Excellent question. You don't, you just do them. Each time you come around to the key take a look at the altimeter. If it is on, slightly low, or slightly high from the high key altitude start the approach. You need to execute steep spirals when at the high key and need to lose excess altitude. The reason for this is to allow you to pass the high key more often allowing for a higher chance of being at or near the optimal altitude for start of the approach. If you do long lazy shallow turns you will lose large amounts of altitude and may be 1/4 to 1/2 mile away (potentially going away from the high key) from the high key when the optimal altitude passes creating a real problem. Steep spirals keep the turns tight and disciplined. You will pass the high key typically every 300-500ft of altitude loss during a steep spiral lap. Do not worry about stalling, steep spirals are descending turns, the wing is unloaded, it cannot stall at 45 degrees unlike a LEVEL steep turn where you are loading the wing at slow speeds. Many pilots don't understand this. This is when you get an accelerated stall. Commercial students are taught steep spirals, it is not normally taught to private pilots which is unfortunate because it is a crucial skill required as part of the emergency landing procedure. Fly safe. One other note if you do leave the high key slightly high (+200ft) you have a couple of resources in your pilot tool kit (DO NOT DEPLOY YOUR FLAPS AT THIS POINT). My recommendation is to slip off the excess altitude in the downwind. You can also do S-Turns on final or extend the downwind slightly. I don't recommend extending the downwind unless you are an experienced pilot or have glider rating/experience as most powered pilots are poor judges of glide path and will end up going too far downwind causing them to land short. If you are slightly low leaving the key go directly to the numbers as you execute your 180, hold your glide speed religiously all the way to the threshold and do not deploy flaps until you have 150% no doubt know you will make the field.
@@FlyingWildAZ Deploying flaps at the last minute will help to stretch the glide if you find that you are a bit short, or can help to clear an obstacle (tree) if need be.
Fact : A Propeller is just a big fan in front of the plane to keep the pilot cool. When it stops, you can actually see the pilot start sweating!. Ps: great landing
When I was learning to fly, EVERY approach was idle power abeam the touchdown point until touchdown. If I had to add power, that was a fail, and a data point for improving my technique. My instructor was my Dad, who was an IP in the L-19 in the Army. Today, I am a captain flying the A-320. The skill I gained from those early lessons continues to serve me well. Obviously, I never do power off approaches and landings in an airliner, but the application of this skill is not limited to power-off approaches and landings. Teaching this way allows the student develop the critical skill of energy management, which is usefull in many other circumstances. Thanks for the video! Nice job!
@@nickshelton8423 Yes really. And obviously traffic allowing. I learned at a smaller international airport with airline, GA, and military traffic, and even then we were able to do this. Sometimes ATC would clear us for a short approach to allow us to get in ahead of another aircraft. With a ten thousand foot long runway, you can pick your spot anywhere along there and go for it. They have since built a smaller parallel to that runway to allow for even more flexability.
A career military pilot and mentor I flew with a lot in the late 80s/early 90s would tell me that practicing certain things in an airplane was like practicing bleeding because its something that you can do if you have to, but you don't need to practice it. He flew Corsairs in WW2, F-86s in Korea, Skyraiders in Vietnam, and P-51s in the Guard. I figured he knew what he was talking about. Every time I got in a plane with him, he would pull the power to idle at various altitudes and ask, "where are you going to go?" I frequently practiced idle power approaches and landings on a small private strip from various altitudes, wind, positions etc.. Then the day finally came when I had a wing tank that would not transfer into my main on a cross country. I had to coast the last 3 miles to my destination airport and landed on the runway in a crosswind without power and without incident. I could not have been more prepared even though I had never practiced by intentionally shutting the engine off on my Champ. Based on my prior practice, I knew I could glide about a mile for every 700 feet of altitude. Having some numbers memorized can assist with judging how far you can make it in a dead stick situation.
Been there done that in a C150 fifty seven years ago (Hell that makes me sound OLD!) I was instructing on forced landings when the throttle cable jammed on cruise power so simply pulled the mixture & dead sticked.
Not a good idea. My father used to have a Topo Gigio hanging from his rear view mirror. Then one day while driving, he suddenly slammed on the brakes and sent the car skidding into the ditch. If we hadn't been wearing our seatbelts or if there had been traffic, it might have been disastrous. He'd spotted the Topo Gigio out of the corner of his eye and, as it swung, he misinterpreted it as a pedestrian ahead. He removed the Topo Gigio after that and never hung anything from the rear view mirror again. You don't want anything in your field of view to distract you, certainly not something which moves, like a hula girl (or a Topo Gigio on a chain).
I think it is very important to practice gliding\engine out landings. I guess panic levels in a real emergency are reduced dramatically with every hour of practice. Great video!
If that was an English football manager (as regards to practising penalties) he’d counter that argument by saying you can replicate the pressure of the real world situation so there’s no point. 🤦♂️
@@nickcockayne7880 As someone who was in combat situations i can clearly say that the things you learn and the routines you do help a lot in real situations. Subconsciously you are doing the right things.
I was 500' over a small blueberry field in Rangeley Maine, ran out of gas, and made a deadstick C-150 landing. Even leveled the prop to avoid rock strike. Perfect landing, no bent metal. Training is everything. Nice job.
I know nothing about flying, other than the fact you need wings, thrust, flaps and obviously wheels to land, you Sir made this look super easy, very calm, precise and a clean landing. Thank you for sharing. Fly high my friend! 🛫🛩️🛬
Let haters hate. Those of us with flight knowledge recognize the value of instruction via showing that there is no need for panic in a dead stick situation. I cant speak for other pilots besides the ones I know personally, but I am looking for alternative landing sites the entire time I'm in the air. Proper prior planning and such. Great video. Greater landing man. That was perfectly executed.
Completely agree. We are all proficients in what we have tried and done. Every new situation we are all novices. Training this kind of events makes a pilot more aware of options and able to deal with the emergency until it's not an emergency. It's just executing training.
Michael Egan- There is no need to panic if you pre-plan an engine failure 5000 feet above an airport with no traffic and a long runway with the knowledge that you can restart the engine if things go bad. Totally different scenario if it actually fails over Manhattan with no airport within gliding range or on climb out at 200 feet AGL with nothing but buildings and power lines ahead. No time, or desire, to adjust the camera then..lol Having said that, he did demonstrate great flying skills under the circumstances. That coming from a very experienced pilot.
There's never a need for panic in any situation. You're probably going to land successfully, otherwise you will land unsuccessfully. You're in control.
This is a video that every single engine pilot should watch. It drives home the fact that a windmilling prop has much more drag than a stopped prop. I've done lots of simulated failures but I've never tried to stop the prop. That's a big deal and I think it would be really weird for a single engine pilot to feel through the rudder pedals because there's no thrust in the flare. Multi-engine pilots have to experience this phenomenon in the flare when an engine is simulated as failed, but I never experienced a stopped prop in a single in my training. It's a magnificent exercise but I suspect that it is too risky for a flight school to perform because insurance would almost certainly forbid it. So, thank you for sharing this video, outside of aerobatic video, I don't think anyone would ever be exposed to it! Well done! I would love to see this exercise done with a windmilling constant speed prop. (edit: constant speed)
I was once a proud owner of a 1974 Cessna 150L that I logged hundreds of hours of my single engine time building in before sadly parting with it to fund my multi-engine training, time building, and further pilot ratings. I worked with several really great CFIs throughout my training who influenced my style of teaching after obtaining my CFI/MEI. They would always say my priorities were as follows: first, fly the airplane; second, watch for traffic; and third always be looking for a place to land if the engine failed. Some 20+ years ago I had the 'adventure' of helping instruct my wife for her Private Pilot certificate in the 150. Once established on final I would always ask "if the engine failed right now, could you make it to the runway?". If her answer was 'yes' I would close the throttle and have her glide in for the landing. Also, traffic permitting at KORL, pretty much every trip around the pattern involved a simulated engine failure on downwind. I would always say to her and other students "don't give up anything you might not get back" (i.e. altitude, airspeed, power) and I carried that credo into the cockpit of every jet I professionally flew. On one return flight to KORL after being cleared to land, my wife inadvertently pulled the mixture control instead of carb heat and the surprise factor for her was a great training opportunity. She said "what should I do" to which I replied 'you're not getting the power back, so get us to the airport' - which my personal 150 experience assured me was possible from that altitude and distance. Slipping skills are critical to have in your power-off landing toolbox as well! For all you new pilots out there, the best advice is to do as many uncomfortable things as you can while you've got an instructor on board. Don't rush through training because you might deprive yourself of picking up knowledge and skills that could save your life someday. Be safe out there!
Amazing landing and the fact that you taxied to the right place shows how calm and in control you were. I can see less experienced flyers touching down and just letting go but you stuck with procedure all the way. All in all congratulations at pulling this off.
I no longer fly but had an engine go out on me only once. I was on final when the engine just died (was later determined to be a problem with the carburetor). I just glided in and landed. Fortunately, in addition to all the training for such things, my Dad had flown for a bit when he was young and mentioned that back then, they were trained to always stay a bit high on approach in case of an engine failure. Turned out to be good advice since that's how I had done my approach - a bit high - giving me a comfortable altitude cushion without an engine. Watching your descent and approach was inspiring - great job!
Excellent judgement, cool head,sliding altitude loosing with dead air flogger thing. Mate, you did a top job to bring the little bird in safe with all on board. Good job. Well done.
You made that look easy. My 206B Jetranger (G-KLEE) equipped with tall skids, flamed out on me at 1,500 AGL. Made a perfect landing with no power. Practice engine failures often guys because like me, it could happen to you
I’m guessing your also a fixed wing pilot. Would you say landing a fixed wing with no power is easier than auto-rotating helicopter to landing, or the other way around?
@@ferrari884 im both, never had complete engine failure in either (yet). i would say a rw is easier than a fixed because you can touchdown with virtually zero ground speed but its gonna be a spot almost directly beneath you. fw has more time (altitude dependant) but your groundspeed can hurt you
Id never been on a plane and was pretty terrified of it until I was about 19, my great uncle who is a pilot flew in and asked if I wanted to go for a ride, I said yeah but realized I really didn't want to go when I started to have the first and only panic attack I've ever had, 32 years old now, anyways he told me all this stuff about how safe it was, it was a Cessna 150 I believe or a 172, can't remember the outside or much besides the cockpit view but the one thing he told me that finally convinced me to calm down and go was him saying Even if the engine stops, the plane is small and light enough that I can glide it down safely and for some reason that comforted me. So we went up and flew around for an hour or so, flew over my house, stopped and got gas, it tripped me out that they had a big Phillips 66 sign like a normal gas station, he even let me fly some, make a couple turns and mess with altitude, it was really enjoyable. But I realized later that even if the plane could glide down, him controlling it and landing it safely was a whole other ballgame. Lol. But he comes back about 4 times a year, each time in a different plane and we go for a ride or two. Last time was in some old plane that I never got the name of, I just remember it being high polished aluminum like an old bomber and just had a verticle stick between your legs with tape around it. Anyways I decided to get a pilots license because of him and It wasn't until recently, watching Mike Pateys channel that I decided the plain I wanted to own was some kind of bush plane. Anyways nice vid, hell of a pilot
I lost the engine in my C150 a few months ago just under 500 feet during takeoff. Scariest experience of my time flying but nothing is more fun than seeing that training kick in, good job!
Great to practice dead stick landings. Many years ago I was showing a student touch and goes when our C150 decided to chuck a cylinder and went dead. We had just entered a downwind and things got real interesting as we glided to landing.
Great video, thank you. Years ago, back in the late 70's and early 80's, I was involved in skydiving as a sport while I was attending University. One of the planes we jumped out of was a on old twin Beach D-18s. The call sign was 123 Juliet. We called it 1-2-3 Jump. If I recall correctly, that plane could carry 10 skydivers. There were no seats, we all sat on the floor.
Nice landing. Been there done that many times while preforming airshows, part of my routine. Three things to think about. First, the airplane will glide further with a stopped propeller verses one that is still turning (windmilling). Second, because of the calmness of the pilot in the video it appears that he has done this before and may have uploaded the best video from all of his attempts. Not taking anything away from him it still takes skill and knowledge of the airplane to do it. As a flight instructor (cfiim) (certified flight instructor, instrument instructor, multi-engine instructor) I never shut an engine down while teaching with a student in the airplane (be it a single engine or a twin engine aircraft). Prop stop equals about 1300rpm on a running engine which is better for the student anyway. Additionally I have a ATP and also a&p mechanic license. Lastly, after several "dead stick landings" it is a very good idea to inspect the cooling fins on the engine cylinders for cracks (thermal shock) as a cracked cooling fin needs to be repaired (check with your local mechanic) so there is not a reduction in the cooling ability of the engine. Now, make a safe "dead stick (for real) engine out" landing at night where there is no light, a canal on the right side of the approach and a 5 foot high levy in your left side leaving you only a flat area just wide enough to land on. I accomplished a safe landing, did not hurt the aircraft at all but the engine was toast and was rebuilt. Another engine was brought out, installed and the aircraft was flown out two days later. Now I have bragging rights. Last thing to remember, "There are old pilots and bold pilots, but there are no old bold pilots". Safe flying from a, Old Pilot!
I cut the engine on a hire boat off the coast of Croatia when I was young. I was about 3 miles out to sea which was calm so I Drifted and sunbathed for 20 minutes. When I restarted the engine the pin in the prop snapped. There were 2 oars but no rowlocks and an anchor under the bow with a rope about 3 feet long. I’d never cut an engine again which is running fine. Taught me a lesson. Got rescued when a guy on a surf board in the distance saw me waving the oars over my head.
At ERAU I was taught similar to how you did it. However, the way the Navy trained me, using a high key/low key, I found to be the best method. It ensures you have the landing area made before you really had to commit. As well as getting a good look at what you were about to land on. We would practice this on almost every flight in Corpus Christi in a the T34c. There is plenty of good videos on this. Nice landing for sure. I'd be hesitant to commit to securing the engine as you did.
@@FromSagansStardust May the Lord Jesus Christ bless you and your family abundantly. Not everybody with a dead engine in a plane, altitude 5,500 ft, has the blessing to land their plane safely and surviving. This man is very blessed by God. The Word says: Unless the Lord builds the house, They labor in vain who build it; Unless the Lord guards the city, The watchman stays awake in vain. Psalms 127:1 NKJV
@@a.f.c.5689 Jesus doesn't fly/land planes, pilots do. We have checklists and operating procedures, not scriptures, in the cockpit for this very reason! Regards, from a retired Commercial/Instrument/Multiengine/Instructor/A+P Mechanic(IA)
@@FromSagansStardust Jesus Christ is the King of kings and Lord of lords. He is the Alpha and Omega, beginning and the end. Thanks to Him we are all alive and without Him we are all nothing. With all respect my beloved frined, all those "procedures" would be nothing without Him, completely useless. He has healed me from anxiety attacks, big anxiety and fear, gluttony, and a lot of things. I don't know where would I have been if it wasn't for Him. When I gave my life to Him, He gave me purpose to live. Before giving my life to Him I had no reason to live. Now, I know what is true happiness, true love and forgiveness. I tell you my beloved friend: accept Christ in your heart and He will give your life meaning. Seek Him and you will find Him when you search for Him with all your heart. May the Lord Jesus Christ bless you always.
@@dylconnaway9976 Not quite sure what you mean here. Do you mean you are an idiot if you shock cool your engine? But yeah, shock cooling is not the nicest thing you can do to your engine.
Only thing is, a glider has a fantastic glide ratio and thus gives you more time to make decisions. Having a big prop unfeathered infront of you with a big heavy useless engine really messes up your glide ratio. It's nothing like flying a glider with a pre planned route and landing.
Was walking from hangar to depot in Goroka PNG heard a whistling sound above me. Looked up to see a Pilatus Porter which had killed the motor way back in a pass from Chimbu. He was trying to sell the Porter to our boss Dennis Buchanan. He overflew first the airport then circled the township disappeared from sight and appeared half way up the strip still in the air. Gentle touch down near the end and rolled up to our hangar all in complete silence. I was was deeply impressed. (1965)
It will fly and land just like a normal glider does every day. We had high school kids flying gliders solo and getting their one chance landings just fine. Really, this is trivial. Glide the plane, land the plane, taxi off the active, just like the video.
When I flew my 2 x 6 on days I felt a little cocky I would get the speed bled off on downwind and chop the power and leave it chopped - essentially do a dead stick for practice. That was enough for me.
Give flying gliders a shot. With proper instruction you will realize this is not hard to do. You will learn a lot and it will be fun. It will also make you powered guy stop dragging the plane for a landing on final using power. Unless you're flying an IFR approach, there is no reason for powered landings. (I am a Former powered pilot until I learned the error of my ways). @@DaveyCrockett001
Been there in a 172. Had a valve stick over a cotton field outside of Vicksburg, MS. Nearly had to land there, but putting the mixture rich and a kept cranking over, the valve eventually freed up and continued the flight to Raymond, MS.
There's a saying: _'You can always depend on twin engine aircraft. When the first engine quits the second will surely fly you to the scene of an accident.'_ ;) Well done. Always happy landings!
Well done. I did the same at Glynco airfield often on weekends with the 150. I always liked the sound of the wind and the feeling with full flaps on final. It’s a good idea to practice it.
My Dad always windmilled the landings in our Luscombe. He'd chop the power abeam of the threshold and we idled all the way to touchdown. Because - he was trained by a Vietnam vet who had to land C-130s very quickly to minimize exposure to small-arms fire around the airfield. Until I took a lesson with a CFI years later, I thought this was normal procedure. To this day, I don't like power-on landings. And the Lusombe doesn't have flaps, so slipping on final was also a normal procedure.
Great looking panel and what looks like a stitched leather glare shield. 150 must be a beauty. I'm surprised you came up a little short of putting it back in the hanger.
As a commercial operation we do employ some of the finest mechanics in the country. Sometimes there is something they cal "act of God" where there is no logical reason why things should go wrong. Anything that is made by man can fail, regardless.
Cayden's I don’t believe purposely cutting the engine is ever safe and I’m pretty sure against faa regulation. The only tome as far as I know cutting the engine is legal is if there is a carbon monoxide indicator going off. A fire in the engine. Or during a twin engine training where you cut one engine. And must be done with cfi. Not for fun. Oh. And the space shuttle use to come in dead stick.
How do you calculate how many spirals to do to lower your altitude before final approach?
Excellent question. You don't, you just do them. Each time you come around to the key take a look at the altimeter. If it is on, slightly low, or slightly high from the high key altitude start the approach. You need to execute steep spirals when at the high key and need to lose excess altitude. The reason for this is to allow you to pass the high key more often allowing for a higher chance of being at or near the optimal altitude for start of the approach. If you do long lazy shallow turns you will lose large amounts of altitude and may be 1/4 to 1/2 mile away (potentially going away from the high key) from the high key when the optimal altitude passes creating a real problem. Steep spirals keep the turns tight and disciplined. You will pass the high key typically every 300-500ft of altitude loss during a steep spiral lap. Do not worry about stalling, steep spirals are descending turns, the wing is unloaded, it cannot stall at 45 degrees unlike a LEVEL steep turn where you are loading the wing at slow speeds. Many pilots don't understand this. This is when you get an accelerated stall. Commercial students are taught steep spirals, it is not normally taught to private pilots which is unfortunate because it is a crucial skill required as part of the emergency landing procedure. Fly safe. One other note if you do leave the high key slightly high (+200ft) you have a couple of resources in your pilot tool kit (DO NOT DEPLOY YOUR FLAPS AT THIS POINT). My recommendation is to slip off the excess altitude in the downwind. You can also do S-Turns on final or extend the downwind slightly. I don't recommend extending the downwind unless you are an experienced pilot or have glider rating/experience as most powered pilots are poor judges of glide path and will end up going too far downwind causing them to land short. If you are slightly low leaving the key go directly to the numbers as you execute your 180, hold your glide speed religiously all the way to the threshold and do not deploy flaps until you have 150% no doubt know you will make the field.
@@FlyingWildAZ What a fantastic reply. Can't thank you enough!!!! You're obviously a most excellent pilot. :)
@@ayokay123 I really appreciate it. You are very welcome!
Yea. I'd imagine you don't calculate as much as you want to make sure you aren't low. I'd rather be high than crash short of the runway lol
@@FlyingWildAZ Deploying flaps at the last minute will help to stretch the glide if you find that you are a bit short, or can help to clear an obstacle (tree) if need be.
Fact : A Propeller is just a big fan in front of the plane to keep the pilot cool. When it stops, you can actually see the pilot start sweating!.
Ps: great landing
That's something scientific ♥
I wish it actually did that, AZ flying is brutal
Do you get some sort of satisfaction repeating a cheesy overused joke that you see everyone and their dog posting on aviation videos? Just curious.
@@choosetolivefree Lol you must be fun at parties
@@choosetolivefree give me your adress i will come and tell u
“This isn’t flying. This is falling, with style.” - Buzz Lightyear
Woody said that actually.
@@hercules.mazucato Buzz said that at the end when they were flying.
@@TNovix Actually, they BOTH said, "...falling WITH style..."
@@TNovix buzz did say it, but woody created it.
Tom Hanks Actually.
When I was learning to fly, EVERY approach was idle power abeam the touchdown point until touchdown. If I had to add power, that was a fail, and a data point for improving my technique. My instructor was my Dad, who was an IP in the L-19 in the Army. Today, I am a captain flying the A-320. The skill I gained from those early lessons continues to serve me well. Obviously, I never do power off approaches and landings in an airliner, but the application of this skill is not limited to power-off approaches and landings. Teaching this way allows the student develop the critical skill of energy management, which is usefull in many other circumstances. Thanks for the video! Nice job!
Really? Even with traffic. Seems pretty impossible if there is ever traffic that you have to account for.
@@nickshelton8423 Yes really. And obviously traffic allowing. I learned at a smaller international airport with airline, GA, and military traffic, and even then we were able to do this. Sometimes ATC would clear us for a short approach to allow us to get in ahead of another aircraft. With a ten thousand foot long runway, you can pick your spot anywhere along there and go for it. They have since built a smaller parallel to that runway to allow for even more flexability.
Power loss checklist:
Step one: Best Glide.
Step Two: make sure the camera’s on.
Honestly great work.
Best comment lol)
The camera is important xD
@@AhmetColak1 )))
😅
Lol
A career military pilot and mentor I flew with a lot in the late 80s/early 90s would tell me that practicing certain things in an airplane was like practicing bleeding because its something that you can do if you have to, but you don't need to practice it. He flew Corsairs in WW2, F-86s in Korea, Skyraiders in Vietnam, and P-51s in the Guard. I figured he knew what he was talking about. Every time I got in a plane with him, he would pull the power to idle at various altitudes and ask, "where are you going to go?" I frequently practiced idle power approaches and landings on a small private strip from various altitudes, wind, positions etc.. Then the day finally came when I had a wing tank that would not transfer into my main on a cross country. I had to coast the last 3 miles to my destination airport and landed on the runway in a crosswind without power and without incident. I could not have been more prepared even though I had never practiced by intentionally shutting the engine off on my Champ. Based on my prior practice, I knew I could glide about a mile for every 700 feet of altitude. Having some numbers memorized can assist with judging how far you can make it in a dead stick situation.
Dead stick is only a small loss of power in a 150.
LOL! That got a big smile out of me, thanks!
In a 150 you do navigation using a calendar
Been there done that in a C150 fifty seven years ago (Hell that makes me sound OLD!)
I was instructing on forced landings when the throttle cable jammed on cruise power so simply pulled the mixture & dead sticked.
@@billolgaau Got my ticket in a Tomahawk, so, everything is the same until the flare.
@@ronjohnson9507 😂😂😂😂
Who needs an atitude indicator when you have a hawaian dancing girl, the best flight instrument EVER?
She’s the new slip and skid indicator
When her skirt is over her head the plane is upside down.
Not a good idea. My father used to have a Topo Gigio hanging from his rear view mirror. Then one day while driving, he suddenly slammed on the brakes and sent the car skidding into the ditch. If we hadn't been wearing our seatbelts or if there had been traffic, it might have been disastrous. He'd spotted the Topo Gigio out of the corner of his eye and, as it swung, he misinterpreted it as a pedestrian ahead.
He removed the Topo Gigio after that and never hung anything from the rear view mirror again. You don't want anything in your field of view to distract you, certainly not something which moves, like a hula girl (or a Topo Gigio on a chain).
@@NoJusticeNoPeace didn't realize there were pedestrians @3000 feet.
There are other things in the sky to watch for, you very bright man, like birds or drones or, I dunno, OTHER PLANES maybe.
I think it is very important to practice gliding\engine out landings.
I guess panic levels in a real emergency are reduced dramatically with every hour of practice.
Great video!
I would say the same thing precisely.
Every pilot should start on gliders
If that was an English football manager (as regards to practising penalties) he’d counter that argument by saying you can replicate the pressure of the real world situation so there’s no point. 🤦♂️
Keep engine at idle tho
Have a plan b incase anything goes wrong
@@nickcockayne7880 As someone who was in combat situations i can clearly say that the things you learn and the routines you do help a lot in real situations. Subconsciously you are doing the right things.
My last dead stick, I did the Kessel run in less than twelve parsecs.
One does not talk about the Kessel Run and how many parsecs it took whilst deadstick
😂😂😂😂
Impossible bc a parsec is unit of distance😉(little known geek fact)
It is a distance through a meteor field the bragging is how short a distance he made it through a very cluttered area.
When you turn 70y.o. you have a dead stick.
это точно
Now that depends on who's at the tiller...
🤣🤣🤣
50s 😂💀
Bernie Ecclestone thinks otherwise ;)
I just wanted to tell you good luck, we’re all counting on you
Classic.
The Airplane joke
You always know just what to say!!
And don’t call me Shirley
That's awesome.
I was 500' over a small blueberry field in Rangeley Maine, ran out of gas, and made a deadstick C-150 landing. Even leveled the prop to avoid rock strike. Perfect landing, no bent metal. Training is everything. Nice job.
Except the running out of gas part! Training failed ya there.
You should never come close to running out of gas if you prepare correctly.
@@CramcrumBrewbringer No kidding. Obviously I did not prepare, and am honest enough to admit it im public.
@@pabobfin Hey, that's the most important part is that you walked away, and can now spread your knowledge.
And the Hawaii girl nevers stopped dancing and driking! Nice landing!
See how happy she was after the aircraft landed!
She'll produce tears in two ways: 1) When pilot declares a MayDay 2) When landing is successful. 😁
Not drinking, she's blowing a shell horn.
I know nothing about flying, other than the fact you need wings, thrust, flaps and obviously wheels to land, you Sir made this look super easy, very calm, precise and a clean landing. Thank you for sharing. Fly high my friend! 🛫🛩️🛬
Great video. Practiced these many times, but with engine at idle (but never actually a true "dead stick"). This was very informative. Appreciate it.
Many hours on a 150 pilot here. Outstanding video! Excellent pilot, calm , cool and precise. Truly inspirational!!
Let haters hate. Those of us with flight knowledge recognize the value of instruction via showing that there is no need for panic in a dead stick situation. I cant speak for other pilots besides the ones I know personally, but I am looking for alternative landing sites the entire time I'm in the air. Proper prior planning and such. Great video. Greater landing man. That was perfectly executed.
Completely agree. We are all proficients in what we have tried and done. Every new situation we are all novices. Training this kind of events makes a pilot more aware of options and able to deal with the emergency until it's not an emergency. It's just executing training.
Michael Egan- There is no need to panic if you pre-plan an engine failure 5000 feet above an airport with no traffic and a long runway with the knowledge that you can restart the engine if things go bad.
Totally different scenario if it actually fails over Manhattan with no airport within gliding range or on climb out at 200 feet AGL with nothing but buildings and power lines ahead. No time, or desire, to adjust the camera then..lol
Having said that, he did demonstrate great flying skills under the circumstances. That coming from a very experienced pilot.
Michael Egan Cheers 🍻. Not while flying of course😉
There's never a need for panic in any situation. You're probably going to land successfully, otherwise you will land unsuccessfully. You're in control.
10/4
This is a video that every single engine pilot should watch. It drives home the fact that a windmilling prop has much more drag than a stopped prop. I've done lots of simulated failures but I've never tried to stop the prop. That's a big deal and I think it would be really weird for a single engine pilot to feel through the rudder pedals because there's no thrust in the flare. Multi-engine pilots have to experience this phenomenon in the flare when an engine is simulated as failed, but I never experienced a stopped prop in a single in my training. It's a magnificent exercise but I suspect that it is too risky for a flight school to perform because insurance would almost certainly forbid it. So, thank you for sharing this video, outside of aerobatic video, I don't think anyone would ever be exposed to it! Well done!
I would love to see this exercise done with a windmilling constant speed prop. (edit: constant speed)
I was once a proud owner of a 1974 Cessna 150L that I logged hundreds of hours of my single engine time building in before sadly parting with it to fund my multi-engine training, time building, and further pilot ratings. I worked with several really great CFIs throughout my training who influenced my style of teaching after obtaining my CFI/MEI. They would always say my priorities were as follows: first, fly the airplane; second, watch for traffic; and third always be looking for a place to land if the engine failed. Some 20+ years ago I had the 'adventure' of helping instruct my wife for her Private Pilot certificate in the 150. Once established on final I would always ask "if the engine failed right now, could you make it to the runway?". If her answer was 'yes' I would close the throttle and have her glide in for the landing. Also, traffic permitting at KORL, pretty much every trip around the pattern involved a simulated engine failure on downwind. I would always say to her and other students "don't give up anything you might not get back" (i.e. altitude, airspeed, power) and I carried that credo into the cockpit of every jet I professionally flew. On one return flight to KORL after being cleared to land, my wife inadvertently pulled the mixture control instead of carb heat and the surprise factor for her was a great training opportunity. She said "what should I do" to which I replied 'you're not getting the power back, so get us to the airport' - which my personal 150 experience assured me was possible from that altitude and distance. Slipping skills are critical to have in your power-off landing toolbox as well! For all you new pilots out there, the best advice is to do as many uncomfortable things as you can while you've got an instructor on board. Don't rush through training because you might deprive yourself of picking up knowledge and skills that could save your life someday. Be safe out there!
Great advice Larry, thanks for sharing and watching.
Amazing landing and the fact that you taxied to the right place shows how calm and in control you were. I can see less experienced flyers touching down and just letting go but you stuck with procedure all the way. All in all congratulations at pulling this off.
This must be one of the new noise abatement procedures, huh?
must be in california, where engine noise is outlawed
@@av8or971 There used to be a GA pilot who liked to do things that were "Pretty Exciting"......
@@readmore3634 Used to be
@@robertpaulson9878 :- ) exactly
@@readmore3634 Death be boring...
we may end up in the Hudson
He couldn’t have landed that plane more perfectly… Very nice.
I no longer fly but had an engine go out on me only once. I was on final when the engine just died (was later determined to be a problem with the carburetor). I just glided in and landed. Fortunately, in addition to all the training for such things, my Dad had flown for a bit when he was young and mentioned that back then, they were trained to always stay a bit high on approach in case of an engine failure. Turned out to be good advice since that's how I had done my approach - a bit high - giving me a comfortable altitude cushion without an engine.
Watching your descent and approach was inspiring - great job!
Excellent judgement, cool head,sliding altitude loosing with dead air flogger thing. Mate, you did a top job to bring the little bird in safe with all on board. Good job. Well done.
It’s amazing how these runways just pop up with the next right hand turn when the prop stops
I was thinking the SAME thing! I wasted 4 minutes watching a dude practice.
@@e.m.5499 If there hadn't been, this would be a news report instead of a vlog.
Usually when these engines break, it's pretty soon after takeoff. That's when they are the most strained.
You made that look easy. My 206B Jetranger (G-KLEE) equipped with tall skids, flamed out on me at 1,500 AGL. Made a perfect landing with no power. Practice engine failures often guys because like me, it could happen to you
Happy to hear you landed safely. Let us know if you share any aviation content. Wish you clear skies and stay safe.
I’m guessing your also a fixed wing pilot. Would you say landing a fixed wing with no power is easier than auto-rotating helicopter to landing, or the other way around?
@@ferrari884 im both, never had complete engine failure in either (yet). i would say a rw is easier than a fixed because you can touchdown with virtually zero ground speed but its gonna be a spot almost directly beneath you. fw has more time (altitude dependant) but your groundspeed can hurt you
@@ferrari884 a little less easier to autorotate BUT a lot easier to find a 60 x 60 flat spot than a 60 x 900 one though! :)
Lee Ryan So turbines fail?
Id never been on a plane and was pretty terrified of it until I was about 19, my great uncle who is a pilot flew in and asked if I wanted to go for a ride, I said yeah but realized I really didn't want to go when I started to have the first and only panic attack I've ever had, 32 years old now, anyways he told me all this stuff about how safe it was, it was a Cessna 150 I believe or a 172, can't remember the outside or much besides the cockpit view but the one thing he told me that finally convinced me to calm down and go was him saying Even if the engine stops, the plane is small and light enough that I can glide it down safely and for some reason that comforted me. So we went up and flew around for an hour or so, flew over my house, stopped and got gas, it tripped me out that they had a big Phillips 66 sign like a normal gas station, he even let me fly some, make a couple turns and mess with altitude, it was really enjoyable. But I realized later that even if the plane could glide down, him controlling it and landing it safely was a whole other ballgame. Lol. But he comes back about 4 times a year, each time in a different plane and we go for a ride or two. Last time was in some old plane that I never got the name of, I just remember it being high polished aluminum like an old bomber and just had a verticle stick between your legs with tape around it. Anyways I decided to get a pilots license because of him and It wasn't until recently, watching Mike Pateys channel that I decided the plain I wanted to own was some kind of bush plane. Anyways nice vid, hell of a pilot
Long story
Congrats
What a great and comforting story, well told too.
What kind of plain do you want to own? 😆
I lost the engine in my C150 a few months ago just under 500 feet during takeoff. Scariest experience of my time flying but nothing is more fun than seeing that training kick in, good job!
What a boss, checked to make sure camera was rolling, couldn’t miss this viral opportunity!! Legend
That is some exceptionally smooth piloting. Well done.
So what you're saying is I don't jump out with a parachute 🤔 Interesting
Hahahahah I came looking just for these exact comments. Glad old mate is getting the backlash he deserves
I can’t land this smoothly with the engine running!
Well I think you know how to fix your issue....kill that engine on your way down!
Thank you from a pilot on the other side of the big pond. Videos like this are going to save lifes for sure.
That was amazing. Textbook perfect. Good job!
That dancing doll took all the attention :D Good landing captain.
Great to practice dead stick landings. Many years ago I was showing a student touch and goes when our C150 decided to chuck a cylinder and went dead. We had just entered a downwind and things got real interesting as we glided to landing.
Great video, thank you. Years ago, back in the late 70's and early 80's, I was involved in skydiving as a sport while I was attending University. One of the planes we jumped out of was a on old twin Beach D-18s. The call sign was 123 Juliet. We called it 1-2-3 Jump. If I recall correctly, that plane could carry 10 skydivers. There were no seats, we all sat on the floor.
wow.... well done captain!!! calm, precise, soft landing, and taking the plane out off the way.... nice job..
Imagine the amount of fuel that can be saved if you do this to every flight
Bruh 😂
Bigger planes need the engines to slow it down. Too big and heavy to rely on inertia to slow it down once it reaches the runway
That's so Indian 🤣
and risk stalling that could potentially result in the plane and pilot both getting destroyed?
@@NorthernlionLP it's called a joke
Had to do this one Christmas Eve when my reindeer all fell asleep.
Amazing how you still managed to bring me my Christmas gifts 😆
Well you deserved them, you were really good that year! 🎄🎁
@@santareviews 😇🙋
😆
This made me luagh so hard I got GROUNDED RIP my presents.
That slip though...well done.
lol holy shit right
Top rudder. Beware fuel tank unporting (some aircraft).
He Leander a foot off the center line. WTH. LOL
Ehhh. Its the kit plug.
Wooooooooooow, i need to shake your hand sir....
Super calm, u did that like it stops on you all the time.
Nice landing. Been there done that many times while preforming airshows, part of my routine. Three things to think about. First, the airplane will glide further with a stopped propeller verses one that is still turning (windmilling). Second, because of the calmness of the pilot in the video it appears that he has done this before and may have uploaded the best video from all of his attempts. Not taking anything away from him it still takes skill and knowledge of the airplane to do it. As a flight instructor (cfiim) (certified flight instructor, instrument instructor, multi-engine instructor) I never shut an engine down while teaching with a student in the airplane (be it a single engine or a twin engine aircraft). Prop stop equals about 1300rpm on a running engine which is better for the student anyway. Additionally I have a ATP and also a&p mechanic license. Lastly, after several "dead stick landings" it is a very good idea to inspect the cooling fins on the engine cylinders for cracks (thermal shock) as a cracked cooling fin needs to be repaired (check with your local mechanic) so there is not a reduction in the cooling ability of the engine.
Now, make a safe "dead stick (for real) engine out" landing at night where there is no light, a canal on the right side of the approach and a 5 foot high levy in your left side leaving you only a flat area just wide enough to land on. I accomplished a safe landing, did not hurt the aircraft at all but the engine was toast and was rebuilt. Another engine was brought out, installed and the aircraft was flown out two days later. Now I have bragging rights.
Last thing to remember, "There are old pilots and bold pilots, but there are no old bold pilots". Safe flying from a, Old Pilot!
Ooh, that is so genius skill, awesome landing.
Never turn a perfectly good running motor off in flight or jump out of a perfectly good running airplane.
I cut the engine on a hire boat off the coast of Croatia when I was young. I was about 3 miles out to sea which was calm so I Drifted and sunbathed for 20 minutes. When I restarted the engine the pin in the prop snapped. There were 2 oars but no rowlocks and an anchor under the bow with a rope about 3 feet long. I’d never cut an engine again which is running fine. Taught me a lesson. Got rescued when a guy on a surf board in the distance saw me waving the oars over my head.
Training makes perfect landings
At ERAU I was taught similar to how you did it. However, the way the Navy trained me, using a high key/low key, I found to be the best method. It ensures you have the landing area made before you really had to commit. As well as getting a good look at what you were about to land on. We would practice this on almost every flight in Corpus Christi in a the T34c. There is plenty of good videos on this.
Nice landing for sure. I'd be hesitant to commit to securing the engine as you did.
I know nothing about aviation but this pilot was awesome. So chill and made it look easy.
What a smooth landing, I didn't realize when you actually touch the runway!
One of the most badass things I’ve ever seen wow that was cool af I was nervous for the guy the entire time
You are impressed easily!
Heck, I could do this easily once I changed my diaper.
Lol!!!
Gabby Hyman I would’ve been crying and praying all the way down until the plane came to a stop.
You wear a diaper?
@@ronjeremy1232 he lives in alaska
@@ronjeremy1232 you don't?
So his engine died, he might’ve hit a little bit of turbulence on the approach, but his landing was as smooth as butter. That’s a pro right there.
Absolutely incredible airmanship. This pilot is a boss!
No one here could say that wasn't a beautiful landing! Nice.
OMG that's a smooth landing.
beautiful landing!
U scored big on this one Tim!! Well done, excellent demo, glide, & dead stick landing!!🤭👍
Thanks for your comments under the video! Good job! Looks like just staying calm is most of the battle
Wow!
In order to be succeeded, the pilot kept his mental intelligence all time high! Amazing.
Well, this man really need to thank God that everything went smoothly! I was sweating for you😬
Why is that?
@@FromSagansStardust May the Lord Jesus Christ bless you and your family abundantly.
Not everybody with a dead engine in a plane, altitude 5,500 ft, has the blessing to land their plane safely and surviving. This man is very blessed by God.
The Word says:
Unless the Lord builds the house, They labor in vain who build it; Unless the Lord guards the city, The watchman stays awake in vain.
Psalms 127:1 NKJV
@@a.f.c.5689 Jesus doesn't fly/land planes, pilots do. We have checklists and operating procedures, not scriptures, in the cockpit for this very reason!
Regards, from a retired Commercial/Instrument/Multiengine/Instructor/A+P Mechanic(IA)
@@FromSagansStardust Jesus Christ is the King of kings and Lord of lords. He is the Alpha and Omega, beginning and the end. Thanks to Him we are all alive and without Him we are all nothing. With all respect my beloved frined, all those "procedures" would be nothing without Him, completely useless. He has healed me from anxiety attacks, big anxiety and fear, gluttony, and a lot of things. I don't know where would I have been if it wasn't for Him. When I gave my life to Him, He gave me purpose to live. Before giving my life to Him I had no reason to live. Now, I know what is true happiness, true love and forgiveness. I tell you my beloved friend: accept Christ in your heart and He will give your life meaning. Seek Him and you will find Him when you search for Him with all your heart. May the Lord Jesus Christ bless you always.
Mayday... I repeat... Mayday. The Hawaiian dancing girl has stopped. I repeat she has stopped dancing. Over.
This is done every time in a glider...lots of fun.
You don’t shock cool the engine like an idiot in a glider.
@@dylconnaway9976 Not quite sure what you mean here. Do you mean you are an idiot if you shock cool your engine? But yeah, shock cooling is not the nicest thing you can do to your engine.
@@Lycoming320 Aug 8th in Arizona not sure he was cooling anything maybe a little. It's aug 28th today were hitting 111F
Only thing is, a glider has a fantastic glide ratio and thus gives you more time to make decisions. Having a big prop unfeathered infront of you with a big heavy useless engine really messes up your glide ratio. It's nothing like flying a glider with a pre planned route and landing.
I think it is helpful to be a glider pilot too. But i think also, that a (untrained) dead stick landing is a different thing!
Was walking from hangar to depot in Goroka PNG heard a whistling sound above me. Looked up to see a Pilatus Porter which had killed the motor way back in a pass from Chimbu. He was trying to sell the Porter to our boss Dennis Buchanan. He overflew first the airport then circled the township disappeared from sight and appeared half way up the strip still in the air. Gentle touch down near the end and rolled up to our hangar all in complete silence. I was was deeply impressed. (1965)
Nice eyes for runway . Side slip too , great work.
Am impressed on how long it can still fly with engine out
its a glider
I am so impressed with how calm this man is.
Wouldn't it be a little safer to just pull it back to idle. You get the same effect and you have a plan B should anything go seriously wrong.
You also run the risk of the avionics draining the battery since the alternator wont be charging, then you wont be able to restart the engine.
It will fly and land just like a normal glider does every day. We had high school kids flying gliders solo and getting their one chance landings just fine. Really, this is trivial. Glide the plane, land the plane, taxi off the active, just like the video.
Yes I think back to idle is always safer than yanking the mixture.
When I flew my 2 x 6 on days I felt a little cocky I would get the speed bled off on downwind and chop the power and leave it chopped - essentially do a dead stick for practice. That was enough for me.
Give flying gliders a shot. With proper instruction you will realize this is not hard to do. You will learn a lot and it will be fun. It will also make you powered guy stop dragging the plane for a landing on final using power. Unless you're flying an IFR approach, there is no reason for powered landings. (I am a Former powered pilot until I learned the error of my ways). @@DaveyCrockett001
Been there in a 172. Had a valve stick over a cotton field outside of Vicksburg, MS. Nearly had to land there, but putting the mixture rich and a kept cranking over, the valve eventually freed up and continued the flight to Raymond, MS.
Amazing flight with no engine. And landing so soft it wouldnt wake a baby. OG Good Sir.👍😲
Tower: "You're props dead, what are you doing?"
Pilot: "Landing."
Tower: "That's impossible."
Pilot: "No, it's necessary!"
*Interstellar music intensifies*
"Peter, St. Peter, Do you need anything ?!" "Yeah. Glider practice" --Richard Dreyfuss, "Always" 1989............
There's a saying: _'You can always depend on twin engine aircraft. When the first engine quits the second will surely fly you to the scene of an accident.'_ ;)
Well done.
Always happy landings!
Thank you Andy!
This was ... AMAZE-BALLS landing!! Awesome job!
And you got the mains on before the 1000' markers. Well done, sir!
Wow good landing, that bobble doll looks like she is doing something a bit untoward btw😂
😂😂😂
Well done. I did the same at Glynco airfield often on weekends with the 150. I always liked the sound of the wind and the feeling with full flaps on final. It’s a good idea to practice it.
Getting comfortable with Slip, can save your life.
Getting comfortable with planning your potential landing sites so you need to use a slip to scrub off that excess altitude can save your life:)
Amen
Just remember, not all aircraft are approved for slipping. You can blank out the tail on some, and lose elevator/rudder authority.
@@NancyHiggins Yes, possible.
I am an Aerobatic pilot.
Be careful.
My Dad always windmilled the landings in our Luscombe. He'd chop the power abeam of the threshold and we idled all the way to touchdown. Because - he was trained by a Vietnam vet who had to land C-130s very quickly to minimize exposure to small-arms fire around the airfield. Until I took a lesson with a CFI years later, I thought this was normal procedure. To this day, I don't like power-on landings. And the Lusombe doesn't have flaps, so slipping on final was also a normal procedure.
You handled that with ice in your veins! Great job!
I did my CPL in South Africa 35 years ago and we had to do this as part of the test.
They shock cooled the engines as part of the test? Note to self: avoid flight training in South Africa.
Everyone did it in training but with idle power without shutting down the engine)
@@gokhanyilmaz3031 No we did it dead stick, at 43 Airschool.
This guy's practiced it in idle several times before going dead stick!
"That has to be the best pirate I've ever seen."
Wow, that was a non event. Perfectly calculated!! Very nice job!!
I couldn't have remained that calm if it happened in a video game. Well done.
Pilot: "I am not left-handed"
Great looking panel and what looks like a stitched leather glare shield. 150 must be a beauty. I'm surprised you came up a little short of putting it back in the hanger.
Thank you, I need no more training ;)
Wino Kitty I was thinking the same thing. I build flight sims so those details stick out to me, definitely nice!
After all of that,my instructor would be like: Centre line??
My instructor as well.
An awesome example of how to AVIATE NAVIGATE COMMUNICATE during such a situation
Have a great and safe flight sir
@Flying Wild AZ
Dude, why did you land it, did you forget your skydiving parachute and selfie stick?
“No time for caution” by Hans Zimmer would be perfect with this lol
I had a real ngine out over very hostile terrain... very very different experience.
Like over Detroit?
@@spoonsmademefat6224 Even worse ))
That’s why you find a good mechanic,and pay him what he wants.
As a commercial operation we do employ some of the finest mechanics in the country. Sometimes there is something they cal "act of God" where there is no logical reason why things should go wrong. Anything that is made by man can fail, regardless.
@@efesair4336-- God is the worst actor. Those acts really are mean and nasty to us.
I’ve done dead stick but never actually cut the engine. And judging by the fact your not trying to restart you are practicing.
@Adithya R
Well, on a 150 actually is
Cayden's I don’t believe purposely cutting the engine is ever safe and I’m pretty sure against faa regulation. The only tome as far as I know cutting the engine is legal is if there is a carbon monoxide indicator going off. A fire in the engine. Or during a twin engine training where you cut one engine. And must be done with cfi. Not for fun. Oh. And the space shuttle use to come in dead stick.
The looks on the guys face are good, but the hula dancer on the posh leather dashboard is what makes this video great!
Best Glide!, He has a calm personality
Isn’t anybody going to talk about that doll dancing while he does an emergency landing with out the propeller rotating!? 😄😅
صحيح
Don Draper هلا حياك الله ✋
First thought: Oh snap I’m crashing
Second thought: is this recorded though? Good
He was so calm I would have pissed my pants lol
A well prepared training flight this was.
I tried it about 20 times at the MFS and failed about 18 times... but then... I was able to approach safely. Thanks for sharing this video with us!
The engine is not a problem!!! the compass is!!! is completely crazy!!!! :) good job!