculous times, to have this skilled pilot's POV in HD video available world-wide to anyone with access to RUclips! I'm 73 and began my lifelong electronics career hauling 1930s-vintage vacuum tube AM radios home from the landfill as a 12 yr old boy. Got them running again without electrocuting myself, and all else followed. Life is good!
That's actually somewhat similar to how I became an electronics hobbyist. I started off by salvaging components out of the oh-so-many CRT TV's and computer monitors that were rapidly becoming obsolete in favor of high-definition plasma screen and LCD TV's and monitors, as well as a fair few VCR's and printers too. You didn't even need to go to the dump to find them, the TV's were all over the place on practically every 4th street corner, with a big "FREE" sign on them. Heck one VCR I found in a grocery store parking lot cart return, just sitting there in a plastic bag! Haven't had the fortune to find a plasma screen TV available for tear-down yet, but I'd jump on the opportunity given the chance. The new LCD screens aren't as fun to tear down tho, the switch to surface-mount components means there's a lot less I can salvage that I can use on a breadboard, and 9/10 times the problem is that the power supply has failed in some fashion (usually the main filter caps dried out and then that made the main switching transistor fail, along with a bunch of other components, and good luck finding the part numbers anymore because half the time they've been laser-etched off the chips). You used to be able to actually FIX things, you know. I hate it that you can't do that with modern electronics, if you can find the schematic you can't find the chips, and if you can find the chips you can't find the schematic. If things had gone differently, right now I'd be fixing TV's and monitors and cellphones and the like. As it is, I took my electronics skills and applied them to auto repair at my dad's auto shop. I'm slow when it comes to changing tires and the like because I don't have the muscles my dad does, but I can get under a car's dash better than he can, and I've got the analytical kind of mind that you need when you're trying to diagnose and repair a vehicle with the check engine light on for a reason that only the scan tool will give you any clue about.
You're a living storybook. I wish more young people like me would appreciate and respect our elders; you all know a thing or two because you have seen a thing or two!
Commenting on the ATC aspect -- the controllers were very helpful without being too talkative, which is great. The first controller waited before getting the fuel & persons on board, and the tower controller stayed quiet to let the pilot concentrate on the landing. Unfortunately, some controllers talk far too much during an emergency.
That is so true. But I can say KMQY when I had an emergency he was very quiet on the radio. His only question was what is my intentions. I told him what my plan was. Then I asked him one question which he answered. Other than that nothing was said on the radio till I was in the roll out.
Hillsboro has more movements than PDX, due to the two teaching schools located at the airport and three busy FBOs. Those ATC controllers are fantastic. (I used to ramp at AeroAir, an FBO there.)
ATC has killed many aircraft with shitty guidance, nice to see them helpful in this case. See West Coast N9101 flt 956 which was descending into PDX from the South when ATC sent them into the mountains, this was absolutely stupid and ended up killing 9 of my dads friends and coworkers.
@@davidwelsh829 So sorry to hear about the loss of your father's friends and coworkers, my condolences. I confess that I was unfamiliar with that accident until just now, and while I agree that controllers can and do either cause some accidents or at least fail to help prevent others, that particular accident does not seem to be one of them. After reading the NTSB report including the note about lack of radar coverage below about 13,000 feet as was the case with the technology 50+ years ago, there is not even a single hint that the controllers at the time sent the airplane into the mountains. They cleared the airplane to 9,000 feet to keep them above the terrain, the pilots clearly readback 9,000 feet, and then for whatever reason they just kept descending. Because the airplane was below radar coverage, the controllers had no chance to catch the pilot's apparent mistake. Thankfully the technology has improved since then, and multiple systems on both the airplanes themselves (such as EGPWS) and with our radar equipment (such as MSAW) should help prevent anything like that from happening again. Again my condolences. I am interested in aviation safety and so will bend over backwards to track down flaws in the system, especially ATC ones since that is my profession. I just don't see anything like ATC stupidity being the cause of the West Coast 956 accident. It is not my intent to debate or in any way demean someone affected by that crash.
Hi Juan: What a great job with the commentary to talk those of us who have never flown a plane through what was going on, what he did right, and how everything transpired. Great video. Thanks very much for more fun with aviation.
I’ve always thought the “stick” in the term “dead stick” referred to the flight controls. Never really thought about it since I knew what it meant but the wooden prop origin makes more sense. Thanks for throwing that in.
KHIO is my home field. Of all the many things that went right for this pilot it was great that this happened on such a quiet day - this is consistently one of the busiest training airports in the western US with tons of international students.
As a gliding instructor with 50 years experience I would say good job, despite not having the glide angle I am used to. The last glider I owned would glide out around 60 miles from 9000 ft
Any of the Cessna 200-series have the gliding characteristics of a Grand Piano - with the lid closed (hence the 1000-1200fpm sink rate). That fact is actually an advantage once you are assured you will make it to a safe landing spot: The target (the runway) is quite large and easy to hit - after all you are approaching it like a dive bomber. On final in a 1:40 to 1:60 glider, the runway will be an infinitesimal target, you are coming in so flat! Fortunately for you glider pilots, you have speed brakes that make this a non-issue.
A classic! Should be included in every CFI toolkit. Thanks Kevin for showing us pilots what the real deal looks like. Oh and for the pilot prayer too! Juan, you nailed it… yet again.
AWESOME job Kevin! Instructor pulled throttle on me during first flight after a long time stuck on the ground. We were over a small airport near KCOS. I did a couple 360's to lose altitude. Was a little to the left of the runway on final. He said you got this so I did a touch-n-go and got back into the air. Made me feel good that I could do that after not flying for so long. I tell instructor to give me an emergency each time I go up. I want to make sure I know what to do if something happens.
Was supposed to see Hoover’s Commander tomorrow, but trip cancelled for weather. THIS was a decent consolation prize. I hope someone bought him a beer, or three.
Outstanding Pilotage! It's always fantastic to see ATC working seamlessly with pilots to help them coax their mortally wounded birds to the ground - safely. This pilot put on a 'skills clinic' for young, aspiring or student pilots on the way to properly handle an engine emergency. Let's not forget to give the ATC boys some credit as well!
Another excellent edition Juan. In 1976 my instructor who was an ex missionary pilot often had me doing dead sticks with engine shut down, to the runway at an Australian rural airport. Fortunately the airport was an ex WW11 facility with long runways. Valuable training that probably would not be possible today as most would have prop still rotating at engine idle.
Thanks Juan, I always wondered where the expression "dead stick" came from. It didn't make much sense if it referred to the control stick. And Kevin was absolutely perfect, fantastic job!
I remember all the times my instructor would yank the throttle to idle and shout "your engine just died, where you gonna land?". All that practice to give me the skills to handle if it ever happened and to hope that I would be as cool as Kevin if it ever did. That landing was perfect!
I just watched that one. I was very impressed with the pilot. The controllers did a fantastic job as well. In all these years I had never heard where the term dead stick came from. Now I know
The stopped prop probably gave him a 20% additional glide ratio, according to studies by Cessna back in the 1970s. The conclusion is that if you know your engine is dead at a high cruising altitude and there is no way to restart it, cut the mixture and raise the nose until the propeller comes to a stop. This is only if you need to maximize your glide. If you are already overhead the airport at a high altitude, it may not make a difference. But to stretch your glide, stop the prop. See: "The Proficient Pilot" by Barry Schiff 1980 pg. 59. Quote: " A windmilling prop creates more drag than one that is at rest....." Barry Schiff. This pilot was a real pro. Probably a CFI that did this hundreds of times with students and knew what he was doing. JMHO.
@T.J. Kong Yes, maybe so, but who's afraid of going that slow at such a high altitude? Especially in an emergency. We do it all the time when we "practice" stalls. One of the reasons we practice stalls is to get used to flying at the bottom of the envelope.
@@Markle2k True, just look at the picture of that displaced jug and the case fractures. But not all engine failures are due to broken parts. Sometimes pilots just run out of gas.
The Cessna 205 has a constant speed prop and can be feathered for better glide. But in this case with a frozen engine, feathering is not possible since feathering a prop requires rpm. A prop in feathered condition would appear from the pilot’s perspective as being a knife edge and not flat as in this video.
@@colinfitzgerald4332 It can be slowed by pulling the prop control aft, but it is NOT featherable. In almost every case, a feathering prop is only found on a multi-engine airplane.
Kevin showed how 'routine' an emergency should be! 👏The one thing we did on every single flight back in Primary Training (USAF, 1967) was to simulate the loss of engine power (Cessna 172). 😜We didn't know when it would happen, but we were always looking for a suitable place and constantly aware of the wind direction on the ground. It was the best confidence building lesson that we never hoped to execute. 👍
Wow! That was excellent! The weather was in his favor for sure! So glad he’s alright. Very emotional watching the professional rapport that people who are pilots and those who are in air traffic control have. Salute to all of you! 🇺🇸
Yes! Totally different to a pilot licence flight test when you had to do a power off landing from 3000 feet. That was stressful enough not knowing exactly when the flight test examiner was going to reach out & pull the throttle to idle.
Thanks Juan. that was fun! You may be right about the connecting rod failure but piston cracking or burns seem to more common. My brother-in-laws and had a new IO-470 shed the forward part of the case and prop on downwind departure in a D model 310 out of Hood River over the Columbia River on hot day. He did a rapid power reduction after we experienced a moderate vibration to do a high base return landing, and that's when the prop parted company. Turns out oversized pistons had been installed and #4, #5 & 6 stuck the pistons in the top of the cylinders ripping the piston skirts and pins from the top of the pistons, shearing the crank and literally separating and sending #6 and prop to bottom of the river. There was a lot of smoke and even some fire for while until we got the mix cut. My Bother in law, a high time ATP/AI and Texas crop duster said "Damm I hate that! That was supposed to be the good one" The Engine Shop was good enough to swap send a replacement engine, plus a crank, case and and parts to rebuild busted one.?" So all ended well and it was a lesson on new engines and rapid power reductions
thanks for explaination of dead stick, been pilot for 40 years never knew that, couldn't figure out what no engine had to do with control stick haha . Always learn from you !
True Confession: as an aging never-a-pilot I always thought “Dead Stick” meant lack of control through the pilot’s stick!! So add this to my knowledge gained over several years of watching and enjoying Juan!!!
This was just so well executed. Great job on the pilot for maintaining control and ATC for getting the information from the pilot and helping him without talking too much. Just an amazing job by all involved. Thanks for covering this story Juan.
My first thought was: Altitude permitting, runway 31 is better - this low sun in your eyes could cause problems on final! The 4kt tailwind landing on R31 is a non-issue. Kevin handled this like a true Pro, he was way ahead of both the situation and the aircraft throughout. Hats off, Kevin! I started flying in 1973, retired from airline flying in 2015 but still flying private. I have 2 dead-stick landings in my logbooks so I can truly say "Been there, done that". No matter how calm you are during the actual crisis, your hands will still be shaking when you exit the aircraft. Bloody adrenaline mucking up your post-crisis "cool"!
Love to know more about this pilot. Best part for me was in this situation to observe smoke and move runways, then get that call backed up by tower wind report. Reminds me to always look outside and observe conditions and not just take in data. Great Job!
I live about 8 miles from Hillsboro Airport. This is probably the only time I will see this view of the runway and the inside of the airport. Great landing and great video, Juan!
That was educational and a nail-biter. I just started private pilot training a month ago in a Cessna 172 (how original!). We've practiced engine out two times already. Both times, from about 3,000 feet AGL, I had time to pick a landing spot and maneuver to get lined up at about 500 ft AGL. Lots of flat dirt roads to choose from south of Chandler, Arizona. I'm looking forward to more practice like that, and I took away a few lessons from this event...be aware of your alternates, and ask for help from ATC. Thanks, Juan.
I happened to also learn to fly out of P19 in Chandler and then Chandler Air Service. I practiced my engine outs in the very same spot. There are definitely a lot of off airport options out that way!
When I learned to fly in Australia I did just as you described, simulated down to 500' or 300' except it was in C152s then later 172s. After a while I started joining in the clubs monthly circuit competitions and I really struggled with what are called forced landings. In the simple form its a circuit where you go to idle on downwind as you pass the thresh hold. So its basically a power off base and final. But for major comps you start at 2,500ft direct over the runway into wind and do a full simulated forced landing all the way onto the runway. You get judged for both airmanship and the accuracy of the landing. Because I hadn't done any forced landing practice all the way to the ground I sucked at the landing and often overflew the landing zone. You need to understand in a forced landing you might not get 3-5,000ft of tarmac to land on. In the comps I flew full landing score was mains on the numbers. every 10meters away from that cost 10% of score. and outside the landing zone 80m (20 before the numbers and 50 after) was a fail. The basis for the comp was if you missed the zone you missed the runway. Luckily our club had a second field well out of town where there were no landing fees for members so I got to practice these full 2,500ft forced landings all the way to the tarmac. When you first try don't be surprised how far down the runway you float. If you watch this video again see how fast he's going over the numbers and he's got nothing but drag to lose that speed. That's great when you have 3-5,000 ft but horrible if the runway is 1,200ft. And worse if its a real emergency in something like a paddock with trees. I'm certain your instructor knows what I am talking about and knows somewhere you can do forced landing practice all the way down to the ground. Trust me, the first time you get it right will be a huge buzz and monster sense of relief that you now know for sure you can safely land a disabled plane.
Back in the day when a 172 cost 18 hr to rent and instructors were 10. One of my instructors flew Mosquitoes in WW 2, another flew Vulcans and a third flew Bird dogs for the Canso for Flying Firemen. On practice forced approaches remembering to apply some throttle briefly every 500 ft of descent.
@@rogerdickinson920 $18/hr - why don't you taunt us some more? Costs are a major issue with flying. It greatly reduces how well people are trained. These days I'd almost recommend people start with some glider flying. It costs a lot less, you get the basics of using your feet and you practice a forced landing every flight.
@@tonywilson4713 now you have the advantage of YT for tutorials and realistic vid games for simulators without the stress of ATC talking at a million words per minute getting drowned out by the engine. I’d definitely have a headset.
One chance to make the landing and he nailed the centerline and coasts to a taxiway. Superb! Great video as he was losing altitude at more than twice the normal rate of 500 fpm so you have to realize you must stay in close and make patterns 1/2 the typical distance to make it. Well done.Future shuttle pilot.
The best illustration of pilot skills is dealing with an emergency. This guy did very well. I'm sure his adrenalin was pumping, but he handled everything and got the plane on the ground with no additional damage. That engine case was seriously blasted apart.
This guy is Mr Perfect. I certainly would have come in higher and forward slip to lose some altitude in order to ensure not mis calculating by a 100 yards
If I were a pilot which I am not…I cannot imagine any higher compliment to my flying skills etc. than to have you praise my ability to get to the ground intelligently and safe!👍 LOVE YOUR CHANNEL. Keep the videos coming🛫
Outstanding. It's always a treat to watch an aviation video that doesn't end with sad statistics. Great job Kevin. You got it all right with no BS or drama. You didn't eff it up.
Love the Bob Hoover call out at the end. Watched him many times demonstrate his energy management routine at the Reno Air Races. A true aviation legend!
Wow, butter smooth landing right down the centre line! Fantastic job 👌 If he'd flown with a parachute, he could have been out of that situation in seconds though. 🤣🤣 Thanks for the excellent reporting as always Juan.
That was beautiful! I've fortunately have only had to do one of those and it wasn't as smooth as that but it got me on the runway with no damage to me or the aircraft.
@@tissuepaper9962 I'd make a joke about Ryanair pilots, but apparently they're trained to firmly plant the aircraft on the runway so that they don't have any hydroplaning issues if the runway is wet, so the "rough" landings are in fact apparently INTENTIONAL!
That was F-ing amazing and perfect! Who needs that engine anyway? The guy pulled it off so calmly and even with a hint of tense humor at times. Bravo! And as always, thank you Juan for bringing us this incredible content along with your concise professional and sometimes hilarious narratives!( love when you have to check your shirt to make sure your name is Juan Brown)
Really great to see and learn how an engine out can be managed so well. Priceless really to have that video and audio. I was way off on what the term dead stick landing means. Thank you Juan!
Me too, I had always thought that is was an unpowered flight and you only had the control stick to use. So technically, the space shuttle coming in for a landing should be a dead rocket landing?
I've been obsessed with aviation for 35 years and somehow I'm just learning this😂 makes way more sense than what I was assuming it referred to - pretty much what Bob said. I heard stick and made up my own meaning😂 stick is just early 20th century slang for prop
I’m a retired 32K+ hour ATP Rotor Craft Helicopter (SK92 and other types) This gentleman is a professional in every sense from start to finish. This is an example of the difference between a “pilot” and an “aviator.” Please don’t give up your “ hobby.”
Great aviation!! Perfect landing. He lands better dead stick then I do with a working engine. It's nice to hear of a good outcome for once. This man will never pay for a drink again! Rounds on the house tonight!!
At high altitude it looked like he could have just happily glided off into the sunset, since there were no visual references for the sink rate. But man, that last couple of thousand feet disappeared real quick during the landing pattern... what a perfectly judged final turn. Bravo!
Beautiful landing Kev! I saw Bob Hoover at an air show at the American Airlines facility in Tulsa several years ago. He did the dead stick routine in his Aero Commander. I started my career at the Aero Commander facility in Bethany, Ok. in 1972 and he'd come in there occasionally. I'm retired now after 48 years in the business and several companies.
I really loved your commentary Juan! Exactly on point and humorous to boot! 78Z did really well too. If it were me perhaps I'd have aimed for midfield then dropped flaps on final, but hey, he made it and did a good job.
Perfect. I love all of your postings Juan.. You put a lot of detail into your videos.. A lot of hard work compiling the videos for our enjoyment and great informative information. Don't know where you find all the time to do all of this and fly a B777 in between.. Thanks man
Absolutely amazing! To see this pilot glide the plane in - and his control during landing. And communication with the ATC. A model for all pilots to follow
I remember my instructor made me practice many engine out to a full stop in the pattern. Once in a gravel ag field in the practice area. All that before my first solo. Good instructor he was.
Best airmanship I've ever seen. I confess to having used the pilots prayer when I was transitioning from Cessnas to Cherokee. In my first landing in the Cherokee I didn't realise I had the radio button still pressed and everyone in ATC heard my prayer. I took some ribbing over that.
Thank you for another excellent analysis and insight. There are lots of lessons learned from this event. Great job by the pilot. He flew the airplane first.
if you're gonna have an engine out at 9500', the place to have one is with an airport 6 miles off your nose lol. Great job Kevin. Very professional. God's grace was sufficient for the day. You don't rate even a look from Probable Cause lol. And that's a good thing.
Great job Kev, that should be an inspiration video for others to see as well as part of their first lessons. Keep your focus on all the right things and you may get to see another day.
Much respect to this pilot for demonstrating how this scenario is SUPPOSED to work out. It's so encouraging to see that it really can be done. Too often we see the results of doing it the wrong way. This pilot is the real deal. He was fully aware that there were mistakes that could be made, and that HE was the one that needed to not make them. He remained in control of himself and his craft. Stellar job! Sencere and heartfelt thanks for chosing to share your experience with the rest of us. You will never know, but you most likely have saved at least one other life by sharing. Thanks again for your generosity.
![Megan Thee Stallion - Bigger In Texas [Official Video]](http://i.ytimg.com/vi/QxTkZTLWdo4/mqdefault.jpg)
UPDATE 3/3/2022 Kevin's insurance will not cover the loss of the engine as he successfully saved the airplane in this forced landing. We are starting a 'Go Fund Me' campaign to help recover his losses here: www.gofundme.com/f/help-kevin...
If he wishes to choose a different crowd-funding site I'd gladly support him, but GoFundMe can suck rocks after conspiring to steal over 10 million dollars from Canadian supporters of freedom (and ultimately being forced to return the money they received under false pretenses) I will NEVER support GOFUNDME again
Insurance companies give lawyers a good name.
I agree with Bill Brisson.
@@RexMagnumNo not by feel.. far from.. PilotOp Handbook POH for every aircraft specifically has detailed speed, distance glide performance tables to know that ac unique capabilities ( as done performed by an experienced test pilot w a brand new aircraft of that model and type)... lot of data info available to pilots who supposed to know learn train for these type emerg landings...
but pilots good ones.. do know from experience fly plane goodseatofpants " feel" esp helps w this type deadstick gliding landing... but gotta know the data speeds and feed too.
The motor in my car let go. Let’s start a go fund me.
That engine failure is part and parcel to owning and operating a mechanical device. If he can’t afford it he shouldn’t be involved.
@@kge420 yeh what's up beggin much for $$... heard he can afford it has few pretty pennies...smfh
Wait you mean to tell me he didn’t immediately bail out and pull chute with a selfie stick?!? I thought that was the first item on the check list these days!!
Yeah, where was the chute!!
I’ll bet he didn’t have 3 fire extinguishers strapped to his legs either! Amateur!!
Haha!!!
(I was waiting for this! ...heh heh heh..;)
Trevor Jacob has left the chat..
I'm a 3300 hr retired AF bomber pilot, and I experienced an increased heart rate and sweaty palms watching this video--especially during the turn to final. OUTSTANDING job!!
SEL-COML - same reaction here...the diving turn to short final? kick out over the numbers?...he had some 5-7,000 feet of runway...but you can't argue with success. A VERY well executed maneuver.
Thank you, for your Service!
Ohhh YESSSS ! ! ! !
As someone who's been there, that landing got me a little emotional too.
I think Brownie did too.
Juan, please get ahold of this guy and get an interview out of him? This was fascinating! Great narration too!
No feathering on this plane?
@@bbt305 not aware of any single engined aircraft with a feathering prop....that's reserved for multi engine aircraft. In a single, you want the prop to windmill during an engine failure (obviously not possible in a case like this, which was a very catastrophic failure!). A windmilling prop is an engine that can potentially restart when running the engine out checklist. It also creates less drag than a stopped prop. In a multi engine aircraft, the drag/excess power (airplanes perform on excess power) is much more critical, so you feather the prop on the failed engine. On most piston twins, a single engine failure creates an 80% reduction in excess power!
I’m def down for the interview. I thought the same. I often wonder if they really were as calm as they sound?? 👍👏🛩
@@brentboswell1294 I am not proficient in aviation. Just did my discovery flight. Thank you. Sorry if the question was ridiculous. Learning one question at a time.
@@bbt305 the most ridiculous question is the one not asked. Now you know. I wasn't trying to be rude, but I did try to answer the question factually 😉
Had this exact experience in a PA 46 Malibu when a wrist pin in the Continental engine broke and the prop was frozen just like this one. Happened at 13,000 and fortunately in daytime and good weather. Best landing I ever made. My wife who was with me at the time immediately reminded me I could do this as I had just recently practiced at the Piper plant in Vero Beach. She gave me a chunk of the piston mounted in lucite as a reminder.
Sounds like a good woman. I hope you are still together.
@@BryanTorok Almost 54 years.
2 questions, one answer: How do you get to Carnegie Hall? How do you get to the runway with a deadstick engine? Answer: Practice. You practiced, and you made it down safely with your lovely bride. Bravo.
Definitely best wife ever. You had good reason to marry her 54 years ago 😀
@@lesmorgan5865 What you said doesn't sound sexist to me, but I'll add the fact that there's also plenty of guys out there that would get shrieky in that situation too! 🤣
That was seriously impressive, utmost respect to the pilot. Stay calm, assess the problem, construct the solution, execute the plan. 👍👏👍
As an Air Traffic Controller for over 25 years, all I can say is, awesome flying and one of the best approaches to land I've ever seen.
I’m always happy to see successful emergency landings- Great , great job Kevin -
👍🏿
His calmness and radio etiquette was impeccable and exemplary throughout this event. Speaks volumes of his training and character.
Yes, that 'Ah shit, the engine just popped ' is appropriate
That was simply beautiful. AOPA needs an interview with this gentleman. I can’t imagine that I would have been as calm and professional as this pilot. Juan Brown’s analysis was spot on. It simply could not have been handled better. Hats off to this pilot. If the airlines are not approaching this guy aggressively, something is wrong.
Random thinking out loud....it helped he had a good geographic awareness by his quick recognition of the probable airport ahead of him. That engine had to sound like a 155mm shell exploding, at least to a pilot or passenger. Next sound would be my pants exploding.
Completely agree, Juan does a great job with these. I'd love to go on one of the AOPA/ASI videos and talk about the experience.
@@cessnatwoohfive1989
Well done sir! Stayed calm and put it down perfectly. Do an interview with Juan. We would all like to see that.
@@cessnatwoohfive1989 hell of a job sir! Cool as a cucumber under pressure!
@@cessnatwoohfive1989 Excellent job sir! I’m glad you brought it down safely and in perfect textbook fashion. I’d be interested in knowing what the root cause failure was that caused such catastrophic engine failure.
The next time you fly will you be wearing a skydiving parachute with fire extinguishers in your pant legs? J/K!
That "pilot's prayer" was fu@kin spot on...best part of the video! Knew what to do, and just needed to quickly remind himself what he was capable of doing.
Juan, it has always been my impression that you never enjoyed reporting on aircraft accidents/incidents, but that all your followers had sort-of forced you into to it due to the fact that you present the information with a professional, no b.s. take. The regular media has let us down time and time again on that front.
This one is just the opposite, and we can see the twinkle in your eye as you narrate this pilot's very successful handling of a scary situation! Only thing Kevin should be disappointed about is the fact that now he has a dead airplane that needs a new engine and he didn't make it to his destination in Marysville. Hopefully, he didn't miss someone's birthday or anniversary on top of everything else!
Well stated.
Excellent composure. Love that prayer.
I often felt he should change his channel name (or create a second channel) called the Disastilireo channel... 😁
I was on my way to pick my dad up to surprise my son for his birthday. Once I landed, I booked him an airline flight instead and then had a friend bring me a 182 and I flew back home. Surprise and birthday were still saved!
@@cessnatwoohfive1989 Congratulations on an excellent emergency landing! I’m not a pilot but it looked great to me! You can fly me around anytime sir! Big up’s from New Zealand.
Over 30 years later I can STILL hear my instructor say " FLY THE AIRPLANE" in an emergency. Fantastic example of keeping a clear level head when your only engine quits.
When I was flying routinely, I lost an engine twice (two different planes, fuel issue once and oil issue once) and was precisely over an airport both times. Both landings were uneventful. I suspect this guy is as thankful for this airport as I was for those under me.
I met a guy at Chino who spun the prop right off of his Q2 Quickie (VW powered), and landed on the 205 in LA. He acted like it was just another day flying a home built ;-)
I used to know a guy who was a private pilot, and he told me of a training flight where his instructor had him circle up to a thousand feet, and then told him, "this is a drill - your engine just stopped, where do you land."
he said he looked around and then told the instructor he'd go for a field off to his left.
the instructor said, "what's wrong with the runway directly underneath us?"
A customer with a business servicing helicopters had a serious problem. He was servicing the helicoper of a tuna boat somewhere in the Pacific ocean. He was doing a test flight to finish the service. Oil pressure went to zero. He did make it back. As he approached the helipad he saw plain as day the oil cap he left off. $$$$
Melted a hole in a piston, didn’t lose all the engine but most of it. Landed safely.
@@markhorton3994 nice
Wow ! We really do live in miraculous times, to have this skilled pilot's POV in HD video available world-wide to anyone with access to RUclips! I'm 73 and began my lifelong electronics career hauling 1930s-vintage vacuum tube AM radios home from the landfill as a 12 yr old boy. Got them running again without electrocuting myself, and all else followed. Life is good!
That's actually somewhat similar to how I became an electronics hobbyist.
I started off by salvaging components out of the oh-so-many CRT TV's and computer monitors that were rapidly becoming obsolete in favor of high-definition plasma screen and LCD TV's and monitors, as well as a fair few VCR's and printers too.
You didn't even need to go to the dump to find them, the TV's were all over the place on practically every 4th street corner, with a big "FREE" sign on them. Heck one VCR I found in a grocery store parking lot cart return, just sitting there in a plastic bag!
Haven't had the fortune to find a plasma screen TV available for tear-down yet, but I'd jump on the opportunity given the chance.
The new LCD screens aren't as fun to tear down tho, the switch to surface-mount components means there's a lot less I can salvage that I can use on a breadboard, and 9/10 times the problem is that the power supply has failed in some fashion (usually the main filter caps dried out and then that made the main switching transistor fail, along with a bunch of other components, and good luck finding the part numbers anymore because half the time they've been laser-etched off the chips).
You used to be able to actually FIX things, you know. I hate it that you can't do that with modern electronics, if you can find the schematic you can't find the chips, and if you can find the chips you can't find the schematic.
If things had gone differently, right now I'd be fixing TV's and monitors and cellphones and the like. As it is, I took my electronics skills and applied them to auto repair at my dad's auto shop. I'm slow when it comes to changing tires and the like because I don't have the muscles my dad does, but I can get under a car's dash better than he can, and I've got the analytical kind of mind that you need when you're trying to diagnose and repair a vehicle with the check engine light on for a reason that only the scan tool will give you any clue about.
You're a living storybook. I wish more young people like me would appreciate and respect our elders; you all know a thing or two because you have seen a thing or two!
I do that now whenever I find a Montgomery Wards Airline radio. I use KFAB as my test signal to measure receiver sensitivity.
Commenting on the ATC aspect -- the controllers were very helpful without being too talkative, which is great. The first controller waited before getting the fuel & persons on board, and the tower controller stayed quiet to let the pilot concentrate on the landing. Unfortunately, some controllers talk far too much during an emergency.
That is so true. But I can say KMQY when I had an emergency he was very quiet on the radio. His only question was what is my intentions. I told him what my plan was. Then I asked him one question which he answered. Other than that nothing was said on the radio till I was in the roll out.
Hillsboro has more movements than PDX, due to the two teaching schools located at the airport and three busy FBOs. Those ATC controllers are fantastic.
(I used to ramp at AeroAir, an FBO there.)
ATC has killed many aircraft with shitty guidance, nice to see them helpful in this case.
See West Coast N9101 flt 956 which was descending into PDX from the South when ATC sent them into the mountains, this was absolutely stupid and ended up killing 9 of my dads friends and coworkers.
@@davidwelsh829 So sorry to hear about the loss of your father's friends and coworkers, my condolences.
I confess that I was unfamiliar with that accident until just now, and while I agree that controllers can and do either cause some accidents or at least fail to help prevent others, that particular accident does not seem to be one of them. After reading the NTSB report including the note about lack of radar coverage below about 13,000 feet as was the case with the technology 50+ years ago, there is not even a single hint that the controllers at the time sent the airplane into the mountains. They cleared the airplane to 9,000 feet to keep them above the terrain, the pilots clearly readback 9,000 feet, and then for whatever reason they just kept descending. Because the airplane was below radar coverage, the controllers had no chance to catch the pilot's apparent mistake. Thankfully the technology has improved since then, and multiple systems on both the airplanes themselves (such as EGPWS) and with our radar equipment (such as MSAW) should help prevent anything like that from happening again.
Again my condolences. I am interested in aviation safety and so will bend over backwards to track down flaws in the system, especially ATC ones since that is my profession. I just don't see anything like ATC stupidity being the cause of the West Coast 956 accident. It is not my intent to debate or in any way demean someone affected by that crash.
If you noticed , there was no nervessness in his voice . No fear shown just professional , the real caliber of this pilot . Great job ! James
When Juan congratulate you on your flying ability that is some compliment
I can't figure out how he got that much glide out of that Cessna with those big metal balls he was carrying. Great job pilot!
205 carries a big load 😁
Hi Juan: What a great job with the commentary to talk those of us who have never flown a plane through what was going on, what he did right, and how everything transpired. Great video. Thanks very much for more fun with aviation.
Agreed, that was fantastic!
I’ve always thought the “stick” in the term “dead stick” referred to the flight controls. Never really thought about it since I knew what it meant but the wooden prop origin makes more sense. Thanks for throwing that in.
KHIO is my home field. Of all the many things that went right for this pilot it was great that this happened on such a quiet day - this is consistently one of the busiest training airports in the western US with tons of international students.
It's right near Intel isn't it?
@@susandermond9254 Yes - a few of the different training patterns go directly over different parts of the Intel facilities.
If it had been a busy day ATC would have quickly cleared out the airspace and told everybody to go somewhere else for a bit.
I thought international students only wanted learn to takeoff.
The "smoke" that is referenced in the video is Intel's Fab!!
As a gliding instructor with 50 years experience I would say good job, despite not having the glide angle I am used to. The last glider I owned would glide out around 60 miles from 9000 ft
Any of the Cessna 200-series have the gliding characteristics of a Grand Piano - with the lid closed (hence the 1000-1200fpm sink rate). That fact is actually an advantage once you are assured you will make it to a safe landing spot: The target (the runway) is quite large and easy to hit - after all you are approaching it like a dive bomber.
On final in a 1:40 to 1:60 glider, the runway will be an infinitesimal target, you are coming in so flat! Fortunately for you glider pilots, you have speed brakes that make this a non-issue.
Sooo...as long as ya' had tha' glider with no Cessna 205 engine innit'...ya' got yer' 60...m'kay...
That glide angle i am also not amused too....
A classic! Should be included in every CFI toolkit. Thanks Kevin for showing us pilots what the real deal looks like. Oh and for the pilot prayer too!
Juan, you nailed it… yet again.
AWESOME job Kevin!
Instructor pulled throttle on me during first flight after a long time stuck on the ground. We were over a small airport near KCOS. I did a couple 360's to lose altitude. Was a little to the left of the runway on final. He said you got this so I did a touch-n-go and got back into the air. Made me feel good that I could do that after not flying for so long. I tell instructor to give me an emergency each time I go up. I want to make sure I know what to do if something happens.
1st day of pilot school. This is how it’s done. Instructor shows video. A true professional & a master at his craft. Thanks for sharing
👍🏻👍🏻🙃🙃
Was supposed to see Hoover’s Commander tomorrow, but trip cancelled for weather. THIS was a decent consolation prize. I hope someone bought him a beer, or three.
Outstanding Pilotage! It's always fantastic to see ATC working seamlessly with pilots to help them coax their mortally wounded birds to the ground - safely. This pilot put on a 'skills clinic' for young, aspiring or student pilots on the way to properly handle an engine emergency. Let's not forget to give the ATC boys some credit as well!
The pilot was so calm and professional. The plane didn't even bounce when the wheels hit. That's smoothest deadstck landing I've ever seen.
Pilot was a class act!!! He did everything that he was taught.
Pure excellence!
Keep calm and level headed and communicate clearly.
Thanks Juan!
Another excellent edition Juan.
In 1976 my instructor who was an ex missionary pilot often had me doing dead sticks with engine shut down, to the runway at an Australian rural airport. Fortunately the airport was an ex WW11 facility with long runways. Valuable training that probably would not be possible today as most would have prop still rotating at engine idle.
Thanks Juan, I always wondered where the expression "dead stick" came from. It didn't make much sense if it referred to the control stick. And Kevin was absolutely perfect, fantastic job!
I remember all the times my instructor would yank the throttle to idle and shout "your engine just died, where you gonna land?". All that practice to give me the skills to handle if it ever happened and to hope that I would be as cool as Kevin if it ever did. That landing was perfect!
He’s got a new nickname, “cool stick Luke”.
Damn good kid, damn good.
I just watched that one. I was very impressed with the pilot. The controllers did a fantastic job as well. In all these years I had never heard where the term dead stick came from. Now I know
I always thought it was you had no stick control(yoke).
@@billy-go9kx I'd heard that too... the yoke/stick felt 'dead' compared to powered flight.
Same here. I thought I knew but was way off😂 this makes way more sense
Nice to see he had a camera onboard to show off a great job of handling his aircraft and so glad he made it down safe.
The stopped prop probably gave him a 20% additional glide ratio, according to studies by Cessna back in the 1970s. The conclusion is that if you know your engine is dead at a high cruising altitude and there is no way to restart it, cut the mixture and raise the nose until the propeller comes to a stop. This is only if you need to maximize your glide. If you are already overhead the airport at a high altitude, it may not make a difference. But to stretch your glide, stop the prop. See: "The Proficient Pilot" by Barry Schiff 1980 pg. 59. Quote: " A windmilling prop creates more drag than one that is at rest....." Barry Schiff. This pilot was a real pro. Probably a CFI that did this hundreds of times with students and knew what he was doing. JMHO.
No need to raise the nose on this one. That prop isn't going to turn on this engine ever again. Or the other way around.
@T.J. Kong Yes, maybe so, but who's afraid of going that slow at such a high altitude? Especially in an emergency. We do it all the time when we "practice" stalls. One of the reasons we practice stalls is to get used to flying at the bottom of the envelope.
@@Markle2k True, just look at the picture of that displaced jug and the case fractures. But not all engine failures are due to broken parts. Sometimes pilots just run out of gas.
The Cessna 205 has a constant speed prop and can be feathered for better glide. But in this case with a frozen engine, feathering is not possible since feathering a prop requires rpm. A prop in feathered condition would appear from the pilot’s perspective as being a knife edge and not flat as in this video.
@@colinfitzgerald4332 It can be slowed by pulling the prop control aft, but it is NOT featherable. In almost every case, a feathering prop is only found on a multi-engine airplane.
I love how much joy you got out of this incident. This was a truly amazing aviation emergency. I wish all emergencies could be solved so perfectly!
Kevin showed how 'routine' an emergency should be! 👏The one thing we did on every single flight back in Primary Training (USAF, 1967) was to simulate the loss of engine power (Cessna 172). 😜We didn't know when it would happen, but we were always looking for a suitable place and constantly aware of the wind direction on the ground. It was the best confidence building lesson that we never hoped to execute. 👍
Wow! That was excellent! The weather was in his favor for sure! So glad he’s alright. Very emotional watching the professional rapport that people who are pilots and those who are in air traffic control have. Salute to all of you! 🇺🇸
I am completely impressed. I've known many pilots in airplanes that are running properly that aren't as calm as that.
Kevin stayed cool and did a fantastic job getting that Cessna back on the numbers. Thank for a great video Juan.
This man is extremely calm and collective for this situation. I’d be proud to have him as my pilot!
Yes! Totally different to a pilot licence flight test when you had to do a power off landing from 3000 feet. That was stressful enough not knowing exactly when the flight test examiner was going to reach out & pull the throttle to idle.
Me too..😊
Thanks Juan. that was fun! You may be right about the connecting rod failure but piston cracking or burns seem to more common.
My brother-in-laws and had a new IO-470 shed the forward part of the case and prop on downwind departure in a D model 310 out of Hood River over the Columbia River on hot day. He did a rapid power reduction after we experienced a moderate vibration to do a high base return landing, and that's when the prop parted company.
Turns out oversized pistons had been installed and #4, #5 & 6 stuck the pistons in the top of the cylinders ripping the piston skirts and pins from the top of the pistons, shearing the crank and literally separating and sending #6 and prop to bottom of the river. There was a lot of smoke and even some fire for while until we got the mix cut.
My Bother in law, a high time ATP/AI and Texas crop duster said "Damm I hate that! That was supposed to be the good one" The Engine Shop was good enough to swap send a replacement engine, plus a crank, case and and parts to rebuild busted one.?" So all ended well and it was a lesson on new engines and rapid power reductions
Cool as a cucumber. I can only aspire to be that composed in that situation. So well executed! Well done!
I can guarantee that his heart would have been trying to tap dance out of his chest through most of that..
@@Agnemons Kim, he was probably too busy to get scared. His knees probably went weak when he say his engine afterwards.
Simply amazing, he handled that like a pro, did worry about non essential items, kept airspeed up to avoid the stall.
thanks for explaination of dead stick, been pilot for 40 years never knew that, couldn't figure out what no engine had to do with control stick haha . Always learn from you !
True Confession: as an aging never-a-pilot I always thought “Dead Stick” meant lack of control through the pilot’s stick!! So add this to my knowledge gained over several years of watching and enjoying Juan!!!
Great job. So cool and collected. Surprised he didn’t Ask for directions to maintenance on his rolling taxi.
Lol!
This was just so well executed. Great job on the pilot for maintaining control and ATC for getting the information from the pilot and helping him without talking too much. Just an amazing job by all involved. Thanks for covering this story Juan.
My first thought was: Altitude permitting, runway 31 is better - this low sun in your eyes could cause problems on final! The 4kt tailwind landing on R31 is a non-issue. Kevin handled this like a true Pro, he was way ahead of both the situation and the aircraft throughout. Hats off, Kevin!
I started flying in 1973, retired from airline flying in 2015 but still flying private. I have 2 dead-stick landings in my logbooks so I can truly say "Been there, done that". No matter how calm you are during the actual crisis, your hands will still be shaking when you exit the aircraft. Bloody adrenaline mucking up your post-crisis "cool"!
Get this guy on your show. I really want to know how much experience he has and have him walk us through his thought process.
Love to know more about this pilot. Best part for me was in this situation to observe smoke and move runways, then get that call backed up by tower wind report. Reminds me to always look outside and observe conditions and not just take in data. Great Job!
Wouldn’t see the smoke on an iPad either. Love how he handled everything
I live about 8 miles from Hillsboro Airport. This is probably the only time I will see this view of the runway and the inside of the airport. Great landing and great video, Juan!
That was educational and a nail-biter. I just started private pilot training a month ago in a Cessna 172 (how original!). We've practiced engine out two times already. Both times, from about 3,000 feet AGL, I had time to pick a landing spot and maneuver to get lined up at about 500 ft AGL. Lots of flat dirt roads to choose from south of Chandler, Arizona. I'm looking forward to more practice like that, and I took away a few lessons from this event...be aware of your alternates, and ask for help from ATC. Thanks, Juan.
I happened to also learn to fly out of P19 in Chandler and then Chandler Air Service. I practiced my engine outs in the very same spot. There are definitely a lot of off airport options out that way!
When I learned to fly in Australia I did just as you described, simulated down to 500' or 300' except it was in C152s then later 172s.
After a while I started joining in the clubs monthly circuit competitions and I really struggled with what are called forced landings. In the simple form its a circuit where you go to idle on downwind as you pass the thresh hold. So its basically a power off base and final. But for major comps you start at 2,500ft direct over the runway into wind and do a full simulated forced landing all the way onto the runway. You get judged for both airmanship and the accuracy of the landing. Because I hadn't done any forced landing practice all the way to the ground I sucked at the landing and often overflew the landing zone.
You need to understand in a forced landing you might not get 3-5,000ft of tarmac to land on. In the comps I flew full landing score was mains on the numbers. every 10meters away from that cost 10% of score. and outside the landing zone 80m (20 before the numbers and 50 after) was a fail. The basis for the comp was if you missed the zone you missed the runway.
Luckily our club had a second field well out of town where there were no landing fees for members so I got to practice these full 2,500ft forced landings all the way to the tarmac.
When you first try don't be surprised how far down the runway you float. If you watch this video again see how fast he's going over the numbers and he's got nothing but drag to lose that speed. That's great when you have 3-5,000 ft but horrible if the runway is 1,200ft. And worse if its a real emergency in something like a paddock with trees.
I'm certain your instructor knows what I am talking about and knows somewhere you can do forced landing practice all the way down to the ground. Trust me, the first time you get it right will be a huge buzz and monster sense of relief that you now know for sure you can safely land a disabled plane.
Back in the day when a 172 cost 18 hr to rent and instructors were 10. One of my instructors flew Mosquitoes in WW 2, another flew Vulcans and a third flew Bird dogs for the Canso for Flying Firemen. On practice forced approaches remembering to apply some throttle briefly every 500 ft of descent.
@@rogerdickinson920 $18/hr - why don't you taunt us some more?
Costs are a major issue with flying. It greatly reduces how well people are trained.
These days I'd almost recommend people start with some glider flying. It costs a lot less, you get the basics of using your feet and you practice a forced landing every flight.
@@tonywilson4713 now you have the advantage of YT for tutorials and realistic vid games for simulators without the stress of ATC talking at a million words per minute getting drowned out by the engine.
I’d definitely have a headset.
One chance to make the landing and he nailed the centerline and coasts to a taxiway. Superb! Great video as he was losing altitude at more than twice the normal rate of 500 fpm so you have to realize you must stay in close and make patterns 1/2 the typical distance to make it. Well done.Future shuttle pilot.
A competent pilot is beautiful to watch.
You certainly answered the pilots' prayer, Kevin. A superb display of airmanship.
That pilot did a great job landing. Thank you Jaun for the play by play for us non flying people!
The best illustration of pilot skills is dealing with an emergency. This guy did very well. I'm sure his adrenalin was pumping, but he handled everything and got the plane on the ground with no additional damage. That engine case was seriously blasted apart.
This guy is Mr Perfect. I certainly would have come in higher and forward slip to lose some altitude in order to ensure not mis calculating by a 100 yards
If I were a pilot which I am not…I cannot imagine any higher compliment to my flying skills etc. than to have you praise my ability to get to the ground intelligently and safe!👍 LOVE YOUR CHANNEL. Keep the videos coming🛫
Outstanding. It's always a treat to watch an aviation video that doesn't end with sad statistics. Great job Kevin. You got it all right with no BS or drama. You didn't eff it up.
Love the Bob Hoover call out at the end. Watched him many times demonstrate his energy management routine at the Reno Air Races. A true aviation legend!
After the last few weeks this world needed a happy ending for a change. Thank you Juan and mahalo!
Wow, butter smooth landing right down the centre line! Fantastic job 👌
If he'd flown with a parachute, he could have been out of that situation in seconds though. 🤣🤣
Thanks for the excellent reporting as always Juan.
This video is a perfect example of how to do it right! Well done 84Z!!! 👏👏 🤙
That was impressive. I don't think even Dan Gryder could find a nit to pick with the way Kevin managed the situation! Thanks Juan!
Wow! What a great job from the pilot and atc too...Hats off to them!
Happy endings are always inspiring. They empower people to know that in an emergency, you still can control your destiny.
That was beautiful! I've fortunately have only had to do one of those and it wasn't as smooth as that but it got me on the runway with no damage to me or the aircraft.
He landed better with no engine than some people can with two lol.
@@tissuepaper9962 you’re talking about me
@@tissuepaper9962 I'd make a joke about Ryanair pilots, but apparently they're trained to firmly plant the aircraft on the runway so that they don't have any hydroplaning issues if the runway is wet, so the "rough" landings are in fact apparently INTENTIONAL!
@@44R0Ndin "we paid to get 2.1g out of the landing gear, we're damn well gonna use all of it"
That was F-ing amazing and perfect! Who needs that engine anyway? The guy pulled it off so calmly and even with a hint of tense humor at times. Bravo!
And as always, thank you Juan for bringing us this incredible content along with your concise professional and sometimes hilarious narratives!( love when you have to check your shirt to make sure your name is Juan Brown)
Wow! Great staying calm and utilizing ATC to keep concentration up!
Geez! I’ve been flying since 1958 and a video like this STILL gets my adrenaline pumping’. NICE JOB. AND, THANKS Juan for another excellent narration.
Really great to see and learn how an engine out can be managed so well. Priceless really to have that video and audio.
I was way off on what the term dead stick landing means.
Thank you Juan!
Me too, I had always thought that is was an unpowered flight and you only had the control stick to use. So technically, the space shuttle coming in for a landing should be a dead rocket landing?
I've been obsessed with aviation for 35 years and somehow I'm just learning this😂 makes way more sense than what I was assuming it referred to - pretty much what Bob said. I heard stick and made up my own meaning😂 stick is just early 20th century slang for prop
I’m a retired 32K+ hour ATP Rotor Craft Helicopter (SK92 and other types) This gentleman is a professional in every sense from start to finish. This is an example of the difference between a “pilot” and an “aviator.”
Please don’t give up your “ hobby.”
First-class flying. Well done!
Excellent moment by moment rundown. Holy Cow. Just “plane” excellent job. I’d be kissing the ground. Thanks Juan.
Great aviation!! Perfect landing. He lands better dead stick then I do with a working engine. It's nice to hear of a good outcome for once. This man will never pay for a drink again! Rounds on the house tonight!!
At high altitude it looked like he could have just happily glided off into the sunset, since there were no visual references for the sink rate. But man, that last couple of thousand feet disappeared real quick during the landing pattern... what a perfectly judged final turn. Bravo!
Beautiful landing Kev!
I saw Bob Hoover at an air show at the American Airlines facility in Tulsa several years ago. He did the dead stick routine in his Aero Commander. I started my career at the Aero Commander facility in Bethany, Ok. in 1972 and he'd come in there occasionally. I'm retired now after 48 years in the business and several companies.
I really loved your commentary Juan! Exactly on point and humorous to boot! 78Z did really well too. If it were me perhaps I'd have aimed for midfield then dropped flaps on final, but hey, he made it and did a good job.
Perfect. I love all of your postings Juan.. You put a lot of detail into your videos.. A lot of hard work compiling the videos for our enjoyment and great informative information. Don't know where you find all the time to do all of this and fly a B777 in between.. Thanks man
Absolutely amazing! To see this pilot glide the plane in - and his control during landing. And communication with the ATC. A model for all pilots to follow
It’s amazing how slow it feels like he’s going, with only the slight bob of the video to tell it’s still playing.
I remember my instructor made me practice many engine out to a full stop in the pattern. Once in a gravel ag field in the practice area. All that before my first solo. Good instructor he was.
Amazing execution. A real feel good watch.
Wow! Nice job all around. I wonder what that sounded like inside the cockpit when the casting failed.
I think the pilot would find the lack of engine noise to be more unsettling.
Real loud for about a second or two, and then entirely too quiet all the way to touchdown.
only one feeling that exceeds knowing you have the runway like this. Excellent airmanship young man.
That was just sensational! What a textbook recovery.
As always, thanks much for sharing.
Steve
Best airmanship I've ever seen. I confess to having used the pilots prayer when I was transitioning from Cessnas to Cherokee. In my first landing in the Cherokee I didn't realise I had the radio button still pressed and everyone in ATC heard my prayer. I took some ribbing over that.
That was beautiful flying and decision-making. Well done, and a great analysis.
Thank you for another excellent analysis and insight. There are lots of lessons learned from this event. Great job by the pilot. He flew the airplane first.
That landing was SUPERB! Absolutely beautiful!
Nice piece of airmanship. All the elements of an excellent pilot: aviate, navigate, communicate. And remaining calm throughout the emergency.
if you're gonna have an engine out at 9500', the place to have one is with an airport 6 miles off your nose lol. Great job Kevin. Very professional. God's grace was sufficient for the day. You don't rate even a look from Probable Cause lol. And that's a good thing.
Awesome energy management ✈️ , outstanding airmanship 👨✈️
Great video Juan , as usual 👏
Why didn’t he simply bail out with his parachute and go-pro - that’s what you are supposed to do right?🤔
Excellent walk thru of the critical stages. Thanks Juan!
Great job Kev, that should be an inspiration video for others to see as well as part of their first lessons. Keep your focus on all the right things and you may get to see another day.
Now that is a pilot, great stick and rudder flying, and can now say he has flown a glider!
Great video and analysis! Thanks for your great work as always!
Much respect to this pilot for demonstrating how this scenario is SUPPOSED to work out. It's so encouraging to see that it really can be done. Too often we see the results of doing it the wrong way.
This pilot is the real deal. He was fully aware that there were mistakes that could be made, and that HE was the one that needed to not make them. He remained in control of himself and his craft. Stellar job! Sencere and heartfelt thanks for chosing to share your experience with the rest of us. You will never know, but you most likely have saved at least one other life by sharing.
Thanks again for your generosity.