Відео

Well done!

When I got my commercial - full deadstick "spiraling down" got very good at this - in a Citrabria - very tight and slow - just on the edge of a spin...NO power allowed. Could save your life getting through a "hole in the clouds" while VFR, or lining up for the tight meadow landing after an engine failure.

Looks great! Reminds me to practice this!

I bet the FAA will give you a call soon.

Looks like a great flying day. Thanks for sharing.

Beautiful crosswind landing. Love all the aggressive left aileron, necessary to keep that side from lifting.

ua-cam.com/video/E-u-MCDi7Gk/v-deo.htmlsi=2HJOUY9zJtEVJLA1

Amazing capture ! Do you mind if I use this in one of my videos ? Of course , link to this video will be provided to you in the description.

Excellent video, Bro! Can i use it as part of my video for my channel? You will be credited in the video. and you get a backlink to your original video in my description.thanks

Great landing, well done! Would you be okay with me featuring it in my series Weekly Dose of Aviation? Of course you will be credited both in the video and in the description. Thanks!

Im glad you keep at it with the pov videos. Not only its a great view but its a good way to stay current. Altough its a bit tough to read modern avionics.

Damn fine!

How come hes sitting on the right?

Awesome job. BTW, what airplane are you flying?

Woah, this is so cool! Thanks for sharing Isaiah, you're the best!! 😎🔥

The only thing she could reach with her foot was the mixture, prop, and throttle lmao. God bless you man. Had to be the best feeling in the world!

One thing I've learned by reading through comments on these types of videos....is to turn the comment section off lol. I swear, certain pilots must be the most judgemental and JEALOUS "know it alls" in the world. We all know what you're saying when you say 33kt cross wind. It really isn't that deep, and certainly not worth rushing to the comments to tell you exactly what the weather was that you experienced at that exact time in your life. Anyway, when my time comes, I either won't post or I'll turn the comments off lol. Hell of a job landing that plane in those conditions.

Lot of planes there for such a tiny airport.

Sad that most pilots don’t bother studying the DP, SIDs VFR and low IFR charts, and navaids of an airport prior to calling for clearance, or listening to other clearances on LiveATC if available, or at the airport, to become familiar with the most common terms and locations needed to do a good CRAFT and readback. Too many other people are just lazy and inconsiderate, instead of approaching it responsibly and professionally as you do.

Butter

Definitely a good practice video for learners

Damn 172 with gpws

This can be practiced at altitude by referencing the altimeter and performing a simulated take off. Under real emergencies, I've seen this turn completed by even a Moonie with a total of 21 seconds from wheels up to engine failure. Math would indicate he had not more than 250' AGL. Not only did he manage the turn, he made a second descending turn to get it on the runway.

This is real.

Good landing

That one person who recreates this in flight sim

are you multi-engine rated in any way btw?

well done!!!!!!!!!!!!!!!!!!!!!!!!!!!!

An impossible turn is a turn you cannnot complete where you want it. Like if EFATO and you are too low to complete the glide to it.. or too tight to do even with power on anywhere. On EFATO no power- Most airplanes can do do a full turnback from 400 agl on most LSA's. From 600 agl to 1, 000 agl on most non short wing airplanes. Short wing planes better dont turnback if no power. They stall almost at Vglide you need on a 45 bank. Dont turback on a short wing without power. Others go to Vglide at 45 bank, flaps and cut mixture if floating. Cut flaps on flare if needed to cut floating. Do it on sim first.

You have quick reflexes and bravery . Like all pilots should have. But only a few due mild training in USA.

That CFI had you doing hood work at 20 hours? Why? You need to be doig solo by that, NOT IFR TRAINING. When CFI, if windy we did GRM. I didnt believe in teaching Mild Winds GRM. That is BS mild maneuvering training.

Dont try to stop the prop on a non LSA. You will stall at the stop prop speed AFTER ANY SLIGHT TURN NEEDED. Thousands have died with that stupid advise. Only LSA's can glide at under prop stop speed, which is around 60knots for most props.. Try a prop stop 30 degree bank at 60 knot with prop stop on your plane and see. Only LSA's or some cessnas can safely turn 30 bank at 60 knots..

Poor airmanship. Go to an alternate airport. Crosswind component for c172 is 17kts. This landing is twice that. If the R seat is an instructor, then let us know who that is so we can all avoid this CFI and any of this persons students.

thought crosswind component is 33kt lol

hands on throttle during landing!

First viewer! Nice job. I would probably have a consistent slope even if it means landing a little farther down the runway. This will set you up for when there are obstacles and avoid having to fly it level. Nice job and a smooth landing. Keep up the good work!

good job👍

Absolutely love this video, I'm curious what is the camera used here?

What a treasure!!! My son, Tim, is at the 15 second mark! This video gives me such joy and happiness. I can’t begin to tell you how amazing of an experience this was for him and for all of his fellow cadets. Thank you so much for posting this and thank you for not only giving my son a memories to last a lifetime, but also for being a very special part of his aviation journey.

I like this simple, pilot view, style.

I must be missing something I've been flying since 2008. The impossible turn to my understanding is at 500 AGL, right? Unless i'm mistaking you're at a thousand feet. I have practiced this maneuver in a 172 at 500ft.. its not impossible.. But depending on wind conditions , your skills and the weight of the aircraft , it does become impossible to make a 180 back to the runway between 300 and 400ft AGL.. Anything below 200ft with 5000 foot of runway or more there's a good chance you can get back down to the runway straight ahead. But anything between 300ft and 400ft AGL You're probably going to have to land straight ahead maybe left or right just a little. And at 500 feet I disagree. You can't just let the nose fall. You do have to pull through the turn and do your best to maintain 60knts or best glide speed and no less and do not accelerate a stall in the process. That's probably the most dangerous part. Sometimes on heavy windy days with a headwind. I will throw in 10° of flaps through the turn due to the air speed loss doing a 180 so quickly. Then , as soon as practical retract the 10° of flaps and maintain a 60 knot glide speed to reach the runway if needed. Don't get me wrong though, there's nothing safe about this. It's sketchy to say the least. But it's good practice as long as you have a good running engine. But more often than not at 500ft AGL its not an impossible turn. I would say the most critical phase of the climb out from the runway is between 200ft and 500ft AGL.. As a good pilot, you should always be expecting an engine failure. But especially between these altitudes. There is very little time to react and at these altitudes, there is no 3 second count before making a turn. It requires immediate action. In other words, you should be expecting to make the turn or not between these altitudes every time you pass through them. Now , at a thousand feet , yeah there's a three second count for the delay factor of what's going on. But like I said between the altitudes previously stated. You should be expecting an engine failure at any moment and react to it. Never become complacent between 200ft and 500ft AGL. That is my experience. Take it for whatever it's worth i'm not a CFI I'm just a private pilot that loves to fly by the seat of his pants. And all that was done in a C-172 btw..

Proclaims: "we are outta here" while doing pattern work....😅😅 fixed wingers sck

Very nice! Not often see folks on this RW.

Slid in under the twin. Thanks for the ride-along.

I prefer fly with crab near threshold, then bank to wind and rudder align to centerline..

This turn is called the impossible turn for a reason. Many many people have died trying the maneuver you show here. Loss of speed in the turn can cause a stall spin crash. Better to continue straight and find a suitable emergency landing space.

Was that dude working his phone during the procedure? WTF! Fail!

This is very helpful since I'm based at HFD. I'm curious what you would do if it happened at 500' or 300'. Hopefully we can meet some day. Thanks for sharing, Izzy. Great vid!

These demos and tests of what is possible are fine so long your advice to not pull back on the yoke in the turn is adhered to. Yes, bank angle (45 degree or more) is necessary to acquire near targets. Because of dynamic neutral stability, if used in the turn by allowing the nose to go down as it wishes to prevent stall, we can make a 1 g turn at any bank angle. When low, airspeed and not altitude is life. Best glide airspeed is a huge and dangerous distraction here. We want to bank at whatever bank angle necessary to make a survivable landing zone. The airport here can be a huge and dangerous distraction. I burned up 17,000 hours at 200' or lower crop dusting and on pipelines. In only one of my eleven engine failures down low did I turn back to the adjoining crop field and never back to the airport. The law of the roller coaster will get you there given zoom reserve airspeed, cruise if possible, in low ground effect before the failure. My default takeoff was the same level in low ground effect as long as possible as in the crop field spraying. We need the airspeed for maneuvering when the engine quits, regardless of altitude. Altitude is time. Mine were all six second deals from failure to touchdown. Airspeed is maneuverability and life. Good job, but go where you can. It will be obvious when down low and generally in the very near hemisphere in front of the wing.

To fly it by feel can only be done when the wind is calm. If you do it when it is any strong steady winds you have a harder time to judge the closure rate due to low Ground speed.