Great interview, great pilot who did the right thing. His plane choice with low stall speed is ideal in an engine failure. Lots of wisdom from this pilot. I.m an old bold pilot with private ;pilot license october 1968 from Queen City Airport in Allentown PA. I soloed at 6 hours heading west on runway 25. An afternoon thunderstorm moved in from the east as I climbed out stall horn occasionally beeping. I came around the pattern to land but found a full 90 degree ? crosswind. I slipped and crabbed to a landing. My CFI Don Cameron took me back up for a flight. Don told me he was going to Air Canada Airlines. Later he was on a flight as Captain from Texas to Montreal via Toronto when his 727 caught fire in the bathroom. A faulty wire repair started pilot window unconsious but lived a good long life. Good bless Don a great CFI. My FAA checkride was no DPE, but the Chief of FAA FSDO in Allentown ABE airport. His only criticism was didn't you learn how to fold a map. Look up John Doster. He used to fly to Texas and checkout pilots on Lockheed Jetstar used by celeberties like Elvis Presley. I endorse AQP for GA like the airlines.
Impressive flying! Great video and interview - and great work pulling it back to lessons all of us can take away. Thanks for getting this up so quickly - well done!
Hank’s story about the instructor who died in Virginia is an example of how there are no guarantees with an off field landing, just like there are no guarantees with an on airport landing. We strongly encourage all pilots to consider ALL options including turning back to the airport when it makes sense. Planning ahead and practicing for the unexpected is what AQP is all about. Being prepared to effect the best outcome possible.
Well done, I bought a 601XLB with a Corvair 2700 (100hp) last year and trucked it instead of flying it home and I'm glad that I did because it cracked a piston during one of my run ups at home. It's now fully rebuilt and in test phase.
Great job on the interview. Outstanding. As an instructor with about 10,000 dual given, he did a great job at 280 TT. As a CFI we have a responsibility to do what a Flight review is ment to be. I have had only one engine out and it was when I was transitioning a new owner in an experimental The engine siezed at 250 feet on take off, at an airport near you. X35. Not a scratch on the plane on an off field landing.... Great Job on focusing on the fundimentals!
One more thing: I didn’t ask Hank exactly how high he was or how far he was when he turned base to land, but… We teach, when making a forced landing anywhere, circle over the departure end of the landing runway (or field) and, when at about 1500’ AGL, turn downwind and you should end up abeam the touchdown point at about 1000’ AGL which is more or less a normal place to begin descending to land in a normal traffic pattern.
Not sure, but the photo provided by the pilot/owner illustrates some of the damage. The point of the video was not to identify or debate the cause of the failure, but to discuss the pilot’s response and successful outcome.
Go to Fly Corvair, William Wynne has the report up on the site. Short explanation, the original builder used non aircraft approved connecting rods that were too tight on the wrist pins. Lack of oil caused the #6 rod small end to seize and break. Pictures are up on the site.
Echobravo77 I have not put a link in it. Just the flycorvair site name. Maybe that's the difference. I know William and have all the manuals. I own a zenith 650 and I'm working on my Corvair 2700(164 cid). I don't deviate from the proven path. I have seen people get cleaver and it ALWAYS bites them. This is one of those times. Wrist pin bushings were installed wrong. Automotive guys doing aviation work.
Great interview, great pilot who did the right thing. His plane choice with low stall speed is ideal in an engine failure. Lots of wisdom from this pilot. I.m an old bold pilot with private ;pilot license october 1968 from Queen City Airport in Allentown PA. I soloed at 6 hours heading west on runway 25. An afternoon thunderstorm moved in from the east as I climbed out stall horn occasionally beeping. I came around the pattern to land but found a full 90 degree ? crosswind. I slipped and crabbed to a landing. My CFI Don Cameron took me back up for a flight. Don told me he was going to Air Canada Airlines. Later he was on a flight as Captain from Texas to Montreal via Toronto when his 727 caught fire in the bathroom. A faulty wire repair started pilot window unconsious but lived a good long life. Good bless Don a great CFI. My FAA checkride was no DPE, but the Chief of FAA FSDO in Allentown ABE airport. His only criticism was didn't you learn how to fold a map. Look up John Doster. He used to fly to Texas and checkout pilots on Lockheed Jetstar used by celeberties like Elvis Presley. I endorse AQP for GA like the airlines.
Impressive flying! Great video and interview - and great work pulling it back to lessons all of us can take away. Thanks for getting this up so quickly - well done!
Hank’s story about the instructor who died in Virginia is an example of how there are no guarantees with an off field landing, just like there are no guarantees with an on airport landing. We strongly encourage all pilots to consider ALL options including turning back to the airport when it makes sense. Planning ahead and practicing for the unexpected is what AQP is all about. Being prepared to effect the best outcome possible.
Well done, I bought a 601XLB with a Corvair 2700 (100hp) last year and trucked it instead of flying it home and I'm glad that I did because it cracked a piston during one of my run ups at home. It's now fully rebuilt and in test phase.
Cool! Great job!
Congratulations on excellent decision making. Your home safe and thank you for sharing! ❤
Great job on the interview. Outstanding. As an instructor with about 10,000 dual given, he did a great job at 280 TT. As a CFI we have a responsibility to do what a Flight review is ment to be. I have had only one engine out and it was when I was transitioning a new owner in an experimental The engine siezed at 250 feet on take off, at an airport near you. X35. Not a scratch on the plane on an off field landing.... Great Job on focusing on the fundimentals!
Great job especially with such low hours. AQP FOR GA!!! LETS GOOOOO!!!!
It’s growing!!!!
Glad you are safe brother.
One more thing: I didn’t ask Hank exactly how high he was or how far he was when he turned base to land, but… We teach, when making a forced landing anywhere, circle over the departure end of the landing runway (or field) and, when at about 1500’ AGL, turn downwind and you should end up abeam the touchdown point at about 1000’ AGL which is more or less a normal place to begin descending to land in a normal traffic pattern.
For the record William Wynne States he was at 5200 feet.
Nice interviewing skills!
Great interview
Nicely done!! Glad you got it down safely. I started flying in 1977 as well. SteveD328 24,500 hr ATP
I gave you the Chic Fil A biscuit right before they towed you away. Glad you worked the problem to a great conclusion!
Whoa! We were at the same LSRI class together. Nice job. Glad it worked out.
Well flown Sir
You are a glider pilot now! The rating comes with the engine out... I have had three, in ultralights.
Okay so what failed in the engine????
Not sure, but the photo provided by the pilot/owner illustrates some of the damage. The point of the video was not to identify or debate the cause of the failure, but to discuss the pilot’s response and successful outcome.
Go to Fly Corvair, William Wynne has the report up on the site. Short explanation, the original builder used non aircraft approved connecting rods that were too tight on the wrist pins. Lack of oil caused the #6 rod small end to seize and break. Pictures are up on the site.
@@kenseymour7822surprised they are letting your post stay up. I’ve been posting this all morning and it keeps getting deleted.
Echobravo77 I have not put a link in it. Just the flycorvair site name. Maybe that's the difference. I know William and have all the manuals. I own a zenith 650 and I'm working on my Corvair 2700(164 cid). I don't deviate from the proven path. I have seen people get cleaver and it ALWAYS bites them. This is one of those times. Wrist pin bushings were installed wrong. Automotive guys doing aviation work.
Just talked with Earl on the fly corvair group. He said it got deleted both ways. Link no link.
Are you a member of the group?
I don’t want to risk my life to something GM screwed up in the 60s.
What was wrong with the engine
I’d love to hear, in your expert opinion, what GM screwed up
Lets pray there is never a vega conversion