Student Pilot Stuck At MAX Power - No Way To Land!
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- Опубликовано: 14 дек 2022
- A student pilot has a throttle stuck at 100% power and can't slow down to land! Several other pilots, instructors, and ground controllers try to talk him through what to do next!
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The student pilot’s professionalism is astounding. I can’t imagine how hard it would be to stay so calm in that situation
It was amazing. If I'm in a position to hire a pilot who would be responsible for the safety of others, this guy would be at the top of my list. Also, great support work from everyone on the ground supporting him. This shows how tragedy can be avoided when competent, dedicated people work together.
That student is made of steel. He sounded like someone out on a perfect cruise while death loomed.
There are 3 ways people deal with potential catastrophe: Freaking out and fucking up, freezing up and doing nothing... or calming down, reading the situation and taking reasonable steps with intelligence.
Only one type has a high survivability chance.
Well, you either do what the solution entails, exactly with precision, ....or crash and burn.
It's make or break, do or die.
But a pilot doesn't dwell on it.
40 hour Solo Pilots know what the reality is.
You don't think ponder nor mull over anything. You just DO.
Do what you've been trained to do. Apply your piloting knowledge, no different than if the throttle *wasn't* stuck in maximum RPM.
He was cool calm and *collected* because he was *trained* to be *exactly* *that* .
Just apply the controls in the correct sequence, at the right time, use your instruments, keep a visual eye on your approach with eye flicks, and carry out a landing just as you would do anyway.
Good training, and plenty of it ! Also a student with a leval head on his shoulders! He already knows what to do .
@@UtahGoinBIG I only flew once when I was 8.
The pilot had massive cajones letting me take control for 45 minutes of our hour long flight after a few minutes explaining what all the bubble gauges meant (nothing digital).
He had me flying without looking out the windows, and I learned to drift in the sky on my own almost flying sideways without his instruction. He was amazed, I learned to slip on my own.
I almost killed us at the end because I wanted to do a loop-the-loop in a 60's era single engine Cessna 2 seater xD.
He chewed me out after regaining control and made me promise to just stay on the designated path with no interruptions.
I got to fly till we had to target the runway.
I wanted to do a loop... as any kid would try in the circumstances.
He should be glad Star-Fox wasn't out yet, or else I might have tried a barrel roll. xD
The student is extremely polite and has impeccable manners
This was exactly my first thought watching this. He's in a situation that I'd be freaking out about, and he has better manners than I do at the best of times. His parents should be proud.
@@adamallford2400 When you have training you dont freak out in the moment. You do what is necessary and you do it without failure.
After the fact? You have a fkn panic attack lol.
Source: Have been in some high stress scenarios. Training does "kick in"
Moral of the story: Train for whatever task you do not want to fail under stress.
He already has that calm authoritative airline captain voice.
This is the student that SHOULD be a pilot.
As a non-pilot who just started watching these ATC vids, I find yours the best. Real Person vs. AI voices. Explanatory commentary. Translating air traffic chatter into civilian-speak. It all helps.
I don't know why I am so fascinated by it all, but I am.
What a calm and cool student. I think this is a big testament to how professional a pilot he is, as well as how good his CFIs were.
His instructor was my instructor, and I can confirm he was extraordinary.
Obviously I have to way to know, but he sounded so calm I have to assume he is the kind of person who's done this in a simulator 600 times before ever practicing with his instructor.
Man these pilots always have so many people scrambling to help them super quick as soon as they let them know something's wrong.. thats awesome
no they don't, you just don't hear about the stories when they have no one to respond and they crash and burn because no one is left to tell the story.. just ask Steve Fossett.
@@Sugarsail1There is no record of Fossett ever radioing in to let anyone know there was a problem. He was flying in a high terrain area and at the time that was one of the biggest search and rescue operations ever in this country.
My engine stopped working once, I turned around and landed at the airport. I made radio calls about it. No one responded, I went into the back room at the airport and everyone was having a pizza party.
LOL !! @@chiimotosuwa8423
@@chiimotosuwa8423yea, ok fggt 🤡
The Student handled that incredibly well, a testament to his calmness and his teachers teaching. He stated his emergency, and he listened to the information he was given and complied as best as he could. Kudos to all involved.
It is sad to hear that instructor didn’t even consider to advise the student what to do if the engine won’t start again. This is the first thing that came to my mind when listening to his instructions.
His ability to give solid advice over the radio was kind of trash. He wasn't very clear in what he wanted the pilot to practice before committing, and instead went through the entire procedure from start to finish without a break in between to make sure the pilot was on the same page. Lots of things could've made a world of difference for the pilot, because honestly it could've gone wrong just as easily as it went right.
that instructor was nervous and gave bad advice
Me too. Some of these are not good at thinking outside the box. That's why I'm scared of flying
@@AgEcon-World The reality is that most instructors are still really green and have likely been flying for only a few years. Once you finish flight school and graduate with your commercial license, you'll probably get your CFI rating along the way and do some instructing before you land the job you want. Instructor jobs are some of the lowest paying jobs in aviation, so they naturally attract the freshly minted commercial pilots who are trying to build enough time to become s corporate or airline pilot, and they rarely have real world experience in emergencies. That doesn't mean they're not safe pilots, it just means they might not be very good at being put on the spot talking pilots down in emergency situations. Doesn't necessarily mean they're safe pilots either, all it really means is that they meet FAA qualifications to instruct. Occasionally you'll meet an instructor who has a good paying corporate job or whatever and does instruction on the side when they're not busy, and they can be great instructors, but they're certainly not doing it as a full time job.
Too much help. Let the pilot pilot his plane. Too much gets lost in the translation, and most CFIs are amateurs themselves.
“Don’t stress him out”. Best advice of the situation.
I was a 16 hour solo student when I had a 6 cylinder engine convert itself to a 4 cylinder engine at 500' after takeoff with no runway remaining. God bless my instructor for drilling in emergency procedures and slow flight. I had enough power to hold altitude and airspeed and re-enter the pattern and land. I wasn't nervous until I parked the airplane. Then, my knees started to shake. I KNOW pucker factor. I got to see what remained of the engine a few days later when they tore it down. It was trashed and I was amazed that what was left of it safely deposited my pink body back to the ground.
Well done student pilot with the stuck throttle!
Great video! Personally, as a CFI, I would have recommended that the pilot circle the field to get his mind clear and to be in position to make the field if the engine quit. Then, enter downwind as if he were flying a normal pattern. At mid field pull the mixture and from there treat it like an engine out landing. Adjust the base turn to maintain an appropriate glide slope for a normal landing but do not aim for the numbers.
On final, apply flaps in increments once he is sure he can make the runway. Slip as needed to bleed off excess altitude and/or airspeed.
The trick is to treat it as close to a normal landing as possible so he can properly gauge, and adjust for, the sight picture.
Agree 100%
That seems like much better advice than the CFI in the video gave. While he was describing using the mixture to cut the engine and restart I was thinking there is a good chance it won't re-start. The throttle is jammed wide open, and many engines don't like starting in that configuration as gas speed through the carb may be too low.
As a student at a similar level of training this would be my first instinct. We've practiced simulated engine outs from downwind in the circuit plenty of times - trim for glide, turn base and final, aim mid runway, s-turn to lengthen the glide if high and increase flap to land shorter etc. Hopefully will never do it for real though!
@@ferrumignisLeaning is the right thing to modulate power in this situation. Trainers have simple carbs push the mixture back in it will start running it has spark and air. It is not a heat soaked fuel injected high horsepower engine it will start running again. Switch mags off and on you get unburned fuel ignition in the muffler, big booms. Air is fixed by stuck throttle. Fire triangle air spark fuel!
@@oneskydog6768 It will start even with the throttles stuck wide open giving low gas speed through the carb? Hmm, I wonder why it didn't work in this case...
Guy sounded so calm and clear. Sounds like a good pilot.
I love your videos! No long intro, no advertising, straight to the point, interesting, informative - keep it up :)
Hi Hoover I am a 71 year old private pilot who learned to fly way back in 1971, unfortunately I may no longer fly solo because I failed my medical due to a minor heart problem a few years ago. I am really impressed by your very well presented and informative videos.
Aye man ya got plenty of time to read the Bible now hopefully, bout the best thing any of us can do
Wow!!! That’s an impressive student pilot. I’m blown away by his ability to rationally analyze and execute his maneuvers. Bravo 😊
Thanks for posting this video. This is deja vu for me. I am 65 right now and I had exactly the same emergency when I was a young pilot (about 20). I was returning to naval airstation EHKD (in the netherlands) in a C152 (yeah they were pretty new right then) with a passenger. The throttle was stuck at full power after a climb. Remembering the glide in practice from my training I elected to treat it as glide in from the pattern. When I was sure we could make I cut the mixture and the landing was fine with the emergency services standing by. Later with the instructor we discussed if closing down the engine with the mags would have been better because at glide speed the prop did stop windmilling like with this guy. But at the time I didn’t know this as in training we never shut down the engine fully. (More accidents happened that way from training than in real emergencies.) Still flying and working as a FI over here. BR Rob
In the Tiger Moth doing Airstarts it is quite hard to stop thee proppellor.
@@markawbolton whertherr the propeller will windmill or not depends on several factors: AIRSPEED (i.e. best glide which is low for a C152) + COMPRESSION RATIO (would have to look that up for the C152 (i.e. for a Technify Diesel the compression ratio is very high and the prop will always stop at glide speed) + PROPELLER.
I'm actually training in a C152 these days out of EHSE in The Netherlands.
@@NikKaussFlies nice was teaching at VCR EHRD yesterday. Which school do you use?
@@rc03seabee I’m with Executive Flight Academy
Oof, that was nerve-wracking. I'm so proud of everyone involved, especially the student pilot. And that final statement, the engine went out and would not restart, felt like an absolute punch to the gut. Again, really proud of this student handling of the situation.
Throttle cable broke at full throttle at my home airport.
Cherokee....
Flew it like a Sopwith Camel to an airfield 10 miles away where a guy had the part.
Fun...
WW1 aircraft had 2 power settings....full and off.
Controlled speed by turning mags on and off.
Gave an additional couple seconds with mags back on just before touch down so I could roll up to the maintenance hanger without having to be towed.
Loved the Cherokee.....
lol that last part sounded like how I drove a few cars into the garage just on the starter XD
I grew up flying on the piper cherokee 👍
Sorry if this upsets anyone, but I think that this report highlights "What NOT to do" in situations like this. I was amazed that the SP had enough self-control and calm to absorb and respond to the plethora of questions being put to him. Many of these were, frankly, irrelevant and distracting to him. This guy needed concise advice from one source, delivered in a step-by-step manner without interruption from well meaning "advisors". Good for him that he achieved a safe landing (?) despite the Whole World climbing into his cockpit.
I agree. The student pilot was solid here, despite the barrage of distractions from everyone who thought they were helping. I've been in an emergency situation before and what you really don't need is multiple voices in your ear and lots of questions. His decision to circle around and get his head straight was excellent. He had enough fuel to make the situation a little more on his terms, that helps too. I wish we had comms for the ending. My guess is this SP did it perfectly.
Agree with you there. The constant hand offs create a multitasking atmosphere. That's the last thing you need under stress.
Student pilot sounded way calmer than the instructor. Good job !
I know I hate when people give me multiple options when I'm trying to navigate a tough situation. Jk but seriously, maybe that approach would work best for you, and idk if you watched the whole video but he actually says at the end that all the help on the radio was useful to him in getting the plane on the ground. Some people are more mentally resilient than others though I understand that.
@@wyomingptt OK, I get that he acknowledged the advice he got and, with hindsight, appreciated its value. My point here was that anyone in a high stress situation doesn't need advice that he can't assimilate - it just creates confusion and stress. While it's difficult to suggest a "one size fits all" approach to this, my experience (as a military simulator instructor for many years) suggests that people are best left to make their own decisions and ground/ATC input should only be made if the situation deteriorates.
It turns out that the only person who made this emergency an uneventful outcome was the pilot. One has to believe that to land the plane, he knew he would have to perform a dead stick landing and it sounded like he knew quite well how to do that.
I think you mean the instructor messed up, not the pilot
@@darekmistrz4364 I think you need to re read the comment
Student pilot did a wonderful job in a very difficult situation. He will be an asset to any company that hires him if he decides to become a commercial pilot.
Man was I ever cheering for this guy to land safely!!! Your analysis, as it always is, really helps non-pilots or very inexperienced pilots understand the context of all the details, which saves lives! A lot of people do youtube to enhance their hobbies, etc., but man, you are actually saving lives with this education you bring us!!!
This SP was _meant_ to be a professional pilot: nerves of steel, calm, informed, and cautious but decisive. Bravo, kid!
We need more HEROES like this. Cool, calm and collected!
Everyone always likes to see success when there is a problem. Well done all around.
I had a throttle problem in a Beaver one time where the throttle linkage disconnected, and I was stuck with a fixed cruise power situation. I used the Sopwith Camel technique to land, that is just turn the mages off to reduce power and back on to add power. Some may think this could cause backfiring of the engine but, as the throttle is not closed, backfiring does not occur. It worked very well and you just keep blipping (Sopwith term) the mags to get the desired amount of power. Not a normal sort of operating procedure but it works completely fine in a non-standard situation. I will echo others observations that this student pilot was super cool and did a great job, give that guy a flying job!
Nice tip, I'll remember that!
This young man will be an impressive pilot. Great manners, listens, calm and collect. I still was tense worrying of the outcome. Glad it all worked all well. He surely gained experience!!
This should be taught to every student pilot: "The steep spiral maneuver is a gliding turn over a fixed ground reference point, commonly used as a tool to remain over a point from which a power off landing can be made. Learning to perform this maneuver correctly provides a valuable tool that can be used in an engine-out emergency scenario".
This is something that is taught at the flight school I go to during emergency procedures and ground reference courses, my instructor had me do steep turns around a ground reference point during simulated engine failure to demonstrate a way to lose altitude fast, which may be necessary in case of wing or engine fire
Being taught how to do something and executing it right the first time are different things. If an engine produces power it is usually best to keep it running as long as possible. It's a slow plane, doesn't need much runway even at "high" speed.
I had this same thing happen to me on one of my student pilot solo flights, in a C152 at the Charleston Executive Airport (JZI) back in ‘92.
I stayed high over the field, then cut the mixture and spiraled down (carb heat on!) and on the way down I did a few ‘test’ starts by going back to full rich on the mixture. Even with the mixture at cutoff, I remember the engine just windmilling because I was carrying a good speed on the way down. But I do also remember the slight startle when the prop actually stopped spinning (with a slight jolt) on short, high final when I let the airspeed bleed off. Uneventful dead stick landing, and even managed to coast it off the runway via the high speed turnoff.
My instructor in the early phase of training went through this maneuver with me multiple times. I gained a lot of confidence from it.
Well done! I doubt I would have been as calm, if this had happened to me, when I was a student pilot, many years ago. Again, well done, young man.
Good advice: telling the pilot to overfly the airport. Bad advice: suggesting to practice killing the engine. Curious: why didn't the controller just call the fire dept? Its an emergency.
I don't understand but I'm lead to state that the fire department can't land the plane (/-_•)\
Also, cut engine that's too fast approaching apron slight nose down, prop drag acts as airbrake. Level nose straight with horizon, and gently let the plane land itself, whilst using rudder to keep centre-line before touchdown. Then, wheel brakes to stop :-y
Indeed. I was thinking about rotary-powered World War I fighters. The engine was controlled with a “Pip switch”.
As a pilot you had either full-on or off power.
N
How tf was he supposed to land then 💀
This is an above average student.
The same issue happened in my aeroclub, but with a favorable outcome. The trottle of a Diamond Eclipse got stuck fully open (the trottle cable broke). Surprisingly, not many people seemed to know about this protection but the design makes perfect sense. I think I was never really explained during our initial training. Fortunately, all our instructors regularly make us practice what we call "safety landing" during initial training and also on the biennal PPL revalidation. As you pass overhead an airfield, you cut off the trottle and make a series of turns or a spiral to land as close as possible to the treshold without re-applying power. After that incident happened, everybody was motivated to practice this exercice a bit more often ;-)
Same deal with mags. They fail live. Quite dangerous if you dont undersstand the ramifications.
Yup. Always treat a prop like it’s gonna go. The sure don’t fire off like in the movies. You might get a tiny sneeze maby but when it goes it’s like someone switched on a blender. @@markawbolton
I get that cutting the mixture is probably a good idea, but when you’re on final to glide it in. I would not have recommended playing with the mixture as a method for trying to control speed. And I would not have even suggested a long final but rather cutting it in the pattern so he stayed close to the field (though circling achieves something similar, it’s just that the pattern would be a perspective that the student could understand). Glad the student gets to fly another day but some of the helping people could have easily made it worse.
my instructor has cut my engine miles from airports and I was able to glide it in even circled the airport. defently would of just got in the pattern and cut it. that being said im sure he wasnt used to gliding it in lol
100% on the circling pattern within vicinity of airport or airfield,. 5 to 8 mile out for straight in approach- Na!
@@masonmax1000 you obviously had plenty of Altitude to play with, something you don't always have in the event of an engine failure
I would have started high right over the airport ( where he was) and try the mixture control, and if that didn’t work and it would not restart, then I have plenty of deadstick time to get down and land.
Agreed....low approach with a wounded bird is a BAD idea.
Excellent video. I feel like this is a scenario that isn’t talked about enough.
I had this same failure happen to me and my commercial student a few months ago on a night cross country. It was very stressful at night but we were able to work through it. Once we realized the throttle was stuck wide open, we turned around to the airport we just departed from which was a decent size, towered/class-C environment so we were set on resources if we needed them. Also it provided the longest runways local to us. We continued to climb as we headed back to that field and notified ATC. By the time we were over the field we were roughly 7000-8000ft. Our plan was to get right on top of the field and slowly turn the mixture out until the engine just began to reduce RPM and not completely cutoff. It’s a very small window on that mixture knob, maybe 1/4 inch or so but it’s manageable. We really did not want to kill a perfectly good engine, especially at night if we didn’t have to. Then we began a steep spiral over the longest runway until we could enter the downwind and complete the approach safely. Worked like a charm. ATC had called the airport emergency services to meet us on the ground although we didn’t need them. I can’t say if this particular method would have worked for this student on this airplane but it worked very well for me and would do it again if I had to. Some might say it’s not great for the mixture to run that lean for an extended period blah blah blah… I don’t care we’re alive!
Awesome! You made good choices. I had to practice a smiliar thing as completely powerless landings quite a few times (part of the curriculum here in Germany, simulated by engine a tad above idle; I could not touch the throttle once though); essentially we get down to 2000 AGL above the airfield (by circling) and then we do a small rectantular pattern, 500 ft down each leg with the base leg all important as you can correct course slightly in or out to set yourself up for a shorter or longer final leg as necessary. It works real well, repeatedly and in different wind situations. Especially the all important base leg gives you good options if you have no engine power at all.
You're the first person who I've agreed with in this long comment stream. Except.... once you had the airport made, you don't need the engine and I'd rather rely on flying skill than make some assumption about hitting the sweet spot in mixture and assuming you had an exit just by going full again. My non-cfi non-rated advice.
@@miketaylor3947 it's about having options. If you kill the engine it may not ever start again (as happened to others in that situation and the guy in the video) by feathering the mixture he can bring the engine power down but keep it running. You plan on it failing and fly as if it'll die any second. But if you have the choice between a dead stick night time landing or a 50/50 shot of having the ability to go-round I'd take the latter option at the expense of a few seconds setting the mixture juuuust right before starting the descent.
@@zyeborm I'll take the dead stick landing knowing the airport is made.
@@miketaylor3947 why would you want to not have the option? I can't see the advantage of removing choice
His composure was exemplary. Absolute pro in handling the situation. Wish him a long career.
Respect to the student and his instructor. Staying calm and professional won the day.
I’ve had the throttle in a Charokee Six separate at full power while doing night touch and goes. Right at that time, I realized I had never thought or heard of this situation. Maneuvered to final and killed engine via mag switch and glided to landing (could have done mixture but wasn’t sure which would be better).
Mixture if you finesse it you may be able to get a rough idle even at full throttle, better than killing it dead and hoping it might restart.
Used to love practicing dead stick landings when I was learning, airspeed management always the key.
You have the clearest, most lucid narration of 99% of all YT videos. Congrats.
Very smart of him to ask for a minute to gather himself.
The student pilot or any pilot shouldn't have to request emergency equipment after declaring an emergency that could result in a crash.
Agreed. "Do you need equipment?". What's the pilot supposed to say? If I crash then yes, if I don't crash then no. 🤣
They ask that for every emergency. It's standard practice and for a reason.
Fantastic and applicable advice from CFI to the student. This has happened to me twice in a C182 (same acft), and had no issues. Good job by both pilots.
I’ve been watching you before I knew your military history. However I gained way more respect when I found out about resume. You’re a good man Hoover! I’m ex Navy with Tomcat background. Take care!
Wow, here more than one person did a veeery good job! Thank you for this video!
Props to that pilot, and his instructor, Harry, for prepping him for this situation! And all the ground crew and pilots on the radio taking him through it!
Fortunately the student landed the plane safely with the engine out. He handled the situation very well. Great presentation. Thanks for putting these together for us to watch and learn.
This student should be so proud of himself. He stayed so calm, under such a stressful situation, & on top of that, remained so very polite. It’s so wonderful to learn, that he landed safely. 👊🏽 Be blessed, young man!
Videos like these remind me of how lucky I am to have such an experienced instructor.
Why not circle the airport while climbing to about 8,000 AGL, then test pulling the mixture back and or killing the mags to see if you can kill and restart the engine. If not, turn the fuel off and glide in from directly above the airport. At some point on the way down, raise the nose enough to put in flaps before landing. Learning High Key and Low Key can be a lifesaver in this situation.
I practiced this in my Maule with an IO540. I pulled the nose up enough to stop the prop (for a true dead-stick effect) and was surprised that I had to point the nose down to about 135 KTS to get it spinning again (without the electric starter).
I'm pretty sure that's what was recommended and, in the end, what he did. The CFI introduced the idea of working the mixture. Makes sense but it's a lot more workload in a stressful situation and as the report says, didn't work.
Always use mixture control to kill and restart in flight when absolutely necessary. Never use the magnetos unless you are flying an old puddle-jumper with no mixture control. In that case, get your approach timed and set up for a dead-stick glide, then kill mags and do not turn them on again unless you have no other recourse. Turning mags off can cause a rapid buildup of unburned fuel/air mixture in the exhaust system. If you turn mags on again, the fresh fire out of the cylinders can ignite what has built up in the exhaust, resulting in a powerful explosion that can severely damage the exhaust system and possibly start a fire. One guy told me he blew the head off a cylinder only by accidently turning the mag switch off and right back on again during a ground run. He was a mechanic and that got him fired.
I like listening and or reading these incident reports. I think by doing so they help people become a better pilot if any of these situations arise.
Me too. I love watching and learning from these.
If you don't already know, Air Safety Institute has some great accident case studies videos too. I've seen all of them and they are very educational too.
“The mixture control must feel important,”. 🤣😂🤣
Happened to an acquaintance of mine back in flight school. Nearly bloodied his hand pulling on the stuck throttle of his humble C152.
Thank you very much for sharing this. I’m a cadet pilot and will start my training in 2 months, I hope by the end of my training I would be able to safely land the aircraft under the same circumstances.
What happened is exactly what I thought would happen when I was hearing the audio. That is, that pulling the mixture all the way back would kill the engine and it would not restart. That's what I thought when the instructor said that and sure enough that's exactly what happened. I only fly flight simulator, but that's my knowledge of how the mixture control works. You pull it all the way back and you cut the engine. Of course I think, unless he had engine trouble, that he could restart the engine by pushing in the mixture and then turning the ignition switch to restart.
I'm a "real pilot" and that was my reaction as well. At least he should have been advised to keep up airspeed to maintain windmilling and have been warned of the risk to prepare mentally. Fortunately he was cool enough and managed the situation well. He will make a good pilot, I'm sure.
@@mike_oesame, it can restart, but you would need to speed up a bit (had a similar experience, by flying with someone forgetting so switch tanks 😅)
I have my fair share of scars from working on many different engines. In situation like this there are few things that are facts:
- engine might stop any second, for any reason
- throttle might go up to 100% or it might go down to 0% any second, for any reason
- leaning the mixture might both increase or decrease engine power
- changing the altitude with weird mixture might affect engine power
- restarting that engine (doesn't matter why it stopped) should be considered a mircale
@@darekmistrz4364 simple, basic, true.
It was another amazing lesson in flying the plane. He learned the technique in words. Tried to practice, and destiny had another plan for him. He was able to do the no engine landing due to the proper planning in staying high until he was lined up. It worked out great. He didn't forget to fly the plane.
Hi Hoover, enjoying your channel. I had a similar incident happen to me 3 months after getting my ppl. I was 18 years old, flying a piper PA-12 150, with my sister and her boyfriend in the back seat. It was January in Alaska so I was on skies and was making a go around on a lake when the throttle cable broke and I was stuck at full power as I initiated the go around. Once I figured the throttle cable would not work I pulled the carb heat and switched to the left mag to try to keep the engine form exceeding max rpm's, I remember seeing about 2500 rpms and knew I had to slow the engine down somehow. I was going too fast to pull the flaps, so I put the plane in a skid and with carb heat and left mag only got the rpm 's under control. I came around and pulled the mixture and was able to land on the lake without incident. Passengers got out wondering what happened and I said I'm not sure. Opened the cowl and saw the broken throttle cable. I set the throttle lever back to idle and taxied the plane to the lake shore, but about 10 feet from shore the right ski broke through the thin ice and the engine quit. Luckily, the left ski stayed on top of the ice and the water was only about a foot deep. No damage to the wingtip or prop. Walked out about five miles to nearest road and got a ride home where i had to explain to my dad what happened. No big deal he said, good job on handling the situation. A friend flew us back in the next day aas it was dark by the time i got home. My dad used a coat hanger for a temporary throttle cable and flew the plane out to home base after we got both skis back up on the ice.
Just thought I would pass on my story so someone may benefit from my situation which is what I think is a big part of why I like your channel, Learning from other people.
And, last, i think the student pilot in this situation did a great job, he flew the airplane, communicated and stayed calm. great job
Yeah, he's got what it takes. Good job 👍
I once had the rudder pedals “lock” while I was flying my third solo flight in a 172. I got pretty nervous. Thankfully they were in a neutral position and I was able to bring it back no problem, no crosswind or anything that day, just a little extra careful on the pattern turns being uncoordinated. But I’m just thinking of how nervous that made me (to have *anything* go wrong) compared to throttle sticking - very impressed with how this student pilot handled himself
Great result! He sounded confident. I hope this wasn't a stunt to get onto RUclips. Well done young man!
The reason why the other pilots and the CFI's were not more detailed in their instructions and advice may reasonably have been due to the fact that they got an indication that the student pilot had practiced the scenario with instructor Harry, and at the same time gave a confidence in this that gave great confidence to do this on his own. Had the student pilot been unsure, he would have received a step-by-step instruction with fewer instructions on fuel mixture and taken it "step by step". This student pilot gave feedback on knowledge in this and was able to hold several thoughts in the mind at the same time. The instructor at the end could have done two things better, he should have praised the student pilot for what he has achieved so far and that this would go just fine and to tell him that a restart with the fuel mixture can mean that the engine does not restart. The other helpers were superb. As usual, great videos from here. Looking forward to more.
That student was amazing.
I remember my second solo where I took off and immediately hit rain (there wasn't a cloud in the sky). I had a great ground team for a cornfield strip (because I couldn't see shit) who brought me back around. That's peanuts compared to what this student had. Great job and much love.
I got rained on during my first solo.
Well actually afterwards.
From a 5 gallon bucket.
That the instructor was holding. 😉
Interesting. Your comment just reminded me of my 2nd solo, I remember there being light rain on the windshield.
Where was the rain coming from, and did you remember to file IFR before you landed?
Yes, really good advice from the instructor - pull the mixture back to idle cut off. That would basically shut down the engine with no guarantee that the student could restart it. That is what happened.
Oh my 😮! Non pilot. Every time you lean the engine on run up to set the mixture for takeoff you are doing this. Push the mixture back in a little bit fuel flows power is restored. Throttle position (air) and spark (mags) are not messed with. In the air at cruise speed the 30 pound propeller will keep turning long enough to push the mixture back in adding fuel restoring power!
@@oneskydog6768 So say you....but it didn't work.
@@oneskydog6768 But it literally DID NOT restart.......and idk what you fly but the 172 calls for 'mixture full' on run up, and when you DO lean the engine (on taxi or cruise for example) do you pull the mixture ALLLLL the way out like this instructor told him to?
That kid is going to make a great pilot!
This actually brought me tears of joy .. thanks
Omg my butt cheeks hurt. Radio assistance was incredible, paired up with his calm demeanor. Hat's off to this fello student pilot and your story description. Love your channel. Thank you for what you're doing to make the airs a safer place world-wide 👏🏽
Interesting video, thank you. I'm surprised the instructor didn't make it more clear to watch that he didn't allow the engine to run so slow that it stopped. The fist thing I thought is that the engine would cut out if he left the mixture on idle for any length of time. So the fact the engine stopped wasn't a surprise to me. Fortunately the pilot was still able to make a safe landing. He sounded extremely calm and confident.
Hallelujah! A happy ending! He was really calm & very professional. What a great job by all, Especially Pilot Debrief!!!
Student kicked ass!
Enjoy your videos. You are very knowledgeable and I learn something on most of your videos. Keep up the good work. Thank you!!
I witnessed a similar incident at DFW, we were flying and on the way back to KRBD we heard another pilot on his first solo having a stuck throttle issue, he ended up landing safely by cutting the engine on short final
Perfekt example of how fast and good help you all will get if you know what ur doing
that person sounds like they will be a good pilot considering how calm they was
Interesting event. Did they ever say what caused the throttle to stop working? What would be great, Hoover, is to spend a minute at the end summarizing what people can take away - you have a lot of experience and it would be great if you can provide some feedback on what happened so we can learn. Thanks for doing these videos! 👍
There is a cable between the throttle knob and the carburetor. By design, there is a spring that will cause the throttle to fully open if that cable should break. Better than having the throttle close if the cable breaks.
Gremlins
@@carlam6669 SOME of those 150s early models were like that while the later versions had no spring of any kind. I dug around and gleaned that they quietly went away around 1966 for whatever reason. At least that had a proper linkage .
It’s the darned mixture that’s hung on there like an old 1970s JC Whitney add on choke kit which always worried me. That dude could shut you right down depending which way it decided to shake to if the wire slipped in that barrel . I rigged a very light spring with just enough tension to keep it from leaning out if it ever fell apart.
@@carlam6669that's a good failure scenario design: fail into the safest operating option, which is full power.
Failing into idle == crash
@@beepbop6697 Funny thing is that for cars it's exactly the opposite: Spring is closing throttle. But I had a situation in my car where my throttle cable frayed and because of strands of cable it got stuck on about over 50%, fortunately it was manual transmission so just clutch in, stop on the side of the road and ignition off.
Had this happen to my wife when she was a student pilot. The instructor climbed to 200 feet above the pattern and went long, cut power and glided to the runway.
Wow. One very cool student!
Way to go! I'm no pilot, but I would assume that this is a positive checkmark on his resume. There's no substitute for experience. Well done, sir!
Thank you for the great video! Everyone, especially the student pilot did a great job. On a side note, sadly that same aircraft Cessna 152 N49931 was involved in a catastrophic mid-air at the same airport back in August of 2022.
I didn't look at the type of aircraft until your reply. I had the same emergency 45 years ago in ....a C152!. Might be something there? In any case it is the textbook definition of "fail safe".
And looking down this thread there are a few more C152 examples. Wonder if this ever reached the manufacturer?
Not certain about this but I do remember something about if the throttle control is damaged somehow it auto locks to full power giving pilots time rather than cutting their power completly. I think this is a designed fail safe.
The throttle cable became disconnected. There is a spring on the throttle at the carburetor on the Lycoming O-235-L2C engine in the Cessna 152 that will advance the throttle to full power in the event that the throttle control cable becomes disconnected in flight. This is a far better situation than having the throttle fall back to idle. The airplane will keep flying at full throttle but will not hold altitude at idle. The actions taken here are precisely how to handle a disconnected throttle in a 152.
Interesting. While watching the video, I found it a pretty daring proposal to have the pilot repeatedly cutting fuel (mixture idle/cutoff) without considering the engine could stop. He should at least have been warned on that risk to be prepared for it. Maybe he already knew and handled it well. Anyway, well done to him.
He should have asked about his hot start experience with that particular engine before having him practice in flight engine restarts.
It's interesting, because it almost sounds like the instructor told him to idle quickly and then slowly add the mixture back. It's possible the pilot flooded it by slowing reducing and then fully releasing gas back in, flooding it.
He told him it would cut out. He said to put mixture back in and the engine would restart. What part of that did you not hear?
Great student pilot. Calm and collected
This student pilot demonstrated great situational awareness and kept his calm all the time. He was very professional in his communication and he knew his position. Also, he stated he wanted to sort stuff out first, so no level of panic or erratic behavoir. He was very professional. The advise given was less professional... Using the magnetos would have worked a lot better
I am a CFI myself, and the young pilot was told exactly what I would have told him to do myself. Much better solution than just turning the ignition. You never use the ignition to "turn off" the airplane if you can help it. Leaves too much fuel in the cylinders for the next start up to backfire or start and induction fire.
"Let's practice doing something realllly iffy while you are in the most danger you have ever been in your life."
I met a fellow, former AK bush pilot, who was flying over a western state. His throttle cable broke, and would not reduce power, only push to maximum power.
He climbed to cruise altitude and headed for the nearest airport, then began to test cutting mixture. He ended up cutting it, and intermittently opening mixture back up, and as long as the prop was kept freewheeling he could alway command it to start immediately.
After gaining confidence with the method, and also with starter button restarts, he flew a flawless approach using "bang-bang" throttle for glide path control as needed. He set up to not need much adjustment. Worked well, he said!
The airport he landed at was closed for the weekend, so being the '80s and a bush pilot he departed to his next destination and arrived uneventful... hahaha!
He has great radio communication skills.
Those engine out emergency landing procedures are a must to be proficient in. Know the restart procedure, memorize it with a flow pattern, know your best glide, clean configuration, know your altitude, know how much altitude you lose on a coordinated turn, always have situational awareness and always look for a safe landing spot. Glad he landed safely.
I can't believe how composed and almost "laid back" the SP is given the circumstances.
It might sound easy to say for one who has never flown a glider, but..., just cutoff the fuel completely when lined up with the runway on a correctly chosen glide slope according to actual high speed and flaps if using the mixture lever to try to control the rpm within wanted levels didn't help. Using flaps and crabbing affects/reduces the glide ratio quit a lot and can help bleed off a lot of airspeed within a short period of time.
Same thing happened to me at Stafford KRMN in a 172…. I had about 75hrs at the time and had a passenger from church.
Just like this scenario I continued to fly circuits at altitude to figure things out and clear my head. I asked other aircraft in the pattern for advice and one pilot in the pattern recommended trying to run on 1 mag. I got a slight rpm drop, but nowhere near enough to descend.
After some trial and assessment I informed the other aircraft in the pattern that I was going to make a spiral over the approach end hoping to bleed off enough airspeed to descend.
The maneuver worked and I found myself comfortable at about 400 ft agl and with the runway made. I then informed my passenger that I was going to pull the red knob “mixture ”I told her not to touch.
I pulled the mixture, engine sputtered with an unbearably loud deafening silence accompanied by the cry of the spinning gyros. I settled into a nice decent and executed a nice landing.
I told the pattern that I was down safe and NOT TO LAND, for I was about to jump out and push the plane off the runway. UNICOM came on and said “stay put, we have a tow truck on the way”
I was VERY uncomfortable with the idea of killing and reviving the engine multiple times… that is why I did what I did and I would recommend my actions to anyone else in the same circumstance providing that you:
Know your plane,
Know your numbers “V speeds especially stall speed”
UNDERSTAND THAT STALL SPEED INCREASES WITH BANK ANGLE/ WING LOADING IN A TURN
Keep a level head on your shoulders and make a nice landing. It’s time to get it right.
Take care everyone, keep learning and fly safe
Good job student pilot glad you are safe.
I'm not a pilot, have had only one go at the controls of a real airplane, but was an r/c and sim pilot. My first thought was "Practice what!?!? Why on earth do you think a flooded engine is just going to start back up again???". Glad he still managed a safe landing.
When I was a student pilot I actually practiced this with my instructor. What I did not hear anybody say is to climb to lower the airspeed enough to put the flaps down. Then enter the pattern with the flaps down, fly a mostly typical pattern, and then pull the mixture at the runway threshold. It didn't surprise me at the end when the engine quit and he couldn't restart it.
Who knows how many hours the student had and where he was on his training, that's the only reasoning i can think of as to why the instructor would give that option. Other options could have been setting up for best glide on final. Or side slip from altitude. But none of this matters as he did great and the support from ATC and the instructor were outstanding.
This is what we practice power off 180s for, should get down to downwind a little higher altitude then normal to be safe, and then cut off the mixture and glide right in
So, at what altitude would you want to be to glide in from 3 miles in a Cessna?
Idk why but reading the headline made me think of Gordon Ramsay popping on the atc and telling the kid to just "Shut it down!!!!" 😂
Seemed to me the student pilot was the most calm voice on the radio.
Give that man a job he’s proven he’s got what it takes to Handle the worst
gotta be one of the most impressive student pilots I’ve ever seen
Nice coverage thanks, as an old timer in the old bi planes we would use the mag cut to regulate speed, would that not have been another option, also I would have thought that to keep the prop spinning would have been good advise...easy said sitting in a chair, regardless the student was calm & will make a good future pilot.
"or maybe he's one that needs a little bit more help" is the nicest way I have ever heard someone say "below standard".
This goes to show that flight control is on a totally different frequency than flight instructors. Kudos to the instructor on concise advice.
There are 3 ways I can think of to reduce the power and/or speed without shutting down the engine and can be undone pretty quickly. Carb heat hot, Mags to 1 or 2 not both, and increasing the flaps (airspeed allowing). Not gonna be a huge decrease, but it might help a bit especially if you add a slip (configuration allowing). The student was cool as a cucumber...I had a complete electrical failure (not ignition) on my first solo. It happened base to final at a controlled airport. There was an aircraft just leaving the runway to the taxi way and I didn't see the green light from the tower. I elected to do a go around, I had 40 degrees of flaps out on a 172 that I couldn't retract...slowest and most nerve racking circuit ever! Oh there is ALWAYS a way to land when you are heavier than air.
dayum, I use 40 degrees of flaps in the old 172 when I want to land like a helicopter lmao.. cant imagine flying a circuit like that. Good job!
You're close on the flaps. What you do is pitch up (and climb) to slow down to full flap speed and put them in. The extra drag will have you close to "normal" pattern speed, even with the full throttle. This allows for a more normal/familiar sight picture and timing which would be important for a low time student. Fly the normal pattern for a power off landing, pick a point 1/3 down the runway. Due to the full flaps don't pull the mixture until the runway is made. It's really easy . . . if you know how. That said the SP was fantastic.
I had dead stick at 29 hours. One thing I can guarantee if you broadcast emergency on guard freq you will get too much help and overcomplicated instructions. Had to dial out and get down myself.
What happened? How did you recover?
Always try to declare an emergency on approach or tower frequency, otherwise pilots from 100 miles away and everybody else will answer.
I had that happen to me once. What I was unprepared for was the reduced drag once the propeller stopped. As soon as the prop stopped, it felt like I was being pushed. I had a long enough runway, so it didn't matter much, but on a short field it would have been a problem.
Had a similar situation in a Cherokee 140, but with two pilots aboard. We immediately declared emergency, flew 5 miles to a towered airport with a long runway, and modulated the power with the mixture, but without actually killing the engine. On final once the field was assured (we were high and fast) we cut the mixture completely and glided into a nice landing; even managed to roll out onto a high speed turnoff. I would not have totally killed the mixture and glided in from a high altitude when I could retain some power until I was lower and field was assured and I was set up well on final.