IMPOSSIBLE TURN in Christen Eagle II?
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- Опубліковано 25 лип 2024
- Is it possible to do the IMPOSSIBLE TURN in a christen eagle?
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i just finished private pilot training. We trained this maneuver at 700ft agl in the Cessna 152. Funny to do!
Congrats dude. I’m glad your instructor showed them to you. I think most people never see them
My dad saved my life with an impossible turn from ~200ft AGL in a 1946 Taylorcraft. He only made it through 140 degrees of turn, but that lined us up with an intersecting runway to put it down on. The landing broke the shock-absorber bungies on the right main gear, but as soon as the tailwheel hit, the engine started back up. With one gear mostly-collapsed, we taxied back to the ramp.
From 200 agl it must have been a partial power fail. No way with no power. I used to teach turnbacks no power and partial power when CFi in the 1990's.
@@emergencylowmaneuvering7350 < has never flown a T-craft! ;-). We were between 200 and 250 feet AGL. It is an extremely light and low-drag airframe. There was NO power being developed by the engine due to the float-valve in the carburetor being stuck in the closed position. (this is called "The Continental Cough"). The Taylorcraft BC-12D is cleaner than a Cub and lighter than a Luscombe. I believe that _only_ a T-craft could have made this maneuver. Every last bit of energy was used, nothing to spare. A Cub of any type would not have been able to make it: Too draggy. (T-craft has the bungees inside the cabin, Cub has them hanging out in the breeze.). Luscombes and C-120/140s have (about) the same amount of drag as the T-cart, but are heavier, and would not have made it.
The Old Man AGGRESSIVELY dumped the nose THE INSTANT the engine coughed. I remember seeing the horizon almost aligned with the part of the windshield that curves back onto the roof of the cabin. We were headed down hill at a very steep angle. On touch down (on the right main) the right wingtip _almost_ touched the ground, as the wings were not yet level after the turn-back. I remember seeing this out my window on the starboard side of the aircraft.
The Lasting Impression on me was that I will NEVER try a 180 degree turn back at anything below pattern altitude: I am not that good of a pilot.
At 500ft AGL I might turn 20-30 degrees off my heading to aim for as spot to put it. At any altitude lower than that, I keep in mind that the cabin is about 45 inches wide, so I am looking for two trees that are 46 inches apart.
@@stay_at_home_astronaut Good assesmen of the low turnback your father did. Im an expert on them they tell me. Retired now. I think your father quick reactions made it possible to at least complete 140 degrees of the turnback.
And his bravery in pushing that nose down low enough to avoid stalling. Many pilots cannot do that. Tested many. They are good for Mild Maneuvering mostly.
Learning turbacks saved me and 3 of my students from the 1990's i taught them.
I put my 1995 video on youtube in year 2010 and they say i started the turnback practices that even AOPA, former no, no, Now say yes, practice them.
They are useful also on GRM. Many GRM flyover stalls on badly done turnbacks..
See my channel for more hard maneuvers to practice. My AQP list, 1990's style.
@@stay_at_home_astronaut The success of a low altitude turn like that is entirely dependent on how much airspeed you had when starting the maneuver. I've made one of these turns from 5ft AGL when some of the teeth on the left mag coupler sheared on an AgCat while spraying mesquite along the side of a runway. It pretty much instantly killed the engine because it re-timed the mag to fire on the intake stroke so there was nothing to catch fire when the compression stroke came along. Blew a lot of fire out of the carb until I pulled the mixture. I later found out that it would run okay on just the right mag, which is how I taxied back to the ramp. I didn't have time to troubleshoot down on the deck though, I just pulled up to about 45deg or so and whipped it around with what amounts to a lazy hammerhead turn into the wind when it got real slow, letting gravity line the plane back up where I needed it to be without expending a lot of energy in a turn or covering unnecessary distance away from the runway. Since I didn't veer off the runway centerline much (I was on the left side of the runway and turned right, into the wind), I didn't have to fly back to the runway, I was pretty much centered over it. I ended up with more than enough airspeed and altitude to spare that I gave it a slip to avoid a long walk back to the FBO. I had full fuel and about 100gal left, it wasn't completely loaded down but it wasn't light either. The big difference is that I started off with 100mph worth of airspeed that I was able to trade for altitude and burn off in a turn. Point is, if you guys were doing a gradual climb and picking up more airspeed than altitude, that 200ft can be more effective if you're close to cruise speed compared to 500ft with a best rate of climb airspeed.
Acceleration is usually much better if you stay in ground-effect for a little while, but @@Skinflaps_Meatslapper already knew that.
Scary thought. But I know you have to be ready. I've never seen anyone do that before. Very cool. Thanks for putting this up.
You’re welcome. I think it’s something that should be practiced often
Awesome Example I always say best to know the limits of each plane so doing this and knowing hard deck for turn in each plane you fly
Thank you, I would always try and get my students to experience these on slow days at the airport. Just so when it happened in real life, it wasn’t the first time they saw it
I bet the folks on the road were a bit confused watching that haha
Haha I always figured they just assumed I was crashing.
Better turn at Vglide speed or slighly lower if no passengers. Nose down always. 45 degree bank. I used to teach them like that in the 1990's. From 400 partial power, or 700 idle power. 2 of my students later on had to do them, I think 3. No accidents ever.
Question : is the engine at idle , or completely shut down ?
Idle, it is just a simulated event to see how the aircraft performs. The plane would obviously react differently with a windmilling prop
Please don’t assume that an idling prop produces the same drag as a windmilling prop.
I completely agree with you. This is just to have some sort of idea as to how the plane might react in this situation as opposed to guessing
Don't take this serious guys, it's called the impossible turn for a reason. Never try to do a 180° back to the runway on a engine failure below 1000ft agl. In this case we have a high powered verry light airplane, a long runway and favorable weather conditions, when you change some of this conditions you would not make it back.
Hey I completely agree with the statement that below 1000 agl your first instinct should be looking forward and scanning. This was purely to see what the aircraft was capable of doing under the summer conditions we encounter out here. We are fortunate to have a bunch of fields off the end of our runway which would be the safest place to put it.
@@alexandercoats sure, I'm a little concerned that some people take this as a example for any situation or any plane and think they could turn back everytime during a engine failure.
Better turn at Vglide speed or slighly lower if no passengers. Nose down always. 45 degree bank. I used to teach them like that in the 1990's. From 400 partial power, or 700 idle power. Cherokees and Cessnas and Grumman Tiger. 2 of my students later on had to do them, I think 3. No accidents ever.
Hi my friends
I own a Christen Eagle for 12 years .
I wud never dare doing this . See the wing tip close to the ground on the video ….
Power loss after take off = land in front of you +|- 30deg .
Safety first , stunts only for stuntmen 😅
Life is short , don’t attempt this or you’d be surprised it cud be even shorter .
The video is done while the pilot , as he says , knows what will happen .
Stick to your flight manual which has been made by Mr Christensen himself .
Going forward should always be the first instinct
My father died in this exact plane (down to the paintjob) 20 years ago. Apparently was trying to do some sort of manuever to low and plunged nose first into the ground, taking one other man in the plane with him.