Відео

About 3/4 mile south and I would be much richer

Wow, very informative

What is the purpose of a circling approach? Is it used if only one runway heading has ILS? What other situation would it make sense for an airport to have a circling approach? Is it just a way to land and not something on an approach plate? Non pilot trying to understand?

I’ve done some circling app to opposit QFU, in CAVOK, and the big challenge for an airliner is to keep runway in sight while banking and to manage strong tail wind in downwind, staying within OCH area in high terrain layout 😊. PS : considere to cancel the circling if some failure are modifying your speed profile etc …

The parachute? Sirius are deadly.

It's called impossible for a reason.

Max, Thank you. Excellent and thorough review.. Fly Safely - Train Often .. DR

I'm not ever leaving my A-P-A-R-T-M-E-N-T!

To fly a flight ✈️ envelope in such weather conditions heightened situational awareness is essential. Complacency contributed to this deadly outcome.

I would suggest showing all your videos and animations on your youtube page instead of Patreon (because other youtubers like VasAviation show them on theirs for free, including the OSH video you only let Patreon supporters watch). That way you get more subscribers and can make money from UA-cam more easily instead of Patreon.

Would be really helpful for our comprehension if you provide some basic diagrams/graphics of the airport layout, ax site, etc. Thanks

Cirrus G3 Avidyne and 430. Great points about choosing RNAV over ILS as less button pushing. Had loaded ILS but not put it in active position once cleared and had reload when did not track. Thankfully it was indicating and tracking the LPV and I was in IMC so I continued until visual well above minimums. I had briefed both the night before and had both in ForeFlight plates. It was good practice as I fly IFR every flight and request approaches even in VMC. I am using the audible checklist from ForeFlight which allows you to focus on scan rather than hunting for next checklist item.

Hi Max, another great in-depth analysis. I’m a SR22T driver, and have a question on one statement you made. You said, “under speed protection will not work with the auto-pilot off.” My understanding is under speed is part of ESP, and ESP is always active, (unless you press and hold the AP disconnect button, or deliberately turn off ESP in the Perspective menus. That said, I wonder if ESP turns on/off below 200 agl?

I found it interesting where you mentioned that if an approach plate notes says "AP coupled approaches are NA" that means no AP at all.

This channel is going nowhere fast!

Technology is a double edged sword….

Great content! Having spent some decades in 121, I couldn’t come up with a good reason for 135 crews always gravitating to an RNAV approach other than “it’s the way we were trained”. Your explanation of that logic switched the bulb on. THANKS

SR22’s are FIXED GEAR they are NOT retractable….

Hey you have accidentally uploaded this twice i believe, the same with last episode

I thought it was against regulations to depart for a destination below mins?

I will suggest '#11' to you list of 10 impossible turn facts. Depending on your airplane's climb performance, power-off efficiency, and the runway length you depart from, even if you have attained an altitude to safely turn around once the engine quits, you may have already flown too far away from the runway to get back to it. In that case, there would be no point in trying. This problem would be magnified for a given airport as density altitude increases. I did some calculations years ago for my plane. If I could theoretically turn around safely at a given altitude with a given takeoff runway length at sea level, I estimated I would need to begin with a runway length twice as long on a day with a DA of 5000' just to have a chance of returning. Even if my calculations were reasonably accurate, they would still be based on flying the maneuver like a cold and calculating computer, no fear factor to louse things up. To this day, I vote for landing as straight ahead as possible...especially if you accept the fact that you can't make it back to some runways in any situation.

Experience in Cirrus aircraft is one thing. Experience with all of the circumstances presented is another.

Great reviews/training! More time than not I just land Bangor and drive to Bar Harbor...At least if the ceilings are low the margins are better. On this day I would go to lunch and postpone.

Thanks for the great content. The RNAV approach was the better option. In addition to being able to use the AP for the full approach - the missed approach is much easier to fly - coupled, straight ahead to a fix instead of hand flying initially and having multiple turns to a VOR.

If you could provide some minimal video with your presentation it certainly would be a step To bring many more viewers to your channel . I hope you can do this and start with photos of The subject matter . Make it as interesting as possible . Thanks Captain .

Thanks for your thoughtful and careful instruction and coverage of the news.

I wouldn't turn back to the runway with a radio control model airplane.

The place I now live at is Greenville S.C.And the downtown airport is over run with apartments all around the perimeter of the airport.If the engine quits,your shit out of luck.I drove around the place and there's no where to go.

The old saying is runway behind you and sky above you is useless.If he took off in the opposite direction he would have ended up on eather saint John land Rd. or Veterans Hwy.

Beyond the end of runway 24 is the town of Holbrook.

Great advice … and why I routinely ask for Full length T/O’s no matter the length…

NEVER TURN AROUND AND HE HAD ENOUGH RUN WAY CANCEL THE TAKE OFF YES HE SHOULD HAVE PICKED OUT SOMETHING IN FRONT OF HIM AND FLEW THE PLANE STRAIGHT BUT HE MESSED UP WITH ALL THAT RUNWAY AND NOT CSNCEL THE TAKE OFF MAKES ME SICK THEY WERE NOT PILOTS BY NO MEANS

From the witneses statement, sounds like aborting the T/O would also have been an option. It will be interesting to see what caused the engine failure.

I put money on it that the pilot did not test drain his tanks for water during his pre-flight inspection!

Absolutely a beautiful airframe. My fav affordable single.😊

I wonder how much time the pilot had in the A36. Based on witnesses hearing popping and sputtering I am thinking the pilot may have taken off with fuel pump on high boost, basically flooding the engine. Unlike other aircraft, the fuel pump is off for takeoff in the A36.

150 agl Turnback ? How stupid you can be. You need at least 500 agl to turnback with partial power or 1k agl with no power on a Bonanza. Source: I learned those turnbacks 2 kinds and more 2 decades ago. They taught them on Cherokees. to about 20 students BEFORE SOLO. No accidents.

As am A&P mechanic. I listened to the first 30 seconds 😂and now I'm going to stick it out with what I think happened. The Aircraft is tied down outside. The gas tanks are not full. It sat in the sun and cold. About an inch of water condensed over time. The pilot when he preflight the Aircraft was just going thru the motions and did not "check the color or the 100 low lead when he sumped his tanks He had enough avgas in his fuel systum and line to Start up , mag check taxi take off and between 150 feet and 200 feet above ground the water enters the engine. sputters and dies. Then Ace here tries to make a 180 back to the runway instead of admitting you are an idiot. Because to NEVER TURN ON TAKE OFF. bite the bullet, be a man. Pick your landing site straight as possible

Airports should have golf courses and or fields at the ends of runways to give pilots the option to land straight ahead under 500. Granted not all can but building new houses and commercial facilities at the end of runways is reckless.

I am based at isp, the most common used rwy 24 intersection deptrs are @ 33L and not even @B. IMO, if he had used the full length, and eyewitness reports of ~ 100 ft are correct, there was plenty of rwy to put it back down on 24, though running off the end of that rwy would put you through the approach light poles without a turn, then through the fence and a 4 lane heavily used road. I seriously doubt they would have made it that far. Personally,I never use any intersections there. There are no hangers next to the either approach end of 6 where they went in , left wing first , as you stated, and they did cartwheel a couple of times before crashing upright. Pilot was in the cabin and passenger thrown outside on the right wing. There is the Connectiquot Forrest straight ahead off rwy 6, had they aimed for that across the nearby busy road intersection, just over the fence, assuming they had the altitude for a much better outcome. I saw the scars on the ground when I flew out yesterday. I agree, just go straight ahead and fly level into the crash. Nice report. May they R.I.P.

You sound a lot like Islandsimpilot when he gives me dlss settings, lol..

Under the heading “Always do a pre-takeoff briefing,” it’s probably good to do that aloud even if you’re alone! As you said, speaking the words aloud greatly increases the likelihood of doing the brief if the need suddenly arises. I knew a mechanic who would perform the likely repair several times in his mind as he drove his tool-laden truck to the job site. His track record was far better than that of his peers. He explained that to me when I asked him one time how he got major repairs done so quickly. So, always do a pre-takeoff briefing! Good advice. Thanks, Russ - wherever you are!

The three most important things against the impossible turn to me are; 1. It’s *not* a 180 degree turn, not even close. 2. You will be landing with a tailwind. 3. You will need to actually turn the aircraft, which will affect your stall speed negatively.

This is almost becoming a bad joke. I mean, at this point every pilot who flies has to know the terminology "impossible return" or "turn" How, in 2024 at your home base do you not have an alternate field or glide to safely, engine dies scenario in your back pocket? How!! This isnt just tragic? It's useless!!!! I Feel sorry for the families and flumexed by the pilot!!

Turbines are much more reliable than piston engines, but understand few can afford.

Thank you for your videos 😊

My CFI's rule from 60 years ago was- Below 500 ft, land (or crash) within 45 degrees of present heading. And, I don't think I've EVER opted for an intersection takeoff. The passenger's problem is- often they have no real idea of the pilots skills and abilities, nor of how seriously he takes flight safety. =PC=

Surveillance Video confirms the landing gear was down and several post fire photos confirm the gear was down. Drag= mistake

Just last October NFL great Russ Francis, and aviation safety expert Richard McSpadden died in an impossible turn scenario in Lake Placid. Both men being long time competent and experienced pilots. I’m not sure who was the PIC, but it was Russ’s plane. And I also don’t know what the circumstances were for straight ahead landing. Not trying to blame either guy. Just really bad luck.

Having a sequence of bail-out fields is a standard part of our glider field operations. You verbalize them as each is the primary until high enough to return to the aerodrome.