Engine FAILURE on Takeoff - Flight Training VLOG
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- Опубліковано 14 чер 2018
- I have only had an engine fail once in real life and it was on upwind at about 100 feet AGL. Fortunately, I had enough runway to land straight ahead and it was a 'non event'. However, since then I have insisted that my students practice simulated engine failures on upwind. Oakland international is a great place to get that done and in this video we see how they allow a takeoff on runway 28R with the option on runway 33.
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Wow! I am a CFI student and I absolutely love this video. My airport only have one runway, so I haven't seen any training like this before but man is this some quality emergency scenario training. I hope I can do stuff like this with my future students
Thanks Jacob! It's good to hear you inspired by it
It’s like that airport was designed for this exercise. Thanks for sharing!
I had what I feel was a very good instructor when I was learning to fly, but I have learned so much from watching your video's Jason, thanks for all you do.....
Steve Castro thanks Steve, much appreciated
When I first learnt Recreational Flying (I think you guys call it Sports Pilot) my instructor said add 15 or 20 to your flight plan and practice a few of stalls, EFATO, crosswinds, flapless, off field landings etc. every single flight. The 'bag of tricks' needs to be kept sharp. Best advice I ever got. I now quite enjoy pulling a glide circuit or trying to nail that little paddock / roadway /golf course from 600ft AGL just beyond the airfield. Could save my life one day!
That's a great tool/skill being taught there. In an actual emergency it is simply amazing how fast everything speeds up and it's only worse when you're close to the ground in those situations.
That is a great exercise and one I need to add to my continued proficiency training.
Excellent! Great teaching!
It was very useful for me
THANK YOU
Once again these are The Finer Points. yesterday did I 182T check out. Jason tips you gave me on sight-picture was so helpful in Landing, slow-flight and stalls. The much larger sink-rate than a 172 also got my attention.
TNANK SO MUCH JASON!!!!!
You're very welcome Orlando!
Interesting! We have quite a long runway in my home base (at sea level), so in primary training, we did these just landing on the same runway. A good exercise in quick thinking, that :) The engine failure after takeoff briefing that was drilled in my head was "PUSH, 65, shallow turns, land in the front sector" - in a plane that had 65 as the best glide speed (and 61 as the recommended short field landing speed). With other planes, I just replace the 65 with the speed appropriate for that plane. I love the concrete numbers; one thing less to think about if you have to actually execute the maneuver.
Great exercise. I began flying in 103 ultralights, ALWAYS thinking 'where would I land if the engine failed NOW!' My CFI was adamant, always chopping the throttle. Great vids and content.
Solid training ....! I’m approx 1300 hrs and jus bought a Saratoga. I will def apply this in my next IPC.....yes VFR maneuvers in my IPC ;)
Thank you for your videos these are all great!
Thanks for watching Keith, help me spread the word!
I'm asking my instructor to do this on my Biennial Review to keep me way ahead of my Aircraft because when the day come at a moments notice I'll be ready. Great learning skills
you all probably dont give a shit but does anyone know a trick to get back into an Instagram account..?
I was dumb forgot my account password. I would appreciate any assistance you can offer me!
Yet another example of you having made flight instruction an art form! In all my years (and instructors) I have never counted to 3 and rarely briefed engine failure before take-off. Thanks so much Jason for all you do....GREAT stuff!
Thanks Norm! I should put a Pre Takeoff briefing video in the queue!
The Finer Points ya know, not a bad idea. A huge part of what you do is making us think about things we didn’t previously think about.
Guess what I'm doing on the sim tonight. Oakland here we come :)
Fantastic!
Thanks for another awesome video, we got the perfect setup for this in KFPR and great controllers so I’ll definitely start doing this with my students. I’ll let you know how it goes. I usually practice that on the simulator but nothing beats real life experience.
Luke Grout yeah let me know how it goes!
Great video. I'm finishing up my online ground school, Sporty's, and hopefully starting lessons this month.
Awesome!
How did it go?
What is cool I was able to simulate this lesson in FS2020 Using the exact same runways.
Love it, love it, love it 😀
THANK YOU...!!
For my tailwheel endorsement the final test was to make a wheel landing on KOAK 28R and then make an emergency landing on 33 in a Citabria without flaps. Lots of slipping and aggressive control of airspeed and direction. KOAK 28R is now closed and it costs something like a $100 landing fee there for folks from elsewhere, so local folks wanting to try this out are out of luck. I am not an instructor, but a committed tailwheel guy---my view is that everyone should be required to learn to do maximum slips in emergency landing without flaps---because it is something no one ever taught me (until tailwheel emergencies) and if you lose power you might not have flaps. Also, doing an aggressive slip is a great way to avoid parallel runway traffic issues on that turn to final with another airplane and you look like you might over shoot---knowing how to do an aggressive slip safely could save your life by getting you away from the path of another airplane without risking a spin and targeting a short emergency landing spot. I have no idea why CFIs do not teach this alternative to using flaps to spot land. Seems like a basic safety maneuver everyone should be comfortable with. And, of course, I do not think anyone should get a pilot certificate without demonstrating escape from a spin.
Upwind Leg? That is the Climb out Leg instead. Different legs. Upwind leg is opposite the downwind leg and at TPA altitude.
On my last biennial review I asked the instructor if we could do some power off on takeoffs to see exactly how much altitude was needed to do a 180 and make it back to the runway. And more importantly, how tight of a turn could I do before I stalled the plane would crash, etc. He looked a little puzzled until I told him that I wanted to climb to 3000 ft, simulate a takeoff, and pull the power, etc. There are many variables in this exercise but the take away was that I learned a lot about the characteristics and limitations of the plane and my skills.
Thanks.
I like that. Guessing that 28R crosswind (bay-area tradewind), even with flaps, helped a bit with making 33. OAK's rwy config seems to be a great lab for this exercise and a co-operating controller sure helps! Wonder if doing this at night would have one nose over more decisively.
The controllers at Oakland are the BEST! Not sure about this procedures at night, I've never tried it
galing naman! well done!
Great vid as always! The turnback is actually 202.5 degrees and then 22.5 degrees to realign with the runway, a total of 225 degrees. If you do it, I recommend shallow turns and allow yourself to land further down the runway so your turns are less steep to not loose as much energy. The steeper the turn, the more potential energy you loose.
Also, dont forget the headwind will suddenly be a tailwind - you have to double any windspeed to account for the true loss. I know of somebody who tried the turnback, and it didnt work.
Wow!I asked my instructor to do this few weeks ago and I am still waiting is answer!!! I will show him this video! We have the same runway pattern here!!
Many USA CFI's are afraid of teaching EFATO.. Change CFI if he can"t..
I just found you, great instruction.
David de Pingre welcome! Thanks
The strong desire to see the rwy lights at night; what I was thinking there. Most towered arpts don't allow night T&Go's anyway. Moot point perhaps.
Roger, interesting, thx. I've never encountered a tower that would not allow night touch and goes btw, that's interesting.
i have moved to the camp of John Deakin who says it is safer to climb at a speed far away from Vy and especially Vx which some instructors say is a likely stall/spin if power is lost on departure.
Thats a tough one right? I fee that way about Vx, but I also have a hard time with not "putting altitude in the bank". I think if you practice stuff like the above and stay vigilant, you are not the one who will stall / spin from Vy. Thanks for the comment
Time to head over to MHV when tower closes and try that in the Mooney.
06:21 The Death Grip. That is how they start The Panic Pull. Both hands. Bad habit.. N/G.
I would love to see a view of this from the ground
David F Rogers “The possible ‘impossible’ Turn” 1994 AIAA
This seems like something every student should try. However, it depends on the airport layout and proximity to an airport that has that layout. Unfortunately, I don't have an airport nearby with intersecting runways. :(
How long is the runway you're working off of? Is it long enough do land back on the runway?
My home airport is only 2,000'. We have a 6,000' runway 10 miles away, though.
You could do it on a 6000' foot runway, make it a short field takeoff and plan to do a full stop on the landing but with a CFI, I'd recommend giving it a try.
Thanks. I'll talk to my CFI about it.
I always had it drilled in my head as a student to never deploy flaps while turning.
There are two potential dangers associated with deploying flaps in a turn and that's why it "was drilled into your head". 1. The flaps could potentially deploy asymmetrically and cause a roll into the turn. 2. In any slowing turn there is an over banking tendency. This is true whether you are deploying flaps or not. It's fine to say "For these two reasons I will not deploy flaps in a turn." However, I often see pilots ... who are not aware why they don't deploy flaps in a turn ... create other potentially hazardous situations in an effort to avoid this at all costs. For example, some create a huge pattern to compensate and get so far from runway we are no longer in a position to glide to it if the engine fails. We often end up low and slow fighting power against drag. I prefer to teach pilots exactly what happens when the airplane slows in a turn, and how to keep eyes outside to detect any possible asymmetric deployments (which can happen in a bank or during straight and level). Lazy 8's are the BEST maneuver to teach over banking tendency in a slowing turn. I will have a video on that coming soon. Thanks for the comment, I know a lot of people were taught the way you were, and that's ok. Just know why I suppose.
The Finer Points thank you very much for the clarification! I knew it could lead to asymmetric deployment (from one of the TFP podcasts believe it or not) but I can see why in this case getting the airplane down safely using the runway you have would take priority over when to deploy flaps.
@@TheFinerPoints- All airplanes need flaps to avoid stalls when turning and the speed falls UNDER the best glide speed. For example turning base to final for a crosswind landing with no flaps, speed falls under Vgl? Just add flaps in the turn, It will lower the stalling speed AND make you turn quicker too and not overshoot final. Try that trick. WW2 pilots used the Turn and pop flaps maneuver to out turn each other.. The ones better at it where the winners mostly..
On the take off initial climb leg Turnback to Opposite Runway from 700 agl I teach, I do that trick too to finish the Turnback to Opposite quicker and safer.
Looks like a @JerryWagner landing onto 33 :)
Yes, I show some pattern work on 33 in the Patreon video (exporting now) ... it's a pretty tight approach to that runway
TFP, can you finish up my training?
Maybe ... email me at jason@learnthefinerpoints.com
1000 AGL may be too high to call "impossible". How high do you think it can really be called "impossible turn", in 172?
Depends if you have power or not. With enough power left to sustain altitude or Minimum Level Power (MLP) I have done the Question Mark Turn from 300 agl. With no power left you double that with a normal wind. No wind and high weigh= shallow climb rate= No Turnback, even from over 1,000' agl.. All those things you determine before take off.
How do you know how much flap to add in that situation?
If you're looking to get down right away deploy them all, just make sure you don't get slow, keep your nose down.
The Finer Points ok, maintain pitch for speed! Thanks for the video!
Loved this video! Very interesting.. Check out mine! I have different vlogs 😬