Excellent video, Jason. I am a DPE and I completely agree and stress to all the flight instructors I work with that the engine failure encompasses so many aspects of flying that it is almost the make or break maneuver. It has real world value. If the engine ever quits, and they do, you have one shot at doing it successfully and having a good outcome. I hope to have a year with zero checkride failures, but on the occasion when someone needs more practice at a maneuver, it is almost invariably this or the short field landing, and then often failing to go around because the applicant was not touching down in the designated target and landed anyway. The only thing I might suggest for those students watching this video is to remember that Jason is clearly skilled and can probably hit his intended point close to 100% of the time. When he mentions aiming for the numbers, I don't teach that personally. In a normal landing, yes, generally speaking if we touch down softly, on speed, in the first third of the runway tracking down the middle third, that is clearly successful. However, when the engine fails, we don't have power to use if we happen to screw up the approach a bit and end up slightly low. I teach students to aim for the end of the first third initially as a target and plan on using the middle of whatever landing area they have to work with. On base, when they confirm that I am indeed high for the first third, they can always add drag (slip, flaps, S turn) and shift the aim point in the direction of the numbers and all will be good. But if they have extended too far downwind and suddenly realize the wind is stronger than they thought, or they misjudged or just out of habit aimed at the numbers but were a bit short, now there's no way to make it. If you error, would you rather be long and hit the departure end fence with the brakes on and the airplane at least slowed down or would you rather fly into the approach end fence at flying speed? You can always throw out more drag and slow down/get down, but you can't magically do better than best glide. Error on the side of a bit high, as Jason points out, fly it in a relaxed manner like he does so you can avoid stress (which is never helpful) and you'll be a hero! And if anything, even a bit higher than he did in the video. You can always come down. Nice video Jason. Thanks!
My DPE had me do a full simulated engine failure to landing during my SEL private checkride. Even had enough altitude to do a forward slip and sit the plane right on the numbers. I will never forget how impressed he was.
Jason, I always need to learn more about what the basic points are to landing in different types of landings. I haven't used the slip in a long time. I also have never done a power off landing from 2500 AGL. I'm almost 81 years old, flying for only the past 6 years in my Sonex. Hope to keep her going for a while yet. Thanks Jason for all your help!
Jason, another great video, but I have to question something about your hand positioning on short final. You have your left hand resting on the center of the control wheel, and your right hand resting on top of your left hand. "IF" for some reason you had to add power immediately to initiate a go-around, you are going to cross up your hands. No matter how many hours you have logged, bad habits are bad habits. Just my opinion. Looking forward to your next video. Thanks again.
First thing I noticed also. Not a good habit, and certainly not a good example for an experienced instructor to tacitly endorse through a video. Being confident and calm is great, unfortunately the third "c" that doesn't belong in aviation is cockiness, and your hand positioning hints at that behavior.
At 41 I'm about to learn how to fly and get my pilots license on a Cessna 172. I've really loved and enjoyed watching your videos and instructions. Thank you for sharing all your knowledge. It is greatly appreciated.
I’m 2 for 2! I just got my private last Summer and it has been a blast flying around Colorado (based in KAPA). Love these safer pilot challenge videos. They are so helpful. I’m planning to go fly tomorrow and might go out to a uncontrolled field to practice this!
242 hi Jason. I am a private pilot Who is presently teaching a friend and she is presently working through your gracious free offer for the two week enrolment. With your help she is grasping the fundamentals of flight, and her goal is to maneuver and control the aircraft to a safe landing should I be not capable of performing. I began flying with you 12 years ago when I was a student and now I am able to share the joy of flight with others who are interested and you sir are certainly a big part of that. Forced landings is just simply an invaluable tool. Thank you many times for sharing your passion from the early years to present.
Btw you’ve gotten less annoying, props to you for that. Like the new attitude. To make it back, steep turn. I’ve made the impossible turn myself. It is not advised but I had a frozen lake ahead which would have meant death. I’d take a spin over a freezing drowning any day. Only way I made it was I went knife edge. Thank god for aerobatics training! Saved my life.
I like to keep a little altitude in the bank if there's water before the runway, one thing I learned from gliding water = sink, maybe Gulf of Mexico is warm so no sink but it's worth thinking about. The pond before our runway usually steals about 30 feet of altitude or 3 knots of airspeed.
@@sweetconman yes water has sinking air over it when land is nearby on a sunny day. It happens at night as well, but mostly only around densely populated areas. Active cities at night can make this nearly the same effect as day time.
Thanks for an excellent video, Jason! I’m two for two. I was 31 for 31 on last year’s SPC. Yesterday’s video was amazing, really motivated me as a CFI to make my students the safest pilots they can be. Thanks as always for the amazing content!
Im loving these post's, I had watched the slipping first. I've not flown since October due to relocation (its given me a sad face!) i hope to be back up soon weather depending here in the UK. You earned my subscription
2 4 2!!!! Did all 31 last year, and for 2020 (after the fact). Working on IFR now. More than halfway there. Love the MZero videos, they are very insightful. Also should note, I am a safety professional by trade. I read a ton of mishap reports. Chris' story is great, and unique in that it is a case of a GA pilot who really did everything right. The best way to ensure we do not become a statistic is to learn from the mistakes of others. I encourage everyone to read NTSB reports. Learn from them.
Dude Jason your confidence while flying gives me something to look forward to. I’m 20 hours in and still nervous when I fly. I know that’s a good thing but watching you gives me confidence 👍🏼 I’m going to head over and become a member right now. Thanks for awesome content.
To really teach this my instructor actually froze the prop taking me down to 250' from 2000' above a public beach (nobody there due to the cold temps) and asked me if I could set this C150 down safely. I responded "I sure can". He said OK and gave me permission to restart the engine right at 250'. Luckily it fired right up and off we went to land at LGB's 25 left. Many years later I rented a plane in Memphis and the Flight School's CFI did the same but unbeknownst to him I eased the elevator back just enough to stop the prop. He didn't like that and suggested I restart. I said "Why" and landed dead stick and with enough taxi speed to make it to its parking spot. What a great feeling. I' m 75 now and grounded due to medical issues but I remember these moments like it was yesterday. I saw a license plate frame recently that read "Never feel sorry for a Pilot". I agree.
In my PPL training my instructor had me do a dozen power offs at 3000 ft above a airport (uncontrolled) and would shorten the field by saying a certain taxiway was the end of the runway. I was confused when it never came up during my checkride. I got a engine out while making my crosswind turn in the checkride which was easy after practicing from 3000. I asked my instructor why we practiced it so much. He said it wasn't for the checkride. It was to make me get the emergency engine out procedure burned into my brain. I am so glad he did. I haven't flown in a few weeks but I will do this my next flight. See if it all still clicks
When I was flying back in the 70’s emergency landings was the one thing my bush pilot instructor pushed on me. So I continued to practice this over and over. Good Job on you remaining all pilots things they need to remember 🤗 Frank
Hey thanks for continuing to do these types of educational videos, esp. on basic training aircrafts. Love the fact that you had to turn carb heat on when pulling power and that you made a point to say it. Practicing simulated emergencies is great but it’d be awful if that were to turn into a real emergency. I’ve had to fly both fuel injected and carbureted 172s during my training since I changed schools part way thru so using carb heat is not as ingrained in my muscle memory as it should be. This was an excellent reminder. Muscle memory is quite important during emergencies. As a non-owner pilot, I don’t have the benefit of being intimately familiar with the airframe in the event of an emergency so all the more reason to make a point in practicing simulated emergencies every once in a while. Thanks again for this video, it has made me want to rent out the airplane just to practice maneuvers and emergencies next time I feel like going up. Personally, I also find the “challenge” in it a lot more fun and satisfying compared to point-to-point flying. Blue skies!
About the slip. Before i watch the video, my instructor taught me this. just before i soloed. Crab the fuselage as to make as much drag as possible, all the while watching air speed for stall awareness. This requires extreme concentration to rudder and aileron control. My real life scenario was on my first 100x100x100 nautical mile trip. I was to high approaching Adrian filed in Michigan and it feels like it was yesterday. It was almost full left rudder all the while controlling the yoke and keeping the ball in the center along with focusing on air speed. Worked out to a perfect landing.
That is a vital maneuver. Last time I was checked out on a plane to be able to rent it, the instructor went through it but not all the way. I have never done it all the way to landing and idle. I have also done it with an instructor helping me familiarize with my plane but did not go all the way. Now I have my own plane and need to do it.
Did a lot of my flight training flying in and out of Marco Island, it’s a very special place for me in one of my favorite parts of the world. Great video as always.
2 4 2 Jason. Thank you and Chris for sharing his story. Im a ifr student in your ground school. Can you share in a video about how you started out and was so scared to fly and flew white knuckled? Just to share with people that the more you fly the better you get and more comfortable it is. I hope to be as good as you one day. Love the 31 day videos, great learning. Thank you for helping to make us better pilots!
Thanks for the video and definitely maneuver that I want, no need to practice. Jason, got some exciting news from West Port. Keep the safety education coming.
Most excellent demonstration! An instructor I had who gave me several BFRs always used this technique when making me do a forced landing. Being high on final and slipping to the "spot" is way way better than being low and slow. . Again, kudos on this demo
I like to think about it as coming in steep, using the pitch to hit the aiming point and sliping/flaps to control the speed. I know its basically the opposite of how many teach a normal power on landing where the pitch controls speed and power/drag for aiming/altitude, but I find this gives less precise control over the touchdown point when gliding. (Maybe just 6 of one, or half dozen of the other. Same physics two perspectives.)
A commercial airline flight I was on years ago made a 180 approach to a landing at KBOS. I stopped to congratulate the captain on a good landing. He was very appreciative that it was noted.
Great video. I practice this in my C206, but I don’t want to go completely idle with my IO-520 unless its very warm OAT. I keep about 15” to take care of engine. Every landing is a spot, short field so backcountry strips are easy.
At my last biannual, after doing everything, and I was a little worn out, my CFI said OK head for home. Then after a minute or so, he cut the engine to idle and said, you just lost your engine, what are you going to do? I went through the procedure to where I looked for a place to land and saw we were over a grass strip. He said, all right land there, and I did. A couple of months later, on takeoff from my home airport, my engine started running very rough at about 250 feet agl. I cut the power and as the nose dropped, and I saw the far end of the 5500-foot runway. I successfully landed on the far numbers and went into the grass overrun area with no damage. As soon as I could, I contacted that CFI and thanked him!!
Thanks for sharing this Jason. I'm currently training for my private pilots license and will continue on to get my ifr rating. I'm in Oregon and I flew from Albany to Salem yesterday and had a chance to practice an emergency power off landing. The story with chris is just incredible to listen too and i learned some things from him. Once again thank you so much for the content to help us all be safer pilots.
Thanks Jason ! Great Manuever to work on. Nice slips and great landing ! Stay safe ! Love you man Chris Duvall Type 1 diabetic Pilot/PE teacher Troutdale Oregon
1st video of these I've watched. I am an aviator of 37 plus years and I've owned multiple aircraft including my current steed, a Wittman Tailwind W10-8. Every bird I have owned or flown I have done my own flight testing so to speak. The Tailwind included. A few years back in my Tripacer I cut the power at 9500 if I remember correctly. With droop tips and vortex generators the glide is 5/1 or close to it. Beautiful landing exactly where I wanted , luck or skill is debatable. Imagine the self recriminations if I had not done that from that altitude. My point is that no matter what altitude one is at, if the pilot cooler stops putting out power, know your aircraft AND your skill level. Always look at every flight as a chance to improve BUT REMEMBER to have fun and relax too. Excellent video. Liked and subscribed. Doran Jaffas N625MS Ionia County Airport Michigan
I am getting ready for my biannual and really needed to see this video! Some excellent points here; I will be adding engine out to my practice maneuvers. Phoenix, AZ.
Not the same but many moons back, I had a for real engine out on takeoff practicing for my private at Goodyear-Litchfield In AZ. It's a long strip and with half the runway gone from 500 ft AGL I still had enough runway to get down straight ahead per good practice ending up on pavement. I can't imagine simulating that emergency. On a shorter strip I would have been through the fence but still OK. It may have influenced my technique because I don't depend on the engine to get me to my touch down. I never had another conk-out but I'm always waiting for it.
I'm 2 for 2! Thanks for the great videos. My last lesson was in August, but I currently lack the funds to continue my flight training. I'm doing what I can to stay current through your videos and other resources.
One of my favorite landings was when I was mid right downwind when Tower Chief gave me a clear to expedite landing. Leer Jet on 5 mi. final. The corporate pilot said "Thanks to the RV4" on tower freq. after he taxied off.
One clarifying question... when you reduced the engine power you trimmed for best glide. As you were touching down you mentioned you 'trimmed up for it'. Did you adjust the trim after you set it for best glide? If yes, when in the procedure did you make the subsequent adjustment?
This was one thing my flight instructor had me practice many many times. Even doing practice landing in a farm field (not actually touching down) to about 50 feet and climbing out.
Cats can be skinned in many ways. Your technique, whilst satisfactory in light winds, is not the best technique in strong winds. To be that far out on a final approach can leave you dropping in short!
Very nice! Thanks for doing and showing us what you do so well. I learn something every time I watch one of these excellent vids. Even if it's just to clarify.
All good, when you're at a familiar field in a familiar aircraft. When you're away from all that comfort zone, set up over the approach end of the runway, about 1/4 mile from the touchdown point, and fly a figure 8, with all turns toward the runway. At a certain point, the perspective will start to indicate the need to turn in and fly a stable final approach, with flaps as desired. I had to do this to a touchdown a few decades ago, in a student's "new" aircraft, a Cessna 120 (no flaps). It was my first flight in a C-120, and after doing some TO/L solo to meet insurance requirements, he and I were doing maneuvers, which I arranged to be done over an abandoned but maintained grass airstrip, which I had never landed at. The engine gave up, he asked me to take the controls, and after we landed, a local farmer drove over to take us to the diner in town (he had seen us land, and knew that meant trouble), where we had a drink, discussed the flight, and called for a ride back home.
I used to teach China Southern Airline students out of Jandakot in Western Australia, Used to take them on cross country navigation flights to Cunderdin airport - an ex WW2 bomber field, so the runways are long. We used to have a break and stretch our legs, then continue. I use pull an EFATO on every student there and make the them land back on the runway - every student kept looking at me like when is he going to apply the power, this is a practice right, and I never did. Made them glide to a landing. Engine Failure to landing should be experienced by every student - as is done in auto rotations in helicopters.
Good thing to advocate for "real" practice. When I was soloed, I spent most of my 40 hours on "emergencies" as well as pattern, pattern, pattern. Took more fuel, but safe, controlled landings matter most.
Excellent video, Jason. I am a DPE and I completely agree and stress to all the flight instructors I work with that the engine failure encompasses so many aspects of flying that it is almost the make or break maneuver. It has real world value. If the engine ever quits, and they do, you have one shot at doing it successfully and having a good outcome. I hope to have a year with zero checkride failures, but on the occasion when someone needs more practice at a maneuver, it is almost invariably this or the short field landing, and then often failing to go around because the applicant was not touching down in the designated target and landed anyway. The only thing I might suggest for those students watching this video is to remember that Jason is clearly skilled and can probably hit his intended point close to 100% of the time. When he mentions aiming for the numbers, I don't teach that personally. In a normal landing, yes, generally speaking if we touch down softly, on speed, in the first third of the runway tracking down the middle third, that is clearly successful. However, when the engine fails, we don't have power to use if we happen to screw up the approach a bit and end up slightly low. I teach students to aim for the end of the first third initially as a target and plan on using the middle of whatever landing area they have to work with. On base, when they confirm that I am indeed high for the first third, they can always add drag (slip, flaps, S turn) and shift the aim point in the direction of the numbers and all will be good. But if they have extended too far downwind and suddenly realize the wind is stronger than they thought, or they misjudged or just out of habit aimed at the numbers but were a bit short, now there's no way to make it. If you error, would you rather be long and hit the departure end fence with the brakes on and the airplane at least slowed down or would you rather fly into the approach end fence at flying speed? You can always throw out more drag and slow down/get down, but you can't magically do better than best glide. Error on the side of a bit high, as Jason points out, fly it in a relaxed manner like he does so you can avoid stress (which is never helpful) and you'll be a hero! And if anything, even a bit higher than he did in the video. You can always come down. Nice video Jason. Thanks!
Great explanation, thanks!
My DPE had me do a full simulated engine failure to landing during my SEL private checkride. Even had enough altitude to do a forward slip and sit the plane right on the numbers. I will never forget how impressed he was.
Jason, I always need to learn more about what the basic points are to landing in different types of landings. I haven't used the slip in a long time. I also have never done a power off landing from 2500 AGL. I'm almost 81 years old, flying for only the past 6 years in my Sonex. Hope to keep her going for a while yet. Thanks Jason for all your help!
Jason, another great video, but I have to question something about your hand positioning on short final. You have your left hand resting on the center of the control wheel, and your right hand resting on top of your left hand. "IF" for some reason you had to add power immediately to initiate a go-around, you are going to cross up your hands. No matter how many hours you have logged, bad habits are bad habits. Just my opinion. Looking forward to your next video. Thanks again.
First thing I noticed also. Not a good habit, and certainly not a good example for an experienced instructor to tacitly endorse through a video. Being confident and calm is great, unfortunately the third "c" that doesn't belong in aviation is cockiness, and your hand positioning hints at that behavior.
@@rossvelardi6822, absolutely.
At 41 I'm about to learn how to fly and get my pilots license on a Cessna 172. I've really loved and enjoyed watching your videos and instructions. Thank you for sharing all your knowledge. It is greatly appreciated.
I’m 2 for 2! I just got my private last Summer and it has been a blast flying around Colorado (based in KAPA). Love these safer pilot challenge videos. They are so helpful. I’m planning to go fly tomorrow and might go out to a uncontrolled field to practice this!
Boulder... is definitely a tricky one.... which airfield did you end up trying this?
Congrats, Brandon! Thanks for joining us! Glad you are enjoying the series!
@@jamesallen9032 I ended up going out to Akron, CO. Nice 7,000’ runway there
242 hi Jason. I am a private pilot Who is presently teaching a friend and she is presently working through your gracious free offer for the two week enrolment. With your help she is grasping the fundamentals of flight, and her goal is to maneuver and control the aircraft to a safe landing should I be not capable of performing. I began flying with you 12 years ago when I was a student and now I am able to share the joy of flight with others who are interested and you sir are certainly a big part of that. Forced landings is just simply an invaluable tool.
Thank you many times for sharing your passion from the early years to present.
How awesome Bryan, what a cool story! Appreciate your kind words!
2 for 2! My instructor has been very impress with my progress thanks to you! He says I’m ready to Solo!!!!
You make this look easy. Clearly confirms that at least occasional practice is highly recommended. Have a fantastic day.
Btw you’ve gotten less annoying, props to you for that. Like the new attitude. To make it back, steep turn. I’ve made the impossible turn myself. It is not advised but I had a frozen lake ahead which would have meant death. I’d take a spin over a freezing drowning any day. Only way I made it was I went knife edge. Thank god for aerobatics training! Saved my life.
I like to keep a little altitude in the bank if there's water before the runway, one thing I learned from gliding water = sink, maybe Gulf of Mexico is warm so no sink but it's worth thinking about. The pond before our runway usually steals about 30 feet of altitude or 3 knots of airspeed.
Thanks for sharing!
Gliding at lets say 5ft above Water will cause you to sink faster than if no water?
@@sweetconman yes water has sinking air over it when land is nearby on a sunny day. It happens at night as well, but mostly only around densely populated areas. Active cities at night can make this nearly the same effect as day time.
I noticed this flying into Annapolis MD over the water
Wow, what an upbeat, positive, happy presentation!!
Jason still in ground school , went and took a discovery flight in Rutherfordton NC based out SPA SC thanks for the tip on Emergency landing !
Thanks for an excellent video, Jason! I’m two for two. I was 31 for 31 on last year’s SPC. Yesterday’s video was amazing, really motivated me as a CFI to make my students the safest pilots they can be. Thanks as always for the amazing content!
Thanks for joining us! Glad you are enjoying the series and are passing knowledge along to your learners, Michael!
Im loving these post's, I had watched the slipping first. I've not flown since October due to relocation (its given me a sad face!) i hope to be back up soon weather depending here in the UK.
You earned my subscription
2 4 2!!!! Did all 31 last year, and for 2020 (after the fact). Working on IFR now. More than halfway there. Love the MZero videos, they are very insightful. Also should note, I am a safety professional by trade. I read a ton of mishap reports. Chris' story is great, and unique in that it is a case of a GA pilot who really did everything right. The best way to ensure we do not become a statistic is to learn from the mistakes of others. I encourage everyone to read NTSB reports. Learn from them.
Thanks for joining us! Glad you are enjoying the series, David!
Thank you Jason … always learning
Dude Jason your confidence while flying gives me something to look forward to. I’m 20 hours in and still nervous when I fly. I know that’s a good thing but watching you gives me confidence 👍🏼 I’m going to head over and become a member right now. Thanks for awesome content.
My CFI and I did this same maneuver at 6500 feet above the field. Lots of fun. Very simple concept and life saving.
To really teach this my instructor actually froze the prop taking me down to 250' from 2000' above a public beach (nobody there due to the cold temps) and asked me if I could set this C150 down safely. I responded "I sure can". He said OK and gave me permission to restart the engine right at 250'. Luckily it fired right up and off we went to land at LGB's 25 left. Many years later I rented a plane in Memphis and the Flight School's CFI did the same but unbeknownst to him I eased the elevator back just enough to stop the prop. He didn't like that and suggested I restart. I said "Why" and landed dead stick and with enough taxi speed to make it to its parking spot. What a great feeling. I' m 75 now and grounded due to medical issues but I remember these moments like it was yesterday. I saw a license plate frame recently that read "Never feel sorry for a Pilot". I agree.
You talked about two things that I think really benefit new pilots ... trim and slip... with both you can put it on the numbers every time.
I’ve been watching all your videos and today I just flew to Marco Island bc of you and I loved the views!
Just finished the book “stick and rudder” this morning I highly recommend especially for tail wheel pilots
Glad you enjoyed the book!!
@@MzeroAFlightTraining thank you also any update on aviation mastery?
In my PPL training my instructor had me do a dozen power offs at 3000 ft above a airport (uncontrolled) and would shorten the field by saying a certain taxiway was the end of the runway. I was confused when it never came up during my checkride. I got a engine out while making my crosswind turn in the checkride which was easy after practicing from 3000. I asked my instructor why we practiced it so much. He said it wasn't for the checkride. It was to make me get the emergency engine out procedure burned into my brain. I am so glad he did. I haven't flown in a few weeks but I will do this my next flight. See if it all still clicks
When I was flying back in the 70’s emergency landings was the one thing my bush pilot instructor pushed on me. So I continued to practice this over and over. Good Job on you remaining all pilots things they need to remember 🤗
Frank
Hey thanks for continuing to do these types of educational videos, esp. on basic training aircrafts. Love the fact that you had to turn carb heat on when pulling power and that you made a point to say it. Practicing simulated emergencies is great but it’d be awful if that were to turn into a real emergency. I’ve had to fly both fuel injected and carbureted 172s during my training since I changed schools part way thru so using carb heat is not as ingrained in my muscle memory as it should be. This was an excellent reminder.
Muscle memory is quite important during emergencies. As a non-owner pilot, I don’t have the benefit of being intimately familiar with the airframe in the event of an emergency so all the more reason to make a point in practicing simulated emergencies every once in a while. Thanks again for this video, it has made me want to rent out the airplane just to practice maneuvers and emergencies next time I feel like going up. Personally, I also find the “challenge” in it a lot more fun and satisfying compared to point-to-point flying. Blue skies!
The calm and cool in your instruction was great.
2/2, so glad you are doing this again for 2022!
Glad you are enjoying it! Thanks for watching!
About the slip. Before i watch the video, my instructor taught me this. just before i soloed. Crab the fuselage as to make as much drag as possible, all the while watching air speed for stall awareness. This requires extreme concentration to rudder and aileron control. My real life scenario was on my first 100x100x100 nautical mile trip. I was to high approaching Adrian filed in Michigan and it feels like it was yesterday. It was almost full left rudder all the while controlling the yoke and keeping the ball in the center along with focusing on air speed. Worked out to a perfect landing.
That is a vital maneuver. Last time I was checked out on a plane to be able to rent it, the instructor went through it but not all the way. I have never done it all the way to landing and idle. I have also done it with an instructor helping me familiarize with my plane but did not go all the way. Now I have my own plane and need to do it.
Definitely a good maneuver to try out! Thanks for watching!
I need to go out and practice these once I have built out more time. Happy flying!
Did a lot of my flight training flying in and out of Marco Island, it’s a very special place for me in one of my favorite parts of the world. Great video as always.
Very nice lifesaving tutorial. Thank you!
2 4 2 Jason. Thank you and Chris for sharing his story. Im a ifr student in your ground school. Can you share in a video about how you started out and was so scared to fly and flew white knuckled? Just to share with people that the more you fly the better you get and more comfortable it is. I hope to be as good as you one day. Love the 31 day videos, great learning. Thank you for helping to make us better pilots!
Thanks for joining us and thanks for the suggestions/feedback! Glad you are enjoying the series!
Thanks for the video and definitely maneuver that I want, no need to practice. Jason, got some exciting news from West Port. Keep the safety education coming.
Have fun and thanks for watching!
Howdy Mzero Nation! 2/2 :) Great videos as always Jason! Looking forward to pratice those maneuvers!
Glad you like them! Let us know how they go!
2/2 thanks for sharing such helpful content
Absolutely! Thank you very much for watching!
Most excellent demonstration! An instructor I had who gave me several BFRs always used this technique when making me do a forced landing. Being high on final and slipping to the "spot" is way way better than being low and slow. . Again, kudos on this demo
I like to think about it as coming in steep, using the pitch to hit the aiming point and sliping/flaps to control the speed. I know its basically the opposite of how many teach a normal power on landing where the pitch controls speed and power/drag for aiming/altitude, but I find this gives less precise control over the touchdown point when gliding. (Maybe just 6 of one, or half dozen of the other. Same physics two perspectives.)
A commercial airline flight I was on years ago made a 180 approach to a landing at KBOS. I stopped to congratulate the captain on a good landing. He was very appreciative that it was noted.
Great video. I practice this in my C206, but I don’t want to go completely idle with my IO-520 unless its very warm OAT. I keep about 15” to take care of engine. Every landing is a spot, short field so backcountry strips are easy.
At my last biannual, after doing everything, and I was a little worn out, my CFI said OK head for home. Then after a minute or so, he cut the engine to idle and said, you just lost your engine, what are you going to do? I went through the procedure to where I looked for a place to land and saw we were over a grass strip. He said, all right land there, and I did. A couple of months later, on takeoff from my home airport, my engine started running very rough at about 250 feet agl. I cut the power and as the nose dropped, and I saw the far end of the 5500-foot runway. I successfully landed on the far numbers and went into the grass overrun area with no damage. As soon as I could, I contacted that CFI and thanked him!!
What a great video. I’m a pilot student in Spain. You gained a new subscriber! 👍
Already loving this series. Thanks Jason.
You got it!
Thanks for sharing this Jason. I'm currently training for my private pilots license and will continue on to get my ifr rating. I'm in Oregon and I flew from Albany to Salem yesterday and had a chance to practice an emergency power off landing. The story with chris is just incredible to listen too and i learned some things from him. Once again thank you so much for the content to help us all be safer pilots.
Insco here 2 for 2 looking forward to the next one
Thanks for sharing and thanks for watching! Best of luck in your training, Trevor!
Thank you, excellent topic & instruction !!!
I love your perspective. I am glad you are back. Thank you
You are so welcome!
Thanks Jason ! Great Manuever to work on. Nice slips and great landing ! Stay safe !
Love you man
Chris Duvall
Type 1 diabetic Pilot/PE teacher
Troutdale Oregon
1 for 2, i didn't know this was happening! life's been hectic but starting today and will go watch the first right now! :)
Appreciate you watching!
1st video of these I've watched. I am an aviator of 37 plus years and I've owned multiple aircraft including my current steed, a Wittman Tailwind W10-8. Every bird I have owned or flown I have done my own flight testing so to speak. The Tailwind included. A few years back in my Tripacer I cut the power at 9500 if I remember correctly. With droop tips and vortex generators the glide is 5/1 or close to it. Beautiful landing exactly where I wanted , luck or skill is debatable. Imagine the self recriminations if I had not done that from that altitude. My point is that no matter what altitude one is at, if the pilot cooler stops putting out power, know your aircraft AND your skill level. Always look at every flight as a chance to improve BUT REMEMBER to have fun and relax too.
Excellent video. Liked and subscribed.
Doran Jaffas
N625MS
Ionia County Airport
Michigan
Thank you Jason! Learning so much from you.
I am getting ready for my biannual and really needed to see this video! Some excellent points here; I will be adding engine out to my practice maneuvers.
Phoenix, AZ.
Your videos are awesome and you’re smooth on the controls!
2 for 2. Shooting for 31. Thanks for all you do. You definitely played a big part in achieving my private pilot certification this past summer.
Awesome, congrats! Glad we could help! Thanks for joining us and glad you are enjoying the series, Jeffrey!
2 for 2...keep em coming. Excellent program, passed pp 2years ago with your help. Thx
Thanks for joining us! Glad you are enjoying the series, Kim!
2 for 2 Jason headed for #3 Thank you for all you do
Thanks for joining us! Glad you are enjoying the series, Ron!
Thanks Jason. Your course helped me with my sport pilot test a few years ago. I really enjoy your instruction. 1 of 2
Not the same but many moons back, I had a for real engine out on takeoff practicing for my private at Goodyear-Litchfield In AZ. It's a long strip and with half the runway gone from 500 ft AGL I still had enough runway to get down straight ahead per good practice ending up on pavement. I can't imagine simulating that emergency. On a shorter strip I would have been through the fence but still OK. It may have influenced my technique because I don't depend on the engine to get me to my touch down. I never had another conk-out but I'm always waiting for it.
I'm 2 for 2! Thanks for the great videos. My last lesson was in August, but I currently lack the funds to continue my flight training. I'm doing what I can to stay current through your videos and other resources.
That's a good plan, Chad! Thanks for watching!
2 for 2. Thanks for the series.
Just found your channel and subscribed. Excellent instructional video
Two for two. My instructor had me do engine failure landings to the ground about four times. Including two of them were soft field landings.
Definitely great practice!
2/2. Thanks 🎉
Awesome information! Thank you. 😃👍🏻
Hey Jason, I’m 2 for 2! Got my ticket last week. Life is good!!!
Congrats, Michael! Thanks for joining us! Glad you are enjoying the series!
I really love this series already , I’m watching every video !
Yay! Thank you!
Thank you so much for this!
One of my favorite landings was when I was mid right downwind when Tower Chief gave me a clear to expedite landing. Leer Jet on 5 mi. final. The corporate pilot said "Thanks to the RV4" on tower freq. after he taxied off.
2 for 2 Jason look forward to the next one! Thanks for creating these educational masterpieces,
Our pleasure! More to come!
Thank you Jason,
Great explanation, I am checking all your videos, I am getting ready for my cpl flight test !!!
Thank you for your amazing videos!!
Looking forward to see much more!!
Great content!!
All the best for 2022😉👍🏼
One clarifying question... when you reduced the engine power you trimmed for best glide. As you were touching down you mentioned you 'trimmed up for it'. Did you adjust the trim after you set it for best glide? If yes, when in the procedure did you make the subsequent adjustment?
This was one thing my flight instructor had me practice many many times. Even doing practice landing in a farm field (not actually touching down) to about 50 feet and climbing out.
Cats can be skinned in many ways. Your technique, whilst satisfactory in light winds, is not the best technique in strong winds. To be that far out on a final approach can leave you dropping in short!
2/2
Thank you for these videos!
Thank you for watching!
Great job Jason!!!
Looking forward for more videos!
Very nice! Thanks for doing and showing us what you do so well. I learn something every time I watch one of these excellent vids. Even if it's just to clarify.
Awesome video Jason! Thanks!
No problem, thanks for watching!
2/2. Thanks Jason!!
Thanks for joining us! Glad you are enjoying the series, Cheyne!
My instructor had me practice this several times, also with no flaps. Really good thing to practice.
Hey Jason. I'm 2 for 2. Thanks for all you do. Happy New Year!
Happy new year! Thank you!
Thanks Jason. Another great video and reminder to practice this.
Hey Jason, I am 2 for 2! 😊
Thanks for joining us!
Great stuff. 2/2 so far! Maneuvers like this are another reason to get that Commercial ticket!
Thanks for joining us! Glad you are enjoying the series! Good luck, Mark!
Great info! Thanks for the demo!
2-4-2 Jason Thank you
Outstanding series, two for two, headed for 31 for 31!
Thanks for joining us! Glad you are enjoying the series! We will see you all the way through!
Excellent lesson and exercises. I agree 💯. Thank you 🙏.
(I found learning to fly a glider helped massively.)
Glad it helped! Thank you for watching!!
Good stuff
Thank you Jason
Two for two - this was a really good one. Thanks!
Glad you are enjoying the series! Thanks for watching!
All good, when you're at a familiar field in a familiar aircraft. When you're away from all that comfort zone, set up over the approach end of the runway, about 1/4 mile from the touchdown point, and fly a figure 8, with all turns toward the runway. At a certain point, the perspective will start to indicate the need to turn in and fly a stable final approach, with flaps as desired. I had to do this to a touchdown a few decades ago, in a student's "new" aircraft, a Cessna 120 (no flaps). It was my first flight in a C-120, and after doing some TO/L solo to meet insurance requirements, he and I were doing maneuvers, which I arranged to be done over an abandoned but maintained grass airstrip, which I had never landed at. The engine gave up, he asked me to take the controls, and after we landed, a local farmer drove over to take us to the diner in town (he had seen us land, and knew that meant trouble), where we had a drink, discussed the flight, and called for a ride back home.
Thank you, Jason. 2/2
Thanks for joining us! Glad you are enjoying the series, Bob!
Amazing… greetings from Brazil 2 for 2
I used to teach China Southern Airline students out of Jandakot in Western Australia, Used to take them on cross country navigation flights to Cunderdin airport - an ex WW2 bomber field, so the runways are long. We used to have a break and stretch our legs, then continue. I use pull an EFATO on every student there and make the them land back on the runway - every student kept looking at me like when is he going to apply the power, this is a practice right, and I never did. Made them glide to a landing. Engine Failure to landing should be experienced by every student - as is done in auto rotations in helicopters.
2 for 2! Great video and definitely something I'll be practicing when I start my pilot training this spring!
Thanks for joining us! Glad you are enjoying the series! Best of luck, Michael!
Good thing to advocate for "real" practice. When I was soloed, I spent most of my 40 hours on "emergencies" as well as pattern, pattern, pattern. Took more fuel, but safe, controlled landings matter most.
thank you! 2 of 2
2/2 Great content as always. Thanks Jason!
Thank you!
2/2 Jason, always enjoy the videos and information. God Bless!
Thanks for joining us! Glad you are enjoying the series!
2 for 2. Thank you for these techniques. Good reminder today. Will practice this in our Velocity.
Thanks for joining us! Glad you are enjoying the series, Brett!
happy new year and thanks
I'm a new pilot and there videos are extremely helpful, Jason Thank you!