My instructor was an ex-RAAF pilot, he always told me when the engine quits it's the insurance companies plane now. Don't kill yourself trying to save the plane!
Your instructor was completely right - he was trying to save you. And thanks Paul for another great video! I've been in and out of Downtown myself. It was a great location for an airport - in 1927...
@@subthermosphere We're talking about engine failure on the climb out in a light aircraft, not evacuation. The passengers don't really factor into a decision about how to get your aircraft on the ground and walk away. In fact throughout that decision making process, they don't exist. If you have non-flying passengers onboard who would not be able to assist, it's advisable to pull the intercom so you don't hear them. Screaming puts you off...
I remember when Slick Willie said that same thing back in the 90's. It was my second favorite clip of him--after the "Tear on command" at that funeral.
@@heavyizthacrown-5842 I think by saying "these videos" he was referring to his enjoyment of his sense of humor in the whole series of videos but whatever
In this 15 minute video, Paul Bertorelli packs more practical advice on how to avoid an engine-failure-on-takeoff-stall-spin accident than I would have thought possible. Great job - thanks.
When the engine quits, nose down increasing air speed IS you applying your backup power. Having glider hours really helps reaffirm this mindset and hard wires it into your every day pilot skills.
Literally was just coming here to say this. Got many glider hours in during my youth on winch tows. Nothing teaches you that reflex quicker that a cable break on a winch in a nose high attitude. That nose has gotta come down quick
I have a plan after finishing my LAPL TMG license to get a glider training. There is an other skill for you from gliders, always planning landing outside from airfield. Also flying patterns without the engine. In my opinion it is good experience for every pilot.
I did an intersection takeoff at Lake Placid, in a 172. . . Then I discovered the airport is in a bowl. . . and the terrain was rising at about the same speed as my rate of climb. “Nothing as useless as runway behind” came to mind. My heartrate was rising faster than the plane. 😀
@@MOTOBLADE Good headwork, especially in a Cessna 150. Many times I've preplanned my departures with circling climbs and descents to observe altitude limits in controlled airspace and other terrain restrictions to keep my aircraft entirely safe. But it's important, for cabin comfort and security to routinely pre-brief and occasionally inform unknowing passengers what the big rollercoaster ride is for - and don't forget barf-bags!
I had an engine cowl flip open on my Cherokee when I got out of ground effect on take-off. It partially obscured the windshield and I had to make an instant choice of continuing the climb, or landing on the rest of the runway. For that flight I had decided to back-track and use the full runway because I had gotten into the habit of doing an intersection take-off and reminded myself that my instructors always told me to use the whole runway. Glad I kicked myself in the pants on that one as I was able to land on the rest of the runway with about 30 feet left after heavy braking. I always use the full runway now.... lesson learned. Doesn't have to just be an engine quitting. Be ready for the unexpected.
These videos are so informative and even if there are some points I’ve heard before it’s great to have a refresher and bring it up to the top of my consciousness. Without doubt one of the videos in this series is going to save someone’s life. If it hasn’t already. Thanks again Paul.
Ignore this rant if your young, isn’t RUclips crazy though anyone at any age can make TV quality content for people to enjoy no matter what the interest is. Plus not to mention anything you want to learn is here literally anything I needed to know exactly how to upgrade the turbo in my car, well there’s an exact video on RUclips with a step by step process to do so done by someone just like me or you. It’s actually insane and I can’t wait to see more of the technology in the future absolutely beautiful. I’m also only 27 seems young but I’m new to technology because I lived in the middle of the woods all my life with no internet until a year ago and wow I’ve been missing out. ❤️
Excellent. And, another great teacher on RUclips says about instantly pitching down when power is lost, “feel light in your seat”. In other words you should feel the negative G because that is what is necessary when instantly pitching down so you don’t lose any speed, especially if it happens in a turn or a climb. Then you adjust for best glide speed.
I'm a glider pilot and to us a rope braking during a winch launch is one of the most critical situations in flight. We practice a rope brake many times until pushing the nose down becomes instinct. Often the instructor doesn't tell the student beforehand and just opens the hook during the launch. Unlike your pulling the throttle out, there is no "undo" on this one. Once the rope is gone you are committed. It also happens much quicker because of the 30 degree angle of climb when the rope is released. You have no time to think, you have to decide what to do at what altitude before takeoff. You can either land straight ahead if low enough or if high enough do a u-turn, do a full circle to be at the same position at lower altitude or do a short pattern. Landing in a nearby field is also always an option.
My old instructor didn't believe one of the students that a 172 was putting out partial power. He took it out for a flight and on take off the engine went to just above idle power. He made it around the circuit but needed new underwear upon landing. I guess the lesson is if an engine is putting out partial power or quits and restarts, don;t trust it.
@@thefreedomguyuk I ended up joining the military and finishing my license after getting posted. He was a nice guy, the 172 ran fine on the ground but under full power it would suck up a peice of the heater box that had broken off and was still rattling around inside. Bad juju
I was in the back seat of that Mooney in the swamp! I was young at the time, but I'd say to the pilots: be careful that you don't take a moment to absorb the sudden tranquility of an airplane going full power to no power. PUT THE F'ING NOSE DOWN.
Don't do it, he'll mind and get extremely irate and likely ban you from his channel. I've seen it happen to two other subscribers, he takes this kind of thing serious. Your students will have to find the video organically on their own without using the search function.
Pitch down muscle memory, and taking off full length has saved me and the airplane I was flying 3 times in 30 + years of flying. Taking off midfield for a banner pickup cost my friend his ability to walk. Great video!
I used to work in a place that was 50 yards from a runway. We would go out and plane spot for lunch and breaks. I watched this beat up old Cessna 152 taxiing. It’s engine died. He restarted and pulled onto the runway. It died again. He restarted and ran it up to TO power and it died again. The final restart it stayed running, he slipped the brakes and into the clear blue sky he went. Stupid, brave, over confidence and just plain nuts.
Thank you Paul. When first starting to watch your "instructional" videos, I was doing it for the crash information. I quickly realized that your videos really ARE great instruction for almost any type flying, or landing, well lets face it, your videos cover just about all facets of plane life! From sitting at home making the choice to go flying today, to putting the plane back in the barn AFTER the day of flying is over. You cover all of it. You do this with a very well balanced mix of seriousness blended with tasteful humor. I guess my point is this: At first, I thought you were going to be just another self-proclaimed know it all and spew out the same ole drivel that really does nobody any useable good. How wrong I was! You are very informative. You are very knowledgeable. You are very well spoken. You are very personable. There are a few more descriptive statements I could add, but you get the point I'm sure. I've been very lucky. I've been interested in flight of all kinds all my life and as a child studied bird flight...and landings. You wouldn't believe just how much THAT has helped me! Birds REALLY know what they're doing, for the most part. But I've also had some great instructors. One thing I remember most of all is my one ex-military instructor giving me unpaid advice..LOUDLY!! It was this, at high volume so I could never use the.."I didn't hear you"..excuse. He said these words to me..."FLY THE PLANE"!!! That means from the time your ass is in the seat until you are standing next to it! If you are in the seat, then you are flying the plane, period!! His piece of advice has saved my life, and possibly others, more times than I can count. Paul, in your way, your advice is just as simply practical and I intend to sit fwd on the edge of my seat and listen intently when you speak. Lastly, after my long winded comment, I just want to thank you! Thank you Paul for everything you give to us out here who will listen and hear you! You obviously have a passion for humanity as well as a love of flying. A good combination. A good and decent man.
I learned on a runway that's was long enough to take off and land several times in the trainer I was learning in. I still ask and will wait for the longer runway.
Great job, Paul. I teach this to all my flight and ground students. I have had students who subsequently had engine-out situations. All lived to talk about it. I also practice what I preach.
Your channel is an invaluable resource, the emphasis mainly toward private pilots, but valuable to any aviator regardless. The additional (and respectfully appropriate) humour would have made so many classroom hours literally ‘fly’ by. You’re a master of the craft who knows that you never stop learning, so you’re uploads are perfect for everyone, no matter what page of the logbook you’re on, or what number logbook. Happy Flying! (Just some hot air from the UK).
Excellent videos as always Paul, I coukd binge watch these. Easily the best GA advice, no holds barred practical life saving advice. Please Avweb - keep giving us more of these!!
In think engine quitting then picking up again catches many out. A close friend had exactly that on take. He's an instructor and has life changing injuries, that brings it back to you that even though you know, it can still bite you.
Very good analysis and advice. I am not a pilot, but I am a driver and to this day I use a decision technique my instructor taught me in my youth. When approaching green signal light, I say to myself this mantra, "I have to stop, I have to stop..." until I reach a point of no return. Then I drone "I have to go, I have to go..." Your advice to tell yourself the engine is going to stop and be prepared sounded very familiar to me.
I've always remembered a saying my ground school instructor said. "Eternity is forever why rush it?" Following a checklist and having a plan are essential. Great video.
Great pitch on Aeronautical Decision Making. Incidentally, I was the FAA scientist responsible for overseeing the development of ADM training. I also wrote the first NTSB Crew Resource Management recommendation in 1979 (after UAL 173). One suggestion we put in many of the training pitches was to always select "the most conservative response." The Moony pilot failed to do this, but Captain Sully did just that when he decided to put his Airbus in the Hudson rather than trying to glide back to LGA. I discuss this in my book "Air Safety Investigators: Using Science to Save Lives -- One Crash at a Time." Alan E. Diehl, PhD, CFI, ATP
I've been a weekend warrior pilot for 32 years, though have been medically grounded for just over 2 years. Hopefully will get medical back. In early days flying in late 80's I did a lot of time in a 1966 Mooney M20C. Was only a 20 year old plane then! It had the Johnson Bar for gear which was a great teacher for a new pilot in that you had to make sure your hands were in the right place before grabbing the lever and twisting your hand. You had to be safely climbing before pull + twist. The big lesson from its owner was though; only retract the gear when there is no more runway you can land on! You could suck the gear up super fast with the Johnson Bar, but if you were very low and engine died, you'd be too busy to grab the bar and drop it. Though you could also drop gear quickly with the Bar too. I've not flown retrac's for many years but have been in a 1975 Arrow II in recent years. Same situation even with electric gear. Positive rate, no more runway I can land on, gear up! Always loved your vids sir. Best from me Down Under in Middle Earth! Edit: Missed putting this in before. I was taught to always use full length, irrelevant of performance of plane I'm flying. Runway behind you is useless! As is altitude above you, and fuel not in your tanks!
In 1982 I almost crashed because I didn't use the whole runway in Saratoga, Wyoming. I had plenty of runway to get off the ground after an intersection takeoff. However, I encountered turbulence just past the end of the runway that I believe was due to the wind passing over some very small hillocks. For a short while it was all I could do to keep the plane in the air. I learned a valuable lesson that day!
Paul, thanks for your insightful and informative videos. Many years ago a well-experienced and wise (I thought) instructor told me 85% of all piston engine failures occur during a power change. He then said, "Jim, when you're taking off, Don't reduce the throttle (power) until you're ready for the engine to quit. The added benefit of this mantra was that every takeoff I was poised for the/an engine to quit.
One of the best videos you could ever watch regarding takeoffs. It is packed full of great practical information that should be used by every GA pilot preparing for takeoff. Follow this advice and you will be prepared for an engine failure and have a plan.
I had an issue in my light sport I was flying many years ago where the spring broke on the carburetor (Rotax engine) immediate on a touch-n-go. This caused the engine to throttle up extremely slowly - and when I say extremely I mean it too a few minutes for the engine to return to full power. When the spring broke and I tried to throttle up, I had enough power to stay in ground effect but very little to climb. While this isn’t necessarily an intersection departure issue, I did learn a great deal about having to make that quick go/no-go decision. As I had traffic behind me on final I made “go” my decision - which was bad. Nevertheless, as I painfully climbed at about 50fpm and finally had enough altitude to make the turn to the x-wind runway the power returned back to normal. In retrospect I should have shut the engine down immediately. Lessons learned.
Thanks for this very helpful analysis/recommendation for "take off preparation." I like that you said that you remind yourself before every take off that "this is the time it's gonna happen." I is the same thing I do when i skydive. Prior to my jump and as I am in free fall I actually "plan," and say to myself "here comes the malfunction" so that I am totally ready for the malfunction and not surprised by it if it happens. It's like I was taught in little league baseball to plan on the ball being hit to me on each pitch so that I am not caught off guard. I can see that this is a very good practice, and for me is simply part of my procedures that I ALWAYS follow. Another issue to address with this is the awareness that it creates prior to flying, or skydiving, altogether, and that is that "if you are hoping, and dreading, the possibility of an engine failure, or a parachute malfunction, you probably shouldn't be PIC or skydiving in the first place." This "dreading" can easily impact your judgement as well as your reaction time and have you be in "denial" of your circumstances costing you valuable "moments of time" and ultimately depleting altitude. I recommend that people in both cases confront their fears such that they become comfortable with emergency procedures. It may save the lives of others if not your own. What I got from this video: 1. Always use all the available runway. 2. Always do a thorough preflight check of the equipment and the aircraft including the fuel, etc. 3. Be prepared for a malfunction so as to not be caught "off guard." 4. If I encounter an engine malfunction during preflight, take off, or flying land the aircraft as soon as possible and as safe as possible and deal with it on the ground not in the air. 5. Plan ahead and be prepared so as to NOT be in a hurry, and always be responsible for being prepared and safe.
I am far from a pilot's license and even further from being in a plane. It is my dream however to fly and own one. I think for anyone in my position this is a very reassuring video in the sense that in the case that anything happens to the engine your life is still in your own hands. Thank you.
I'm based out of Beaufort County Airport/"Frogmore International Airport" and vividly remember yall's accident/Mooney in the marsh. The community as a whole, we're very excited about yall's having made back in 1 piece.
I love these videos. As a new pilot, I learn a lot from them that was just glanced over (if covered at all) during instruction. Please keep the good content coming...it’s keeping pilots & passengers alive!
Fantastic video, thank you. I have two friends who walked away from engine out landings, one of which was on takeoff. Putting the nose down does work...the survival stories are not a myth.
Even as a no-pilot I do appreciate your videos for different reasons. You're making the points crystal clear, you are unagitated and there's no bleep over the f-word ;-) Thanks!
It blows my mind that a jury would award 9 million over mags when they tested good and there were plenty of other reasons given for the stoppage of engine power and even with engine stoppage the pilot still had ways out including belly landing back on the runway. Lawyers are the reason we can't have fun these days.
That would come down to jury selection and ensuring that as defense counsel you did the absolute best to educate the jury in simple terms and to stick to three main points.
I started on the line and worked my way up to the SC Aeronautics Commission. Many made idiotic mistakes and lived and many that didn't get a 2nd chance. Some more memorable ones are numerous planes that were just chocked or maybe just the wings and a linemen secured the plane properly only to "jump" a chock or get run it up and realize the tail was tie down. A citation taxied out with the towbar still attached to the nose wheel. Take off and come back and whisper "I need some gas." One guyed "borrowed" a 24v battery cart for helis and hooked it up to his 12v system. IIRC a Moonie and a $10 grand bill. Numerous prop starts running away. "Smilies" getting sucked into the engine. Ouch $$. A foreign student sat for 15 minutes trying to contact someone on his radio. I walked out and stuck my head in the 172 and saw he was trying to talk to ATIS. Someone had a really bad breakfast and threw his underwear out of a Bonanza. They wrapped around the leading edge of the tail and taxied in that way. Passengers snapping off static wicks. Had a passenger in a 402b discharge a fire bottle in flight covering the back of the plane in white powder. I've seen seat fall off the rail on rotation. Another 402/404? pilot crew window flew open. When he tried to pull it down, the plane hit a pothole in the sky and yanked his arm out of socket. I literally could go on forever. KCAE/KCUB
Haha @ Probably didn’t inhale! Great info! All pilots need to constantly review these mishaps to prevent becoming a statistic. Classic case of the Swiss Cheese model. Love your channel and website.
Though I’m not a pilot (retired RN), I enjoy all things Aviation from the sidelines, so to speak. I’ve seen my share of fatal crash videos and NTSB hearings and reports. I subscribe to VASAviation, Blancolirio, Probable Cause, Mentour, Captain Joe, Nico’s Wings, AOPA, and still others. But I just gotta say it. Paul Bertorelli - okay, never mind how I chopped his name to bits - explains whatever he’s talking about that day into easily digested pieces for both Aviators and people like me. Thanks, Paul. Happy flying and be safe, all!
This mandatory, locked-in reflexive nose down control input is, together with the minimum maneuvering speed (1.40 x stall speed) the two most potent antidotes to the stall-spin fatal accident. Thank you Paul. If I don’t remember anything else in the pre-takeoff “what if” it’s the get the ____ nose down.
Thank you Mr. Bertorelli for all you that you teach us in your videos. I have lapses in my flying that sometimes extend for months. When I can't fly (work, family, etc.), I spend every minute, that I would otherwise be using to fly, watching your videos and others like them. The "other guy" on RUclips always exclaims, "a good pilot is always learning". I think that makes perfect sense. Would love to fly with you if you ever visit Lantana airport (KLNA).
I used to fuel GA aircraft at an FBO on the Pacific Wet Coast, for a living that is. We were always concerned about water in our tanks and tested accordingly, but always wondered at the number of pilots who just jumped into their freshly fuelled aircraft without doing their own tests. We would test at the beginning of a shift regardless of whether it had been done before or not and on a really wet day often in the middle of a shift too. I was surprised how many times I found traces in a tank truck that was now half full. So, yes, after stopping for fuel, sump those tanks. As a student pilot in the middle 70s, I was always taught that the proper response to a dead engine on take-off was dropping the nose and landing straight ahead. Few recreational pilots have the skills to pull off a return to the runway even if you do have time. I witnessed a stall spin accident once and the sound of impact was one I'll never forget. Two fatalities that did not need to happen as the field straight ahead was a nice fluffy, ready to harvest, wheat field. Sigh. It was a nice plane too.
I fly Rc Planes and with these hobbies engines quit all the time , and pitching the nose down is the ONLY way to save the plane , ok its only a model and no lives on board are at risk but to the modeller the model is whats at risk so over the years of many deadstick landings no matter how high or low your at the nose MUST be pitched down in order to keep airspeed to have somewhat some control of the plane , this is a very good video and as a model flyer can relate to it lots , Thanks for the Lesson in Staying alive and best choice options in a deadstick Plane.
Also, on a multi-engine plane, don't bank or turn into the dead engine. Results in a wingover and a crash. Saw a female Navy C-1 pilot lose #1 engine, she turned left into it, and crashed burying the C-1 into the ground up to the wing leading edge and killing all 6 people on board. Could have been avoided had she leveled the wings and nursed it for altitude.
I'm not a pilot, but planes fascinate me. One thing I've come to realize watching videos like these is that in a loss of power situation during takeoff, you have to act instantly and instinctively or you'll be in real trouble. Thanks for the instruction Paul- you're a pro.
Being a glider pilot (and glider tug pilot) is definitely an asset. Checking landable fields around the aerodrome is part of my routine, noting vegetation, fences, electric wires and livestock. Thanks to that shared info, we have had a few forced landings with no injuries and little or no damage to gliders.
Inspiring. Reminds me of flying with my gramps, as a child. No corners cut in preflight, ever. P210N. maintenance immaculate. Damn i miss those days. Whelp, I’m still alive. Pilot Error was trained and rehearsed into nonexistence.
Excellent advice. Pitching over when the engine falters or quits should be an immediate, automatic reflex. I think of it as the opposite of back pressure, which is pulling the rug out from under you.
We are fortunate that we have people like you that are willing to give of their time and effort to dig into these issues and make them known and what to do. Valuable info to be sure. Another example of how the world is a better place because you are in it. Thanks!
Good stuff, Paul. As a CIrrus pilot I can't say this Mooney would have done better if he had a chute since he was only 300 feet off the ground. But if he had used the whole runway (as I always do), or do a short field takeoff if the runway is maringally short then he could have made it to chute height. Cirrus owners are trained to not just roll the plane and takeoff, but to do so with the chute in mind (best angle for height).
Excellent topic!!!...Doing closed traffic on 35R (KDWH) I just finished 4th one, rotated and was beginning a best rate climb when engine started coughing and rapidly losing power. Immediately began putting plane back on runway which was rapidly running out. I used taxi way as an overrun. Luckily it was at an angle that allowed that. Taxied to a run up area and diagnosed fouling as problem. Last several flights have been closed traffic which I'm certain contributed to the fouling issue. No time to lean and then go full rich with 172 landing procedures. Eventually worked out something that eliminates fouling for multiple days in pattern.
Wow- what a wonderful way this guy has with analysis and explanation - plus he couples it with outstanding suggestions on how to avoid becoming the next stall/spin statistic. It's amazing to me the many ways that a crash can occur. Planning is key, and of course the ever-popular pre-flight check of the aircraft including sump testing for water in the fuel.
I've never heard the term "perishable" in relation to skills. I guess I'm young, but what a brilliant way to emphasize the importance of never growing too comfortable, even driving a car.
Many years ago as an aspiring pilot I was fortunate to be mentored by some very experienced pilots, some of who saw action in WW ll. Here are some gems of wisdom I received. "The most useless things to a pilot are runway behind you, altitude above you, airspeed you don't have, or fuel you don't have, unless you are on fire! Then 10 gallons is too much"! "Any pilot who allows his ego to make his decisions has a fool at the controls"! "Never start any takeoff, flight, or approach to land without a backup plan if something goes wrong"! "Know by heart the limitations of your aircraft, and even more importantly, your own limitations"! And of course the old classic "There are old pilots and bold pilots! There are no old, bold pilots"!
Intersection takeoffs for runway 19 @ Kilo are the norm at MKC for GA planes. My first student solo out of MKC i asked full length then but I'm definitely guilty of later takeing the RWY19@Kilo clearence after that as the norm. Complacency in hindsight. Once south of the river at MKC there are little options to put the plane down given the the building density so defiinitely taken to heart that I'll ask for full length from now on. Just gives more outs in an emergency...Another great video.
My one trip out of there, I may have done the same. I don't remember. I do recall how close downtown is, though. No good place to put an airplane down.
Thanks for making these videos. I am a new student pilot and I learn an incredible amount of lifesaving information from your content. Keep up the great work!
PA-28-140 takeoff with 25 degrees flaps, 6,200 feet of runway, and a Bendix magneto quit at 200AGL, leaving me with 2000RPM and rough running vs. 2700RPM. I saw I had 3000 feet of runway in front of me so "push-pull." I pushed the nose and pulled the power. My only mistake was not pulling the Johnson Bar for the final setting of 40-degrees of flaps, but my right hand was glued to the power. Minimal flare just to hit the mains first, then maximum brakes left me 1200 feet of runway. I had just practiced aborted takeoffs 2 weeks prior from as low as 50AGL. So, it was almost an instantaneous response. Seriously people, practice these starting at 200AGL then lower. You have to push the nose over very quickly and further than you think.
In my opinion, a big percentage of hard accidents (injuries or casualties) in dead stick landings are 'cause pilot's formation don't begin in gliders. For a glider pilot, dead stick (fligh and landings) are naturaI. Zero stress. We enjoy this. On the contrary, for a plane pilot an engine failure is a nightmare, an anormal and hardly stressing situation very difficult to resolve. For pilots, a forced (out runway) landing is a situation to avoid until the last second: they lost time and altitude trying to restart the engine instead of fly the plane (now a dirty glider) to land in a safe spot they could find. When a glider pilot loses his engine, he put the nose down until best L/D speed and look outside for a good spot to land. No doubts, low stress, self confidence: the better chance to way out walking after land. As you said in the video, we love planes but the're replaceables and we're not.
It's a good point. But I think the same type of training can be done if initial training is done in a powered plane, maybe even better. Before I was allowed to solo I had to demonstrate multiple power at idle landings. I actually did my primary training in a cub, and ALL the landings were done power to idle at first. This was to instill an understanding of how to manage a stabilized approach without using power as a crutch, and to have confidence in the ability to land power off. The approach angle with zero power is steeper than with power, and it's a great skill to have. I think it should be mandatory, but perhaps some aircraft used for primary training can't safely do that. The reason I think this might be better than glider is that a cub, cherokee, or 172 lands a lot steeper, power off, than a glider. The feel and angle differ a lot, as those airplanes have a mid to lousy glide ratio. Anyway, I completely agree that pilots should have practice in power off landing, not just power off approach.
As a (Retired Air Traffic Controller) another advantage, I think worth noting, is using the full length runway gives STOL Aircraft the ability to take that intersection being held up. I have had many circumstances when a C17 cargo plane, would land like STOL aircraft, to be held up or have to continue taxiing on the runway to the next intersection.
Hey Mr. Bertorelli, please stay safe in this terrible pandemic - if you're ever in my neck of the woods let's try some of that grass. We have a lovely field not too far from me!
07:15 "Put the Fuckin Nose Down" probably the best thing you could have ever said in that training flight, I always remember my flying instructors, mostly ex-Royal Australian Air Force, using quite colourful language and anecdotes at all the appropriate times in my training and they always arrive like a little bird on my shoulder at the exact right time in all sorts of flying scenarios !
There were two crashes off Paine Field (KPAE) within a year, one with a fatality. Both aircraft would have come to rest _on the runway_ if they had taken off full length. Instead, one ended up in a wooded area and one landed in a road intersection. Accepting intersection departures is super common for GA at KPAE, and often the spot they choose is near mid-field, cutting their runway (which, granted, is 9,000') in half. I've never understood the casual acceptance of that. Thanks for this video!
Good ole A4, flown out of KPAE a lot. Always request full length from ATC, I don’t understand why you wouldn’t. Runway behind you is pointless on your takeoff role.
I once heard that there was a truck driver trainer who had told his student "If an airplane flew up behind you on the roadway and landed in front of you, you should have seen that coming." A great Pilot and great driver should see most things coming. Understanding what to do when it does is very important!
My brother went down in a Mooney in the 70's in Lake Ponchatrain on an engine failure after take-off, I remember him saying that he popped the door and stuck something in it before he ditched in the water. He was in the water 4.5 hours and was suffering from hypothermia when he was found (acutally he found one of the rescue boats). He got out but the Mooney is still there under the water.
My instructor was an ex-RAAF pilot, he always told me when the engine quits it's the insurance companies plane now. Don't kill yourself trying to save the plane!
Your instructor was completely right - he was trying to save you.
And thanks Paul for another great video!
I've been in and out of Downtown myself. It was a great location for an airport - in 1927...
😶
But a pilot always makes sure the passengers are safe before anything else.
@@subthermosphere We're talking about engine failure on the climb out in a light aircraft, not evacuation. The passengers don't really factor into a decision about how to get your aircraft on the ground and walk away. In fact throughout that decision making process, they don't exist. If you have non-flying passengers onboard who would not be able to assist, it's advisable to pull the intercom so you don't hear them. Screaming puts you off...
@@AndyMcGeever If they are screaming, they are breathing.
"Keep flying until the crunching stops" - now THAT'S a lesson! Thank you.
@7:11 "Put the fuckin' nose down!"
Words to live by. Thanks for posting this.
My goal in life is to never have Mr. Bertorelli use my actions as a Case Study.
Also try not to appear in an Air Safety Institute video with the sad music.
@@nitehawk86 try the "shot on an iphone" youtube genre and avoid that music too.
UNLESS it's a case study on what you should've done instead of what not to do.
"I probably didn't inhale" I love this guy's sense of humor
I remember when Slick Willie said that same thing back in the 90's.
It was my second favorite clip of him--after the "Tear on command" at that funeral.
It's the best part of these videos
Must have been some great grass if you can't say for sure.
@@Ty91681 That corny joke was the “best part” of the video for you? Smh 🤦🏾♂️
@@heavyizthacrown-5842 I think by saying "these videos" he was referring to his enjoyment of his sense of humor in the whole series of videos but whatever
In this 15 minute video, Paul Bertorelli packs more practical advice on how to avoid an engine-failure-on-takeoff-stall-spin accident than I would have thought possible. Great job - thanks.
Paul is a treasure of the aviation community.
When the engine quits, nose down increasing air speed IS you applying your backup power. Having glider hours really helps reaffirm this mindset and hard wires it into your every day pilot skills.
bc: Or, simply have adequate training in powered aircraft and be mentally prepared for engine loss emergencies.
Literally was just coming here to say this. Got many glider hours in during my youth on winch tows. Nothing teaches you that reflex quicker that a cable break on a winch in a nose high attitude. That nose has gotta come down quick
I bet that glider experience makes a big difference.
I have a plan after finishing my LAPL TMG license to get a glider training. There is an other skill for you from gliders, always planning landing outside from airfield. Also flying patterns without the engine. In my opinion it is good experience for every pilot.
@@ivansemanco6976 Absolute thumbs up to your input on the subject!! Well said! Thank you.
I did an intersection takeoff at Lake Placid, in a 172. . . Then I discovered the airport is in a bowl. . . and the terrain was rising at about the same speed as my rate of climb. “Nothing as useless as runway behind” came to mind. My heartrate was rising faster than the plane. 😀
I did the lake placid departure in a cessna 150. Had to circle climb for a while to get out of the fish bowl.
@@MOTOBLADE Good headwork, especially in a Cessna 150. Many times I've preplanned my departures with circling climbs and descents to observe altitude limits in controlled airspace and other terrain restrictions to keep my aircraft entirely safe. But it's important, for cabin comfort and security to routinely pre-brief and occasionally inform unknowing passengers what the big rollercoaster ride is for - and don't forget barf-bags!
I don't understand. You figured out the airport was in a bowl AFTER you took off? Isn't that supposed to be covered in your PreFlight planning?
@@carlwilliams6977 absolutely! It’s good to know if there’s terrain before you take off, it’s a big part of having a plan
I had an engine cowl flip open on my Cherokee when I got out of ground effect on take-off. It partially obscured the windshield and I had to make an instant choice of continuing the climb, or landing on the rest of the runway. For that flight I had decided to back-track and use the full runway because I had gotten into the habit of doing an intersection take-off and reminded myself that my instructors always told me to use the whole runway. Glad I kicked myself in the pants on that one as I was able to land on the rest of the runway with about 30 feet left after heavy braking. I always use the full runway now.... lesson learned. Doesn't have to just be an engine quitting. Be ready for the unexpected.
It's a pity people have to have a hard lesson to learn a lesson
"The engine will, no shit, quit" I really enjoyed this video Paul, it's a great reminder. Thank you for sharing.
These videos are so informative and even if there are some points I’ve heard before it’s great to have a refresher and bring it up to the top of my consciousness. Without doubt one of the videos in this series is going to save someone’s life. If it hasn’t already. Thanks again Paul.
Great video, I also loved the '''stuff a jacket in the door'' , nothing like
being able to exit a burning plane..
As the late great Bob Hoover used to say " In the event of an engine failure, fly the damn thing into the crash as long as possible".
I was taught "it's YOUR job to crash the airplane, not the airplane's job".
@Matthew Morycinski Excellent. If we would do it in an airplane, why wouldn't we do it everyday of our lives?
if hoover said it i believe it
@@daffidavit I would like to live in an airplane. Done and done!
Ignore this rant if your young, isn’t RUclips crazy though anyone at any age can make TV quality content for people to enjoy no matter what the interest is. Plus not to mention anything you want to learn is here literally anything I needed to know exactly how to upgrade the turbo in my car, well there’s an exact video on RUclips with a step by step process to do so done by someone just like me or you. It’s actually insane and I can’t wait to see more of the technology in the future absolutely beautiful. I’m also only 27 seems young but I’m new to technology because I lived in the middle of the woods all my life with no internet until a year ago and wow I’ve been missing out. ❤️
Excellent. And, another great teacher on RUclips says about instantly pitching down when power is lost, “feel light in your seat”. In other words you should feel the negative G because that is what is necessary when instantly pitching down so you don’t lose any speed, especially if it happens in a turn or a climb. Then you adjust for best glide speed.
That guy has been on Aviation 101 and Flight Chops, his free down load of the course makes really good reading.
Andy Myers I believe you’re referring to Dan Gryder, and the ‘course’ is called the AQP if you’re looking for it.
I'm a glider pilot and to us a rope braking during a winch launch is one of the most critical situations in flight. We practice a rope brake many times until pushing the nose down becomes instinct. Often the instructor doesn't tell the student beforehand and just opens the hook during the launch. Unlike your pulling the throttle out, there is no "undo" on this one. Once the rope is gone you are committed. It also happens much quicker because of the 30 degree angle of climb when the rope is released. You have no time to think, you have to decide what to do at what altitude before takeoff. You can either land straight ahead if low enough or if high enough do a u-turn, do a full circle to be at the same position at lower altitude or do a short pattern. Landing in a nearby field is also always an option.
Never trust a pilot who doesn't know the difference between 'brake' and 'break'.
I don't even know how to fly a plane but this channel is so interesting. Can't stop watching.
Same
Never too late to learn.
My old instructor didn't believe one of the students that a 172 was putting out partial power. He took it out for a flight and on take off the engine went to just above idle power. He made it around the circuit but needed new underwear upon landing.
I guess the lesson is if an engine is putting out partial power or quits and restarts, don;t trust it.
I assume you took another instructor after that ??
@@thefreedomguyuk I ended up joining the military and finishing my license after getting posted. He was a nice guy, the 172 ran fine on the ground but under full power it would suck up a peice of the heater box that had broken off and was still rattling around inside. Bad juju
Is that not what power checks are for?
Brianne C Sounds like someone shouldn’t be an instructor... I’m assuming this wasn’t an instructor based in the US?
Dyl Connaway Instructors make poor decisions all the time.. the US is not immune
I was in the back seat of that Mooney in the swamp! I was young at the time, but I'd say to the pilots: be careful that you don't take a moment to absorb the sudden tranquility of an airplane going full power to no power. PUT THE F'ING NOSE DOWN.
You were in that Mooney in the swamp?
You are a real hero
Same thing on a motorcycle when the engine cuts out. You go ,"hunh...that's interesting..."
Lucky for you, the pilot knew what to do!
Glad you're still with us.
I watch a lot of youtubes, but Paul's are the only ones I thumbs-up before hitting play.
I literally just did that.
Same
Paul, your presentations are spot on and as usual with NO B.S.! You are saving lives my friend! Saving lives.
Hello Paul: I hope you don't mind but I'm going to show this to my students. Thank you.
Why the hell would he mind? 🤣
Don't do it, he'll mind and get extremely irate and likely ban you from his channel. I've seen it happen to two other subscribers, he takes this kind of thing serious. Your students will have to find the video organically on their own without using the search function.
@@JessHull : If true, that's absurd!
@@maxbootstrap7397 He's being sarcastic.
max bootstrap how would he even know if he showed his students come on man you shoulda known that was sarcasm
Pitch down muscle memory, and taking off full length has saved me and the airplane I was flying 3 times in 30 + years of flying. Taking off midfield for a banner pickup cost my friend his ability to walk. Great video!
I used to work in a place that was 50 yards from a runway. We would go out and plane spot for lunch and breaks. I watched this beat up old Cessna 152 taxiing. It’s engine died. He restarted and pulled onto the runway. It died again. He restarted and ran it up to TO power and it died again. The final restart it stayed running, he slipped the brakes and into the clear blue sky he went. Stupid, brave, over confidence and just plain nuts.
That pilot had a death wish.
I hope the pilot doesn't kill anyone else.
He knew you were watching, he was turning off the mags on and off - but actualy just plain nuts!!
Paul does the best aviation videos on the web. Thank for the hard work!
The best?? Are you sure of that? Why? what are the second best, so i can review then too. Waiting...
I just love this channel, refreshingly straight shooting, and entertaining aviation content! Subscribed! Keep up the great work Paul.
I've been watching your videos for years, Paul, and I don't know if I have ever told you how outstanding and helpful your videos are. Thank you!
Thank you Paul! It is an honor to have you permanently welded into our phone!👍
Thank you Paul.
When first starting to watch your "instructional" videos, I was doing it for the crash information. I quickly realized that your videos really ARE great instruction for almost any type flying, or landing, well lets face it, your videos cover just about all facets of plane life! From sitting at home making the choice to go flying today, to putting the plane back in the barn AFTER the day of flying is over. You cover all of it. You do this with a very well balanced mix of seriousness blended with tasteful humor.
I guess my point is this:
At first, I thought you were going to be just another self-proclaimed know it all and spew out the same ole drivel that really does nobody any useable good. How wrong I was! You are very informative. You are very knowledgeable. You are very well spoken. You are very personable. There are a few more descriptive statements I could add, but you get the point I'm sure. I've been very lucky. I've been interested in flight of all kinds all my life and as a child studied bird flight...and landings. You wouldn't believe just how much THAT has helped me! Birds REALLY know what they're doing, for the most part. But I've also had some great instructors. One thing I remember most of all is my one ex-military instructor giving me unpaid advice..LOUDLY!! It was this, at high volume so I could never use the.."I didn't hear you"..excuse. He said these words to me..."FLY THE PLANE"!!! That means from the time your ass is in the seat until you are standing next to it! If you are in the seat, then you are flying the plane, period!! His piece of advice has saved my life, and possibly others, more times than I can count. Paul, in your way, your advice is just as simply practical and I intend to sit fwd on the edge of my seat and listen intently when you speak.
Lastly, after my long winded comment, I just want to thank you!
Thank you Paul for everything you give to us out here who will listen and hear you! You obviously have a passion for humanity as well as a love of flying. A good combination. A good and decent man.
I learned on a runway that's was long enough to take off and land several times in the trainer I was learning in. I still ask and will wait for the longer runway.
Great job, Paul. I teach this to all my flight and ground students. I have had students who subsequently had engine-out situations. All lived to talk about it. I also practice what I preach.
Your channel is an invaluable resource, the emphasis mainly toward private pilots, but valuable to any aviator regardless. The additional (and respectfully appropriate) humour would have made so many classroom hours literally ‘fly’ by.
You’re a master of the craft who knows that you never stop learning, so you’re uploads are perfect for everyone, no matter what page of the logbook you’re on, or what number logbook. Happy Flying! (Just some hot air from the UK).
Excellent videos as always Paul, I coukd binge watch these. Easily the best GA advice, no holds barred practical life saving advice. Please Avweb - keep giving us more of these!!
In think engine quitting then picking up again catches many out. A close friend had exactly that on take. He's an instructor and has life changing injuries, that brings it back to you that even though you know, it can still bite you.
Very good analysis and advice. I am not a pilot, but I am a driver and to this day I use a decision technique my instructor taught me in my youth. When approaching green signal light, I say to myself this mantra, "I have to stop, I have to stop..." until I reach a point of no return. Then I drone "I have to go, I have to go..." Your advice to tell yourself the engine is going to stop and be prepared sounded very familiar to me.
Great video! Your old flying buddy was a great guest.
I've always remembered a saying my ground school instructor said. "Eternity is forever why rush it?" Following a checklist and having a plan are essential. Great video.
Great pitch on Aeronautical Decision Making. Incidentally, I was the FAA scientist responsible for overseeing the development of ADM training. I also wrote the first NTSB Crew Resource Management recommendation in 1979 (after UAL 173). One suggestion we put in many of the training pitches was to always select "the most conservative response." The Moony pilot failed to do this, but Captain Sully did just that when he decided to put his Airbus in the Hudson rather than trying to glide back to LGA. I discuss this in my book "Air Safety Investigators: Using Science to Save Lives -- One Crash at a Time." Alan E. Diehl, PhD, CFI, ATP
Why would people down vote this outstanding video?
Continental Motors employees
@@esathegreat 😂😂
Hahaha.....i was thinking same
Hey Nick, stop watching video's and review the 2021 M4! :D
Well, it got exactly 69 downvotes by now, so how about that for a reason?
I've been a weekend warrior pilot for 32 years, though have been medically grounded for just over 2 years. Hopefully will get medical back.
In early days flying in late 80's I did a lot of time in a 1966 Mooney M20C. Was only a 20 year old plane then!
It had the Johnson Bar for gear which was a great teacher for a new pilot in that you had to make sure your hands were in the right place before grabbing the lever and twisting your hand.
You had to be safely climbing before pull + twist.
The big lesson from its owner was though; only retract the gear when there is no more runway you can land on!
You could suck the gear up super fast with the Johnson Bar, but if you were very low and engine died, you'd be too busy to grab the bar and drop it. Though you could also drop gear quickly with the Bar too.
I've not flown retrac's for many years but have been in a 1975 Arrow II in recent years. Same situation even with electric gear.
Positive rate, no more runway I can land on, gear up!
Always loved your vids sir.
Best from me Down Under in Middle Earth!
Edit: Missed putting this in before. I was taught to always use full length, irrelevant of performance of plane I'm flying.
Runway behind you is useless! As is altitude above you, and fuel not in your tanks!
In 1982 I almost crashed because I didn't use the whole runway in Saratoga, Wyoming. I had plenty of runway to get off the ground after an intersection takeoff. However, I encountered turbulence just past the end of the runway that I believe was due to the wind passing over some very small hillocks. For a short while it was all I could do to keep the plane in the air. I learned a valuable lesson that day!
click bait title!!! omg: this guy blends serious life and death dealing advice with some necessary humor. top notch aviation celebrity.
Paul, thanks for your insightful and informative videos. Many years ago a well-experienced and wise (I thought) instructor told me 85% of all piston engine failures occur during a power change. He then said, "Jim, when you're taking off, Don't reduce the throttle (power) until you're ready for the engine to quit. The added benefit of this mantra was that every takeoff I was poised for the/an engine to quit.
One of the best videos you could ever watch regarding takeoffs. It is packed full of great practical information that should be used by every GA pilot preparing for takeoff. Follow this advice and you will be prepared for an engine failure and have a plan.
I had an issue in my light sport I was flying many years ago where the spring broke on the carburetor (Rotax engine) immediate on a touch-n-go. This caused the engine to throttle up extremely slowly - and when I say extremely I mean it too a few minutes for the engine to return to full power. When the spring broke and I tried to throttle up, I had enough power to stay in ground effect but very little to climb. While this isn’t necessarily an intersection departure issue, I did learn a great deal about having to make that quick go/no-go decision. As I had traffic behind me on final I made “go” my decision - which was bad. Nevertheless, as I painfully climbed at about 50fpm and finally had enough altitude to make the turn to the x-wind runway the power returned back to normal. In retrospect I should have shut the engine down immediately. Lessons learned.
Thanks for this very helpful analysis/recommendation for "take off preparation." I like that you said that you remind yourself before every take off that "this is the time it's gonna happen." I is the same thing I do when i skydive. Prior to my jump and as I am in free fall I actually "plan," and say to myself "here comes the malfunction" so that I am totally ready for the malfunction and not surprised by it if it happens. It's like I was taught in little league baseball to plan on the ball being hit to me on each pitch so that I am not caught off guard. I can see that this is a very good practice, and for me is simply part of my procedures that I ALWAYS follow. Another issue to address with this is the awareness that it creates prior to flying, or skydiving, altogether, and that is that "if you are hoping, and dreading, the possibility of an engine failure, or a parachute malfunction, you probably shouldn't be PIC or skydiving in the first place." This "dreading" can easily impact your judgement as well as your reaction time and have you be in "denial" of your circumstances costing you valuable "moments of time" and ultimately depleting altitude. I recommend that people in both cases confront their fears such that they become comfortable with emergency procedures. It may save the lives of others if not your own.
What I got from this video:
1. Always use all the available runway.
2. Always do a thorough preflight check of the equipment and the aircraft including the fuel, etc.
3. Be prepared for a malfunction so as to not be caught "off guard."
4. If I encounter an engine malfunction during preflight, take off, or flying land the aircraft as soon as possible and as safe as possible and deal with it on the ground not in the air.
5. Plan ahead and be prepared so as to NOT be in a hurry, and always be responsible for being prepared and safe.
I am far from a pilot's license and even further from being in a plane. It is my dream however to fly and own one. I think for anyone in my position this is a very reassuring video in the sense that in the case that anything happens to the engine your life is still in your own hands. Thank you.
As a student pilot, I absolutely love these videos. Thanks and keep up the great work!
I'm based out of Beaufort County Airport/"Frogmore International Airport" and vividly remember yall's accident/Mooney in the marsh. The community as a whole, we're very excited about yall's having made back in 1 piece.
I love these videos. As a new pilot, I learn a lot from them that was just glanced over (if covered at all) during instruction. Please keep the good content coming...it’s keeping pilots & passengers alive!
Fantastic video, thank you. I have two friends who walked away from engine out landings, one of which was on takeoff. Putting the nose down does work...the survival stories are not a myth.
Even as a no-pilot I do appreciate your videos for different reasons. You're making the points crystal clear, you are unagitated and there's no bleep over the f-word ;-)
Thanks!
This channel started popping up in my recommendations thanks to all the Microsoft Flight Simulator videos people are releasing now. Love it!
It blows my mind that a jury would award 9 million over mags when they tested good and there were plenty of other reasons given for the stoppage of engine power and even with engine stoppage the pilot still had ways out including belly landing back on the runway. Lawyers are the reason we can't have fun these days.
jury punishing insurance company for sake of mourning family... perfect crime maybe?
That would come down to jury selection and ensuring that as defense counsel you did the absolute best to educate the jury in simple terms and to stick to three main points.
@@dpratt2000 And higher insurance payouts just means higher insurance premiums for everyone else. The insurance company doesn't loose money.
I hope the insurance appealed that ruling.
I started on the line and worked my way up to the SC Aeronautics Commission. Many made idiotic mistakes and lived and many that didn't get a 2nd chance. Some more memorable ones are numerous planes that were just chocked or maybe just the wings and a linemen secured the plane properly only to "jump" a chock or get run it up and realize the tail was tie down. A citation taxied out with the towbar still attached to the nose wheel. Take off and come back and whisper "I need some gas." One guyed "borrowed" a 24v battery cart for helis and hooked it up to his 12v system. IIRC a Moonie and a $10 grand bill. Numerous prop starts running away. "Smilies" getting sucked into the engine. Ouch $$. A foreign student sat for 15 minutes trying to contact someone on his radio. I walked out and stuck my head in the 172 and saw he was trying to talk to ATIS. Someone had a really bad breakfast and threw his underwear out of a Bonanza. They wrapped around the leading edge of the tail and taxied in that way. Passengers snapping off static wicks. Had a passenger in a 402b discharge a fire bottle in flight covering the back of the plane in white powder. I've seen seat fall off the rail on rotation. Another 402/404? pilot crew window flew open. When he tried to pull it down, the plane hit a pothole in the sky and yanked his arm out of socket. I literally could go on forever. KCAE/KCUB
I love this channel
Haha @ Probably didn’t inhale! Great info! All pilots need to constantly review these mishaps to prevent becoming a statistic. Classic case of the Swiss Cheese model. Love your channel and website.
Paul - this may be one of your most important videos yet. Absolutely terrific advice. You get us thinking. Don
Though I’m not a pilot (retired RN), I enjoy all things Aviation from the sidelines, so to speak. I’ve seen my share of fatal crash videos and NTSB hearings and reports. I subscribe to VASAviation, Blancolirio, Probable Cause, Mentour, Captain Joe, Nico’s Wings, AOPA, and still others. But I just gotta say it. Paul Bertorelli - okay, never mind how I chopped his name to bits - explains whatever he’s talking about that day into easily digested pieces for both Aviators and people like me. Thanks, Paul. Happy flying and be safe, all!
This mandatory, locked-in reflexive nose down control input is, together with the minimum maneuvering speed (1.40 x stall speed) the two most potent antidotes to the stall-spin fatal accident. Thank you Paul. If I don’t remember anything else in the pre-takeoff “what if” it’s the get the ____ nose down.
Thank you Mr.
Bertorelli for all you that you teach us in your videos. I have lapses in my flying that sometimes extend for months. When I can't fly (work, family, etc.), I spend every minute, that I would otherwise be using to fly, watching your videos and others like them. The "other guy" on RUclips always exclaims, "a good pilot is always learning". I think that makes perfect sense. Would love to fly with you if you ever visit Lantana airport (KLNA).
That was an excellent video, Paul. It’ll probably save the lives of a few people.
Paul's instruction has already saved a few lives.
I used to fuel GA aircraft at an FBO on the Pacific Wet Coast, for a living that is. We were always concerned about water in our tanks and tested accordingly, but always wondered at the number of pilots who just jumped into their freshly fuelled aircraft without doing their own tests. We would test at the beginning of a shift regardless of whether it had been done before or not and on a really wet day often in the middle of a shift too. I was surprised how many times I found traces in a tank truck that was now half full. So, yes, after stopping for fuel, sump those tanks. As a student pilot in the middle 70s, I was always taught that the proper response to a dead engine on take-off was dropping the nose and landing straight ahead. Few recreational pilots have the skills to pull off a return to the runway even if you do have time. I witnessed a stall spin accident once and the sound of impact was one I'll never forget. Two fatalities that did not need to happen as the field straight ahead was a nice fluffy, ready to harvest, wheat field. Sigh. It was a nice plane too.
I fly Rc Planes and with these hobbies engines quit all the time , and pitching the nose down is the ONLY way to save the plane , ok its only a model and no lives on board are at risk but to the modeller the model is whats at risk so over the years of many deadstick landings no matter how high or low your at the nose MUST be pitched down in order to keep airspeed to have somewhat some control of the plane , this is a very good video and as a model flyer can relate to it lots , Thanks for the Lesson in Staying alive and best choice options in a deadstick Plane.
Also, on a multi-engine plane, don't bank or turn into the dead engine. Results in a wingover and a crash. Saw a female Navy C-1 pilot lose #1 engine, she turned left into it, and crashed burying the C-1 into the ground up to the wing leading edge and killing all 6 people on board. Could have been avoided had she leveled the wings and nursed it for altitude.
You're right. I learned to fly RC first, and lots of things transfer over from RC to full sized.
I'm not a pilot, but planes fascinate me. One thing I've come to realize watching videos like these is that in a loss of power situation during takeoff, you have to act instantly and instinctively or you'll be in real trouble.
Thanks for the instruction Paul- you're a pro.
Being a glider pilot (and glider tug pilot) is definitely an asset. Checking landable fields around the aerodrome is part of my routine, noting vegetation, fences, electric wires and livestock. Thanks to that shared info, we have had a few forced landings with no injuries and little or no damage to gliders.
I love your delivery. This was EXCELLENT. Thank you very much.
I really enjoy the way you talk about the situation and build the scenario laying out the facts.
The AVweb jingle means a good episode is coming!!
Paul, this is great yet again, you are by far the best reporter in aviation. Always learn something, with a little humor to boot. thanks
Great info and the importance of pushing nose down which is so counterintuitive and the need to burn into ones auto reflex
Inspiring. Reminds me of flying with my gramps, as a child. No corners cut in preflight, ever. P210N. maintenance immaculate. Damn i miss those days. Whelp, I’m still alive. Pilot Error was trained and rehearsed into nonexistence.
Excellent advice. Pitching over when the engine falters or quits should be an immediate, automatic reflex. I think of it as the opposite of back pressure, which is pulling the rug out from under you.
There's so much freaking wisdom in this video, I've probably watched it 10 times. I want it burned and ingrained into every cell in my brain.
We are fortunate that we have people like you that are willing to give of their time and effort to dig into these issues and make them known and what to do. Valuable info to be sure. Another example of how the world is a better place because you are in it. Thanks!
Well said Paul. ." Lite in the seat" is another sound of silence reaction. Gravity is your only remaining power source so head for "mother earth".
Good stuff, Paul. As a CIrrus pilot I can't say this Mooney would have done better if he had a chute since he was only 300 feet off the ground. But if he had used the whole runway (as I always do), or do a short field takeoff if the runway is maringally short then he could have made it to chute height. Cirrus owners are trained to not just roll the plane and takeoff, but to do so with the chute in mind (best angle for height).
Excellent topic!!!...Doing closed traffic on 35R (KDWH) I just finished 4th one, rotated and was beginning a best rate climb when engine started coughing and rapidly losing power. Immediately began putting plane back on runway which was rapidly running out. I used taxi way as an overrun. Luckily it was at an angle that allowed that.
Taxied to a run up area and diagnosed fouling as problem. Last several flights have been closed traffic which I'm certain contributed to the fouling issue. No time to lean and then go full rich with 172 landing procedures.
Eventually worked out something that eliminates fouling for multiple days in pattern.
Thank you for posting these. I think they are lifesaving!
Wow- what a wonderful way this guy has with analysis and explanation - plus he couples it with outstanding suggestions on how to avoid becoming the next stall/spin statistic. It's amazing to me the many ways that a crash can occur. Planning is key, and of course the ever-popular pre-flight check of the aircraft including sump testing for water in the fuel.
I've never heard the term "perishable" in relation to skills. I guess I'm young, but what a brilliant way to emphasize the importance of never growing too comfortable, even driving a car.
This is one of the best of your videos, Paul.
Many years ago as an aspiring pilot I was fortunate to be mentored by some very experienced pilots, some of who saw action in WW ll. Here are some gems of wisdom I received. "The most useless things to a pilot are runway behind you, altitude above you, airspeed you don't have, or fuel you don't have, unless you are on fire! Then 10 gallons is too much"! "Any pilot who allows his ego to make his decisions has a fool at the controls"! "Never start any takeoff, flight, or approach to land without a backup plan if something goes wrong"! "Know by heart the limitations of your aircraft, and even more importantly, your own limitations"! And of course the old classic "There are old pilots and bold pilots! There are no old, bold pilots"!
I love your commo sense approach.!
This is great video excellent job of showing how important pushing is during a engine failure.
I hope that his teaching saves my life one day! Thank you Paul for making such detailed videos!
Intersection takeoffs for runway 19 @ Kilo are the norm at MKC for GA planes. My first student solo out of MKC i asked full length then but I'm definitely guilty of later takeing the RWY19@Kilo clearence after that as the norm. Complacency in hindsight. Once south of the river at MKC there are little options to put the plane down given the the building density so defiinitely taken to heart that I'll ask for full length from now on. Just gives more outs in an emergency...Another great video.
My one trip out of there, I may have done the same. I don't remember. I do recall how close downtown is, though. No good place to put an airplane down.
Thanks for making these videos. I am a new student pilot and I learn an incredible amount of lifesaving information from your content. Keep up the great work!
PA-28-140 takeoff with 25 degrees flaps, 6,200 feet of runway, and a Bendix magneto quit at 200AGL, leaving me with 2000RPM and rough running vs. 2700RPM. I saw I had 3000 feet of runway in front of me so "push-pull." I pushed the nose and pulled the power. My only mistake was not pulling the Johnson Bar for the final setting of 40-degrees of flaps, but my right hand was glued to the power. Minimal flare just to hit the mains first, then maximum brakes left me 1200 feet of runway. I had just practiced aborted takeoffs 2 weeks prior from as low as 50AGL. So, it was almost an instantaneous response. Seriously people, practice these starting at 200AGL then lower. You have to push the nose over very quickly and further than you think.
Extremely informative and useful videos Paul, appreciate all your efforts and hard work.
In my opinion, a big percentage of hard accidents (injuries or casualties) in dead stick landings are 'cause pilot's formation don't begin in gliders.
For a glider pilot, dead stick (fligh and landings) are naturaI. Zero stress. We enjoy this.
On the contrary, for a plane pilot an engine failure is a nightmare, an anormal and hardly stressing situation very difficult to resolve. For pilots, a forced (out runway) landing is a situation to avoid until the last second: they lost time and altitude trying to restart the engine instead of fly the plane (now a dirty glider) to land in a safe spot they could find.
When a glider pilot loses his engine, he put the nose down until best L/D speed and look outside for a good spot to land. No doubts, low stress, self confidence: the better chance to way out walking after land.
As you said in the video, we love planes but the're replaceables and we're not.
It's a good point. But I think the same type of training can be done if initial training is done in a powered plane, maybe even better. Before I was allowed to solo I had to demonstrate multiple power at idle landings. I actually did my primary training in a cub, and ALL the landings were done power to idle at first. This was to instill an understanding of how to manage a stabilized approach without using power as a crutch, and to have confidence in the ability to land power off. The approach angle with zero power is steeper than with power, and it's a great skill to have. I think it should be mandatory, but perhaps some aircraft used for primary training can't safely do that. The reason I think this might be better than glider is that a cub, cherokee, or 172 lands a lot steeper, power off, than a glider. The feel and angle differ a lot, as those airplanes have a mid to lousy glide ratio. Anyway, I completely agree that pilots should have practice in power off landing, not just power off approach.
Great educational videos, and reminders. Thanks AVweb.
Another informative and very well done analysis. thank you Paul.
As a (Retired Air Traffic Controller) another advantage, I think worth noting, is using the full length runway gives STOL Aircraft the ability to take that intersection being held up. I have had many circumstances when a C17 cargo plane, would land like STOL aircraft, to be held up or have to continue taxiing on the runway to the next intersection.
Hey Mr. Bertorelli, please stay safe in this terrible pandemic - if you're ever in my neck of the woods let's try some of that grass. We have a lovely field not too far from me!
07:15 "Put the Fuckin Nose Down" probably the best thing you could have ever said in that training flight, I always remember my flying instructors, mostly ex-Royal Australian Air Force, using quite colourful language and anecdotes at all the appropriate times in my training and they always arrive like a little bird on my shoulder at the exact right time in all sorts of flying scenarios !
This is really well done. Thanks Paul! (And also for the laughs at the start!)
There were two crashes off Paine Field (KPAE) within a year, one with a fatality. Both aircraft would have come to rest _on the runway_ if they had taken off full length. Instead, one ended up in a wooded area and one landed in a road intersection. Accepting intersection departures is super common for GA at KPAE, and often the spot they choose is near mid-field, cutting their runway (which, granted, is 9,000') in half. I've never understood the casual acceptance of that. Thanks for this video!
Good ole A4, flown out of KPAE a lot. Always request full length from ATC, I don’t understand why you wouldn’t. Runway behind you is pointless on your takeoff role.
Cheers for another great video - I'm not lucky enough to be flying for fun, but I really enjoy your no-nonsense analysis.
I once heard that there was a truck driver trainer who had told his student "If an airplane flew up behind you on the roadway and landed in front of you, you should have seen that coming." A great Pilot and great driver should see most things coming. Understanding what to do when it does is very important!
My brother went down in a Mooney in the 70's in Lake Ponchatrain on an engine failure after take-off, I remember him saying that he popped the door and stuck something in it before he ditched in the water. He was in the water 4.5 hours and was suffering from hypothermia when he was found (acutally he found one of the rescue boats). He got out but the Mooney is still there under the water.
I love smart people making smart training videos. Thanks!