Engine Failure? Learn the Life-Saving Power Off 180
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- Опубликовано: 25 янв 2024
- In this video, I practice the life-saving power-off 180 technique, a crucial skill for any general aviation pilot. Whether you're working towards your private pilot license or simply enjoy flying, knowing how to execute this maneuver can make all the difference in an engine failure situation.
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power off 180 is not an emergency procedure.
No it isn't. But if you pick a runway as part of the engine out emergency in a check ride they can make you land the plane. And if you don't they can give you a notice of disapproval for it. Doesn't mean they will, but they can even at the Private level.
@@PilotJoeFLwhen I was student, my instructor didn’t make a classification on these two maneuvers, so for a long period of time I got confused about that. Now when I am teaching, I always say “power off 180 is not an emergency procedure” first. It’s all about accuracy.
@@yaohu4580 you're correct that it's not. But I'd argue, and it's a hill Im.willing to die on haha, that it should be. Sure the engine out is an emergency procedure, but if it doesn't come back you have to land at some point. To me it's just an extension of the engine out emergency. That's why I teach it to private students even though it's not required.
@@PilotJoeFL the point why I suggest everyone should explain the difference for these two maneuvers is we don’t want the student has the bias that if engine failure happens in the traffic pattern, they “should” always land on the runway. How many pilots died every year for attempting the impossible turn? Remember the law of primacy, that’s why it is important for me to make a point at the beginning of teaching these two maneuvers. Anyway that’s just my point. Good luck!
@@yaohu4580 Of course it is an Emergency Procedure. It is an Emergency Maneuver. I taught it to many when CFI in the 1990's. It is called A TURNBACK Turn. But you have to set the altimeter marker on every take off to the minimum turnback altitude just in case. Most accidents are from ignorants that didnt know Turnhbacks and did them too low or slow and crashed. But for every one that crashes there are about 5 or ten that did and landed well and were not counted. I know about 3 pilots and me that turnback did and saved from crashing outside the airport.
Interesting that the DPE wants flaps at specific times. I’ve always done them with no flaps at best glide until landing was assured.
My favorite was right before my check ride my CFI had me do an emergency descent from 4,500 to land at X04. I went to slow down on base and he said “the wing is still on fire keep going”. I turned final at about 120 knots before finally bleeding speed and throwing in flaps. Only landed a little long, which I prefer for 33 anyway. Was fun as hell.
I personally have gone no flaps the whole way down on the maneuver. That's how I learned them and did them. This method though works and he has a lot more flight time that I do haha.
Honestly man, this method may work, but what we were always taught was if anything, we have different techniques to lose altitude whether it’s with flaps or a slip or even widening out our approach, but there is nothing you can do to gain altitude, so this method to pull out the flaps is going against many safety practices.
The best method I learned and would teach my students was all about choosing your aiming point when you start the manoeuvre. That point will be where you start the power off 180, then keep that aiming point relatively stationary with a point on your window. It will remain stationary until you turn final. If the point descends, increase your angle of bank, if it ascends, decrease your angle of bank. This helps because winds will always play a factor. To this day I have not missed a power off 180 and neither have my students during their flight tests. It is always better to be high than low.
Love to see you practicing emergency procedures. If you don't know, watch Dan Gryder (Probable Cause). It's called AQP (Advanced Qualification Program) in the airlines. A scenario based program to help you be a safer GA pilot.
I know Dan well. I was actually on his channel last year. ruclips.net/video/Y5PkRmyidVY/видео.htmlsi=xXrvujaBNtlICrSb
@@PilotJoeFL That is awesome!👏
In what I've experimented with doing the possible turn it seems crucial to turn quickly however very crucial to not turn so quickly that it stalls because that's a critical loss. I wouldn't rule out that some flaps for just the tight turn might work. Generally flaps are airbrakes so not your friend for glide back but just for the turn maybe. Subject to experimentation.
Climbing steeply at good speed, maybe kink a bit to the side helps prepare for the return. Starting as far back on the runway is good too, that gives longer time to abort and more altitude before departing the runway area.
This wasn't the impossible turn, just a power off 180 from the downwind.
@@PilotJoeFL it's not entirely different though :)
@@DanFrederiksen you are correct but the level of skill needed for each is vastly different. I'd never teach the impossible turn to a private student. I do teach the power off 180 as part of my private program even though it's a commercial maneuver.
@@PilotJoeFL I taught it to many when CFI in the 1990's. It is called A TURNBACK TURN. You have to set the altimeter marker before every take off to the minimum turnback altitude just in case. Most accidents are from ignorants that didnt know Turnhbacks and did them too low or slow and crashed. But for every one that crashes there are about 5 or ten that did and landed well and were not counted. I know about 3 pilots and me that turnback did and saved from crashing outside the airport. Also put a blue line on Vglide speed for quick ref under stress.
Flap indicators not working aren’t uncommon. Always best to make a habit of actually glancing out the window to see what position they’re in 😊🙌🏻
100%! Wasn't a serious issue for what we were doing thankfully.
Why use flaps when runway is not assured. Is this an examiner that wants to see this done like that?
Just the way the DPE teaches it to his students and how he prefers it to be flown in a check ride. He will accept other methods in the check ride, but this is how he prefers it be completed. 10° flaps abeam the touch down point, 20° on base, full flaps on final. It did work pretty well actually, but it did take a few laps to dial it in as this was my first attempts doing it that way.
Everyone teaches different techniques and I’m not criticizing butI think I would have to disagree with this one. Basically a lost engine is simulated and flaps adds drag and also a gear (in the event of a retractable)hanging out there would create drag. I did my exams in an arrow and gear didn’t come down until I was sure the runway was made. Having said that the gear did come down on final. Although I wouldn’t recommend using a retractable for this because too many things are happening and would be very easy to forget to lower it. Bottom line is that you land safely.
@@Tonbeefcak Like you said, lots of ways to do it. I don't exactly like this way, but it works.
Is the girl actually a student. She didn't do anything.
She is one of my private students but she just wanted to join this flight to see how the maneuver is done. So she was just hanging out during the filming for this.