Engine trouble immediately after take off!
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- Опубликовано: 27 сен 2024
- I suffer engine power loss at 100ft a most dangerous situation where all your training and aircraft handling skills are really put to the test.
Engine failure in a single engine aircraft, either full or part is always serious but never more so than immediately after take off.
This flight follows two previous abandon flights and I start to think 'will I ever get a flight without incident again'.
Join me for one scary ride in this episode of Short Field.
My name is Terry Kent and I am a General Aviation PPL private pilot operating out of North Weald EGSX about 12 miles to the north east of London in the UK. Short Field is my channel focused on the lighter side of General Aviation including flight and airfield reviews, equipment unboxing and review plus all things private pilot related. I use various cameras to record my videos including GoPro and Insta 360 and stills and edit them in Adobe Premiere Pro, I am an animator as well and often use animations to describe situations more clearly I use Blender and Adobe After Effects for these. I always attempt to post my videos in the highest possible quality, normally 4k.
I fly a 2011 Pipersport two seat single engine aircraft that is also known as the PS28 or SportCruiser in the USA (America) it is known under the FAA as an LSA or Light Sport Aircraft and can be flown on a very basic license. In the UK it is a Part 21 airplane which requires a full licence but it's generally cheap to run, affordable maintenance and great value for money. It cruises at 100 to 105 knots and has superb short take off and landing or STOL capabilities. I visit farm strips, back country and short airfields, some of them dangerous and I try not to crash :-), as well as international airports and try to learn something new every time I fly.
#enginefailure #generalaviation #pilotlife
I fly VFR and IFR as well as visual and instrument approaches.
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I had a similar situation flying a C152 out of Naples, Florida
Got to 500 feet, the engine skipped a beat (as did my heart) returned to land; engine seemed OK on the return
Taxi-back to threshold, did run-up; all OK, so I took off again, 500ft the engine skipped a beat, so I landed-back and made a squawk entry. I was told the aircraft was OK and that I was just a "lazy" hours-builder (but I have a very acute ear).
That afternoon, I was up with an instructor in another plane working on my IR and on the tower frequency.
I heard "May Day, May Day" engine failure - it was the plane I'd squawked; low-time student and instructor. The engine had proper failed. THANK GOD they made it down. It turned-out that the float in the carb was sticking, It worked fine at ground level but at the reduced air pressure of 500 feet, the problem manifested. Anyway, I didn't say "I told you so". I was just pleased both souls were safe.
Thank goodness all were OK, I think this happens more than we would want it too.
Incredibly skillfully and calmly handled. I'm just pleased everyone was ok!
Thank you so much.
Incredibly skillful? Come on. He did a turn and landed. I’m sorry but that’s not “incredible “ skill. They did just fine but let’s not lose our heads
@@sblack48 agree we were lucky, deffo limited skills. 🙂
@@ShortField i did not imply that anything was poorly handled. When I make a nice landing, which happens on occasion, I don’t pretend that I have incredible skill. When people use words like that to describe normal competent flying they end up losing their meaning. Landing on the Hudson might have been incredible. The IDF pilot who landed an F15 with one wing missing might have been incredibly skillful. This was simply a competent landing under adverse circumstances. Im happy it turned out well.
5:48. I'm glad that you guys are ok, but for educational purposes (as in, for everyone watching), what the pilot should have done was just put the airplane down right away, straight ahead. If that engine quit for good a few seconds after the initial trouble you would have been in a far worse position having turned the aircraft. Many good pilots have died in a similar situation; the one who comes to mind is the son of the founder of Sonex, who was in a light aircraft with a passenger, had engine trouble, and tried to turn back rather than land straight ahead. He stalled the plane and both parties died. I am absolutely not preaching, I haven't been in this situation before so I can't honestly say how I would react, but be aware that on an oral examination (as in a checkride) if you are given this scenario and do anything other than land straight ahead, you would fail. But life is not a test, and the pilot did a superb job bringing the plane down.
Tyler, you speak wise words, thanks buddy.
Yes they always say never turn back with an engine failure.
Agree 100 percent.
Curious to know if they would of had enough runway to make that?!
@@karl_8080 - The narrator confirms that they did.
More people die from partial engine failures than full ones and there were two opportunities to land that were turned down, presumable out of concern of damaging the aircraft. A take off brief would help prepare your action plan.
Excellent advice Steven. There's such a short decision window and then it's gone. I agree a proper brief wwould have been a good idea.
As a glider pilot, we’re expected to brief our plan for launch upset at various heights as part of our eventualities. I usually say “if I get out of position I will release. Below 300ft I will land ahead (due to the impossible turn back), above that it’s a right 180° (into wind), above 1,000ft it’s an abbreviated circuit”
When an instructor pulled the tow release as I hit 300ft, I found the briefing really shortened my hesitation before I made a right turn back. Sounds like a good thing to run through pre-takeoff for general aviation as well (if you don’t already)
@@Will-ui7dv I think we all go through the scenario in our heads before taking off on every flight, however as you say, with two on board perhaps we should have a verbal brief beforehand. Respect for glider dudes.
@@ShortField thanks for the reply! You're one of my favourite YT creators, I love hearing how you think and learning all of the lessons with you. Thanks for putting out great content
@@Will-ui7dv Wow thank you so much Will. Cheers buddy Terry
Great video. Thanks for sharing. I had a comparable experience a couple of months ago in a 172. A sudden rough-running engine in the departure climb just before reaching pattern altitude. The engine lost power but didn't stop, which allowed me to get back safely after flying a shortcut circuit and probably the worst landing I have ever made. However, nobody injured, and aircraft in one piece. The malfunction was caused by a cracked inlet valve in cylinder three which left me stranded 120 nm from home. Fortunately, one of my former instructors was on a trip and had the time to pick me up. I then flew the leg home as P1 with her on the right seat in beautiful weather, which was the best that could happen after this stressful event. I don't know why your mate didn't join you on your trip with Papa Yankee, but he probably had enjoyed this flight as I did enjoy mine after my incident.
Great story thank you for sharing.
These experiences help to focus the mind! 😄 It’s so helpful to watch someone else go through this & try & think how I would handle the situation as a pilot. Until it happens to you it’s hard to know whether your decision making will keep you alive 🤷🏻♂️
Thanks for sharing this video & your thoughts 😊👍🏼
Cheers Geoff appreciated sir.
WOW! You could write a book about your last few weeks flying, Terry! 😆 Not a very pleasant situation to be in, rough running engine on take-off, but well managed in the end and so pleased you were able to get back and land. Just when you thought your excitement was over it was eventful for you at O.W. I wonder what that unknown pilot was doing!? I know non-radio traffic use O.W. a lot because of their collection, but his disappearance, suggests he was just in the way in the wrong place at the wrong time!
Another great vid, mate 👌👏👏👏
Thank you Kev always appreciate your thoughtful and supportive comments.
At leeast in the US, two-way radio is not mandatory in certain airspaces. In the end, radio or not, it comes down to SEE AND AVOID!
Nightmare! From what I've read, partial loss of power is potentially more dangerous than a full failure, because they're unpredictable. I hope I don't have to deal with either any time soon. Well done for getting it down safely!
Potentially a lot more. If the engine explodes you just concentrate on landing. If its surging or hunting it can overwhelm you with seemingly too many options.
Yes in hindsight partial on this occasion was OK we had choices, but when it goes completely the choice is made for you. Cheers Scott.
So true James.
@ShortField I had a cracked cylinder which we found later and was stuck in a situation on takeoff at about 500ft where I couldn't climb but I could maintain height, and I decided to fly around back to land but didn't have that much airspeed and was on the back of the drag curve. I landed ok. But I think about that flight a lot. I suppose if it had got worse, I just would have landed ahead. But at the time you just do what you think is best you don't freak out or worry at the time.
@@dr_jaymz hindsight is 20/20 and all that.
Having had 3 partial EFATOs I can confirm they are much more challenging than a clear cut full failure. Was good to see an immediate lowering of the nose, speed is life and it helps if that is the very first part of the emergency brief. Don't skip that brief. I don't know your type but it looked like there was enough remaining to land on if the decision had been made promptly. You might not be so lucky with a recovery of power in future and it's worth thinking about. The mini circuit looked good, but keep evaluating the options as you progress, if it goes now we will be in that field/short runway etc. It's a shame civil rules essentially prevent practicing failures below 500 ft as that's where you need hands on most. Call that PAN or MAYDAY early if you can.
Spot on comment👍
Yes agree 100%.
Nice job! I have to say, I was screaming during the upwind THROTTLE BACK! FULL FLAPS!! PUT IT DOWN!!!
Thanks more luck than skill but we fly another day and so does the aircraft :-)
Scary flight!
About the Shuttleworth Collection, I believe the English Electric Wren is celebrating its 100th birthday this year!
I had an extremely similar experience 4 weeks ago flying my PA-24 Comanche out of Le Touquet!
The belly of CZ is cleaner than the canopy 😄
North Weald did a great job at responding and being there when you landed as not all airfields would have bothered unless you requested them.
They are a great team Lee, thanks.
Considering how much runway you still had in front of you at the moment of obvious engine trouble, I think it was a bad decision not to close the throttle, and full slip it to a landing.
I agree we made a bad choice.
@@jcjollant Dont be stupid. That was a bad desicion to not drop the nose, power and flaps as soon the engine started failing.
Another great video Terry. Well done to you both for staying calm. I’m glad GOOPY came to the rescue!
Yes, thank you so much Vince.
Well done guys, well handled and another useful lesson for us all.
Cheers Alan.
Gosh Terry! That was a bit of a butt-clenching flight there. Glad you both kept it together for a good outcome.
Flying again after that? Brave call from you- my friends in the Airforce get rostered to fly immediately following an incident.
Great video buddy!
Dry cleaning bill is getting way to big these days Dollar 🙂
Lovely video, great airmanship and well done for not being put off flying same day after a run of issues
Thanks so much, it takes a lot to put me off flying :-)
Well done gents👍
Cheers from France.
merci monsieur :-)
I had a engine cowling open on take off. Very insightful video here. Glad everyone was ok on your Engine trouble.
Thanks Michael and for your kind offer I will try and attend.
Nice vid. Just one small point - you mis-named my favorite aeroplane, the Chipmunk, as a ChipmOnk!
I know Vince, lazy I didn't check the spelling. Thank you for correcting me.
One of the toughest calls a single engine pilot can be faced with! A partial power loss at this critical phase... do I cut the power and land asap on the best option... or try to 'nurse' it around to the first available runway - hoping it keeps running? Well handled - thanks for sharing.
Very glad the engine didnt quit on you at 200ft around the circuit.
Thank you it was quite an experience, one I hope not to repeat :-)
Cut power & land, land on short runway, land at long runway. Woulda coulda shoulda, but one thing you guys did *right* was A) Not panic and B) Manage your airspeed by dropping the nose. Hope people don't lose sight of that.
Phenomenal - what a pilot! Good job and glad you landed safely.
Cheers Rob, Jared did a great job.
@@ShortField just met you and Mark at Old Warden - good to meet you both and I’ll be sure to follow Mark’s channel as well. Safe flying. Rob
@@rutchiemctavish great to put a face to a name Rob, thanks so much for saying 'Hi'. Really appreciate your kind comments as well sir. Marks channel is here please check it out it's a totally different type of flying but it's all in your local area www.youtube.com/@markallisonparamotor
Couldn't have picked a better airfield for that to happen.
Glad you both made it back safe.
Had a similar incident during training. I screwed up a practice forced landing. Had s fouled spark plug so had the engine chug for 10 seconds then recovered. Freaked out my instructor. She grounded the aircraft when we got back since also the rpm counter broke during approach.
Lots of heavy breathing and a dry cleaning bill, but ended well. I've never heard of an actual failed plug (in fact it was two) they are so simple, fouled yes but not failed. We will need to investigate further. That's not great when training but it all adds to the experience. Thanks so much for the coffee as well Glenn really appreciated.
Thanks Terry for another great vid ! I've learned so much from you and I'm using your advice and tips on every flight ! I got my EASA PPL(A) last year in the PS-28 Cruiser and I'm trying to learn and "steal" as much as possible into building a healthy experience. I'd love to have a couple of flights together, if you plan on visiting Romania I'd be more than happy to give you a tour! Keep up the good work and safe flights!
Thank you Dan, I really appreciate your support Sir.
Great video Terry. Glad both ok. The temptation to grab the stick and take over must have been huge.
You would think so Matt but I have total faith in Jared and he has as many hours on the SC as I have. Thanks for the kind comments Matt.
I agree with the strategy of putting it down immediately. As it was the result was more luck than skill.
Yes Chris I agree more luck than skill, but we live to fly another day.
I'll bet every controller that has to speak the tongue-twister 'Golf-Oscar-Oscar-Papa-Yankee' is thinking "Can I just say 'Goopy'?"
Yes Jim that would be so much more sensible.
You have about as much luck with planes as Uncle Albert did with ships! 😅
During the war 😀
As for early engine failure, kink to one side then loop back directly on the runway, going far out at 90 degrees is not the optimal. You can even make it standard practice in take off to kink to the side immediately after take off to have natural loop back. And go low to keep up speed so you don't stall in a turn. Stall is not your friend. Some have an erroneous belief that you can just pull back in the stick to keep it in the air. That really does not work. First premise of flying is to understand that a plane is a glider. And it helps to know if your plane is a bad glider. For instance a Bonanza is for some reason a very bad plane and returning after engine out in a Bonanza is difficult. Most planes can easily return to the runway, just have to think it through once and for all. It can be practiced in sim and in real life, perhaps at raised altitude until you can a clear sense of stall. Stall in a low altitude turn is simply not your friend. I'm guessing it's the number one pilot killer.
I realize this is an older video, but I must mention how you guys are landing a Sport Cruiser with the nose wheel contacting the surface at about the same time as the main gear (landing "flat"). This is a big time no-no and sooner or later will result in damage to the airplane and your ego. Dial in nose up trim on downwind and keep the nose wheel from making any contact with the surface until you gently let it down as is bleeds off speed after touchdown on the mains. This landing "flat" is a common problem with a lot of pilots and it's asking for trouble. With your camera, practice keeping the nose wheel at least 4 inches above the surface after the mains make contact, then keep it there!
Interesting you say that. In my 600 hours and over 700 landings in the SportCruiser I’ve found that it likes to be landed fairly flat. Obviously protecting the nose leg.
We did old wardon Monday morning lovely weather day a great place to fly into
My fav.
I would have done the same as you, loads of runway, land straight ahead. You never know when an engine will just stop.
Lovely video, lots of drama and very interesting listening to the decision process when the engine runs rough. 50/50 of landing vs continuing so well done for making a good call and getting down safely. And for getting straight back up and out. How many times have you had something like this happen on take off before? Just wondering as you both were very calm.
I would have gone for the immediate landing Chris but then I wasn't flying. Jared did well. Never had a Rotax even hiccup but did have a full EFATO in an Arrow about 15 years ago.
You did a good job reassuring him.
Thank you, could have done better though.
I always enjoy your videos! Thanks!
Thank you Jean-Luc
Very insightful as always Terry!
Thank you kindly Steve.
Jeez that's scary. Incredibly well handled by you and Jared. Glad you were able to get it fixed, and good old GOOPY coming to the rescue!
Good old silent circuit busters out to play at Old Warden. Here they're usually put in their place with a 'silent aircraft on final at XXX, please state your intentions'. Occasionally you'll get a 'Let me check my other radio' 😂
Thanks Noel, I seem to be getting a bad reputation. Yes Old Warden does seem to get plenty of those :-) Hope you are well sir?
People are so cavalier about swearing, they don't even know they're doing it. It does not add professionalism.
I'm sorry there was a cuss but I didn't think we had any swearing, I do apologies if there was some I missed sir.
Fantastic video Terry! As an instructor, I think videos like this are fantastic as it shows that things do happen and it's great to see how others handle situations and allow us to take this on with us if we ever get into a similar situation!
That comment means so much. I am an average pilot but I like to show what can happen to an average pilot so that other average pilots have a heads up. Really love this very supportive comment. 👍👍👍
Hi Terry. thanks for sharing the engine power loss on takeoff. I will say i am not familiar with your aircraft type. But the GA planes i flew before we Always did a run up of the engine at about 2000 to 2400 rpm depending on type. just before take off. And at that stage switch the magneto´s from both to right and left to look for the drop in rpm. I guess in your case you would have noticed something was off before takeoff with this check. but i am not sure what your manual states. But in that case there would be a chance that you would not have taken off with a faulty ignition system and notice the problem before taking it in the air.
Thank you for the great comment. We always do a run up and did on this occasion but run ups are not done at full power and it was only shortly after take off that the issue with the plug came about.
You got some bad luck mate but it good luck mate you got back on the ground safe this what it all about you got good luck safe flying mate
That was exciting for you both. Jarrad handled it very well and calmly. Did you do a full power check before entering the runway? I was taught to do one but there’s not really enough room at Sandy so we tend to do them when we start rolling down the runway. Videos like this remind me that I ought to start doing them separately again
Thanks Geoff. We did a full run up before departure but the issue did not appear.
So many Take homes here plus very entertaining.
Thanks Chris.
Enjoy your videos!!
Jesus mate, your aircraft is having a rough time this year.
Sometimes we do good though 🤣🤣🤣
Terry
Great video as usual, I’m supprised how rough the engine ran, considering you’ve got 2 plugs per cylinder.
Yes me too Steve, main problem was we've never had that engine even hiccup and we were both worried it was going to go completely.
@@ShortField
Yes, I see what you mean, if you’ve always had it running sweetly, any change in tone/rpm is alarming.
0:39 Well done for making that call in borderline conditions, better to be frustrated but sipping on a hot Coffee at base, rather than up in the sky scud running and wishing you were on terra firma.
Dang - you wernt too shaken by that to get straight back out in a different plane - back on the horse as they say.
I just wanted to go flying, maybe I would have felt different if it had ended up in a field. Thanks Sir.
I noticed you use AvGas, the lead substitute does build up on the bottom spark pugs
I believe Rotax suggests you use mogas
We have started using Mogas.
Can’t remember the last time I had a spark plug fail. Been a long time.
I've had them foul on many occasions but like you never had one actually fail (electrode burnt out).
Well done folks. Another great video. When did North Weald stop using/close the short cross runway. I remember it being used back in the days of the North Weald Air Shows.
Hey John NW closed the cross runway in 2020 I think, after the Helimed built their new base at the side of it.
@@ShortField that makes sense. My colleagues did build a rather large hanger. Used to get to NW on Clinical days with the Helimed folks but shifts on the ambulance front line keep me busy. Love to watch your videos, maybe one day I will get around to having a trial lesson.
Well done for avoiding IMC.
Love your work ;)
Thank you! Not really work just videoing cock ups lately :-)
At the risk of stating the obvious, shouldn't we have airless square narrow tires in aviation? it's a momentary operation type of usage so it doesn't need endless durability or ride qualities. Storage durability, light weight and minimal drag is what counts. Just has to be barely wide enough to function on a grass strip.
I survived engine failure after takeoff 1000ft G-ATSR crashed into Worthing beach...Beech Bonanza V tail
Well done sir, that's a machine that needs to be landed fast as well. Hopefully you and any pax were unhurt?
@@ShortField yep, three all walked away. Google aaib report
Not a pilot but would it have been appropriate to call pan-pan in this situation?
Is no one keeping track of when the spark plugs are changed? I even do that with my Toyota.
We were changing them at 100hrs but now do it at 50 :-(
Have you done a video on affordability? Id love to get into flying but honestly not sure i could afford it
I will definitely.
How often are the spark plugs replaced?
Was every 200 hours now reduced to every 100 hours since this issue.
Terry,
There are a lot of comments. What was the cause of the engine failure?
It's at the end of the video, basically failed plugs x2
Lately I’ve had stuck pitot flap, nose wheel puncture, fouled plug and loss of vacuum! Jinxed or what! Join the club.
It's a North Weald thing Mike :-)
What was the spark plug failure… cracked ceramic inside? Were they genuine plugs from somewhere reputable or an eBay jobbie?
How many shareholders in the plane?
What was wrong with the engine? I like to know so I can watch out for it.
Still trying to find out 100%. I'll let you know Brian.
kind of looked like you made a couple of passes over the field before actually landing. Comment?
Oh no we just landed straight back on the runway we departed from. Or do you mean when I landed at Old Warden?
Isn't 200 ft a bit low to retract flaps? I've been taught to do it not below 400 ft
Just based on speed, 75 knots and flaps have to go away.
@@ShortField Yeah but you could increase your climb rate to keep the speed below 75 kt
Hello Terry! Has been a while. Do you know what was the problem?
No still can't get to the bottom of it but we did swap out the ignition modules just to be safe Carlos.
@@ShortField A while ago I had a momentary loos of power while climbing and was due to a problem with the Compensation tube. Just an idea. I’m going to try to find something I saw a while ago that maybe could help you. I’ll sent it to you if I can find it.
I think u made the wrong decision , you could land it straight , maybe have runway excursion , but still it would have been much safer .
Carb heat off?
Good point, yes it was off.
I've had that happen a few times; I think most experienced pilots have as well.
I've had it twice in 30 years.
golf charlie zulu? JCZ?
Initial contact = Full Callsign - G-NJCZ once communications established you can use initial letter and last two letters/numbers e.g. G-CZ or for N12345 = N-45 or for D-CCFA = D-FA. If there is a similar callsign on the same frequency you will be asked to use your full callsign = G-NJCZ. Hope that makes sense?
I dont understand one plug should not make partial engine fail, one time in manyeto Check , i forget to switch on line B and takeoff i realite after 10 minute off flight when checht eğt temp low and engine works little rough in Cruise. Cross check your manyetos one plug wont make huge Power loss.
Oh it does I can assure you. It's the equivalent of losing 20% of your power, we could maintain height and climb a little but it was really rough not only that it was not knowing what the issue was that made it 10 times worse, for all we knew the engine could have stopped at any time. I have also had an igition module fail on a Rotax but luckily on the ground, I'm not even sure you could get airborne on 2 cylinders.
@@ShortField i know that feeling something very wrong but what. İt flies only one line but you cant get full rpm , at that Day im solo and i feel something thing very wrong on down wind leg like prop off balance or carb ice i tought many milion question than see the key swich on line a 😀
Nicely put together and G-OOPY saves the day. I like your video hook for later in the video. ;)
Thanks Giles, I thought everyone had 2 planes 🙂
@@ShortField haha, nope, most struggle to keep one in the air ;)
That's another pair of pants completely ruined! So... in hindsight, do you still think landing immediately would have worked? Partial power loss is really dangerous because it can keep coming and going.
Cheers James, you're correct, the washing machine has seen alot of action recently :-) Sometimes you do think a total engine failure would focus the mind more.
some errors: pre brief for takoff and engine failure
communiations: Mayday mayday mayday...
execution was OK.
Bad spark plug ... this could have been a five minute video, but you chose to pad the hell out of it.
That's what the skip bar is below. Thanks for the feedback, I do worry that it might get a bit boring, sorry.
I dont think id feel safe being in a plane with you at all after watching a few videos, i am sorry
I understand, managed to keep alive with no incidents or accidents in 30+ years of flying little aircraft but I suppose there's always that day when it might go wrong big time.
Chipmunk.
If I had a penny........ I know saw it like 10 seconds after I posted the video dddeeerrrrrr. :-)
Whats the big deal here as you still had enuf engine pwr and also nice big farm fields under you.
You're right we probably made it worse by attempting the return.
Power to you, but you should probably consider another hobby after all these videos....
Rotax engines are supposed to be redundant with a dual set of spark plugs? how can it fails that way?
Good point, it was actually 2 that had gone, we are still trying to get to the bottom of it. You are correct though.
Is this a Czech sport cruiser? Do you like it?
Yes and I love it.
Great video (again), but for different reasons this time! If it's going to happen, I guess the best time is with two pilots on board, nicely handled 👍Is the engine near a service interval ? Worrying to lose a plug at anytime , but I recall one of the Rotax gurus saying always be double sure of the source of spark plugs, as there have been some good copies in circulation to catch out the 'own' maintenance guys. 🧰. Looking forward to more installments, with whatever events are thrown at you next! 😵💫
Cheers Steve. We switched from 100LL to Mogas when we fitted a brand new engine last year, when running on Mogas you can increase the plug replacement times to 200 hours from 100 hours, we have now gone back to the more conservative option after this issue.
Should of put it straight back down.
You were lucky that engine didnt quit totally on the turnaround. You should learn how to do TURNBACKS instead. Many crashes after the pilot got a warning on climb out and he didnt turnback, and went around the airport and didnt make it..
Yes probably a bad choice to continue around but I was not flying.
Good use of crm there, nice to see. Pilot hands over radio comms almost immediately so he can concentrate on handling the emergency.
The encouragement from you was also very helpful, it helped your pilot stay calm and not hurry the landing.
You did a "500 agl LOTO Turnaround the airport". Many have stalled it when lose speed before base but it looks like you are going faster due tailwind on downwind leg. They stall and crash turning base to final. For me, I would have dropped the nose, and the power as soon the engine LOTOT and land on end of that runway. I have done it from 100 on 4k" long runwy.
We do a few things wrong here but live to do it right next time. Thank you
@@ShortField Learn how to do Turnbacks from Departure Leg. I did one that saved me from crashing ahead on houses. Its not an "Impossible turn" if you can complete it.
Spark plugs dont just fail. Theyre the result of an upstream failure. Do a thorough root cause analysis or it most likely will happen again. Thats my advice to anyone reading as an engineer
It's always better to be down here wishing you were up there, than to be up there wishing you were down here.
Agreed 100%
I just watched two of your videos - first time visitor - liking it 👍😊
One tiny feedback.. your video transitions that are kind of "fast zooming in" is for me a strange choice… it kind of makes me expecting something dramatic is about to happen. No big thing though. Happy flying 🙏😊
Thank you sir, still very much learning this video stuff, oh and the flying stuff as well.
Interesting that you had such a large loss of power with just one failed spark plug on one of two ignition systems!! 🤔🤔
They tested all the plugs and found 2 with issues, we are investigating further. Deffo wouldn't climb but we didn't lose height so in the end more of a big shock as it is an unknown, for all we knew the engine could have been just about to blow up. I can assure you this was not a Trevor Jacobs video 🤣🤣🤣
Get some proper instruments and do not fly the same day if you have had previous flying issue. I do not want you crashing into my family.
I promise I won't crash into you, honestly. Thanks for the comment and watch.
How do the plugs go bad, is it the insulator cracking or are the tips burning off?
I don't know but we changed them and it sorted it.
Beautifully handled and kept calm under pressure. Old Warden is very close to me and is a great place to visit, I will have to do it on the paramotor at some point. Great video, and glad to learn the engine issue was a cheap fix.
Thanks Mark.
Hi Terry, Great video. Did you find anything further wrong with the engine? I have had a complete mag failure (CDI) box on a Rotax engine whilst in the air. It dropped a couple of hundred rpm in the cruise and this started the let’s find a field quick planning drill! Did all the usual checks and noticed a drop in EGT, hence the search for the nearest strip. Fortunately we had one close by. I am surprised that one plug would cause a very noticeable loss of power. Also had a plug foul with 0320 and only found it on the power check when switching to individual mags.
Best Mike.
We switched from 100LL to Mogas when we fitted a brand new engine last year, when running on Mogas you can increase the plug replacement times to 200 hours from 100 hours, we have now gone back to the more conservative option after this issue. It was very noticeable with a drop in max revs from 5,200 to 4,100. They tested a second suspect plug and that too was faulty so two plugs, they were both at 197 hours each. Thanks for the kind comment as well Mike.
@@ShortField
Terry were faulty plugs both in the same cylinder?
@@stevenstyles7602 yes, I believe so, we're going to get the carbs checked.
@@ShortField That makes sense. Always did ours a 100hrs.
Hopefully that’s your run of bad luck ? however they will make you a better pilot I believe, and makes us lot appreciate your videos and honest views, no room for complacency…. I think this video has generated some really good views and comments, and brings us all together as pilots, what was the right thing to do, did I do the right thing, what could I have done better, all great learning, and on video… brilliant, glad you boys are ok.
Thanks Dave.