Cessna 172 | Aborted Takeoff | Mountainous Airport
Вставка
- Опубліковано 2 чер 2015
- Watch as I make the fastest decision of my life! Enjoy!
Join Us at: www.shareaviation.com
Proudly Supported by:
David Clark Headsets
FARO Aviation Technologies
Scheyden Eyewear
Patreon: / mraviation101
Facebook: MrAviation10...
Twitter: / mraviation101
Instagram: @captainmraviation101
Email: mraviation101@gmail.com
EFB APP:
Garmin Pilot
CAMERAS:
4 - GoPro HD Hero 3 Black Editions
1 - Sony HDR-CX110
AUDIO RECORDER:
Sony ICD-AX412
VIDEO EDITOR:
Adobe Premiere Pro CS5.5
Big Thanks to my Patrons!
Steve Chapa
Chad Matice
Brian Jerome Peterson
Evan Doss
Torsten Brasch
Joao Paulo Ros
Nikolai Stroiney
Roger Kiefer II
John Sarkozy
Edwin Ortega
Felipe
Jeffrey B Ogilvie
Michael
Nicolas Gutierrez Gonzalez
Adam McVeigh
Cody Lynn
Josef Pfleger
Zach
Mitchell Coombe
Jim Simon
Philip
Crawford Rhoderick
James Larkin
Tony Pizzifred
Ryan Gariepy
Timothy C. Shellington
Joey Elliot
Lorenz Bogaert
Emanuel Corthay
Mr Kilo Tango One
Jon Beard
Ryan
Grant Hooks
Brandon Maso
Tim Schreck
Eric A. Gravel
Klif Niessen
Adrian Wellershaus
Ben
Phil Santoro
Kirk Mefford
Benjamin Gutzeit
Sam Kennaugh
Mark Milam
Isaac Matthews
Christopher Tew
Jonathan B.
Paul Mayer
Greg Wren
Grant Casstevens
Adam Asmar
William Stone
Shawn Oleston
Reese Whitten
Aaron S. Hawley
D. Collier
Clayton Goodfellow
Andrew Cobb
Daniel Schafer
Juan David
Connor Walsh
Jonathan Imlay
Robert Janeks
Vincent
Thomas M. Tordel Jr.
Preston Bacik
Chris Roots
Michael Jacobson
Aleks Biteman
Joel Pendleton
William Driver
Soren Cioban
Richard Garza
Sébastien
Mark Sinex
Aaron Meyn
Jon Stuckey
Thomas Keefe
Jared Lazaron
Landon Saunders
Mark Trezz
Aaron
Craig P Steffen
Jakub
Tyler May
Stuart Stuart
Cole Shipes
Hudson Brumbarger
Marius Risan
Russell Butz
Arnoldo Santiago
Joseph Larose
Daniel Shelter
Herb Harney
Andrew Utz
John Hanson
Nick Ashworth
Deniz Zoeteman
Miklos Kozary
Jared Brank
Elija Sorenson
Eric Mellenthin
Trish
The beauty of flying with cameras - it allows you to really do a solid debrief and take apart a flight that didn't go as planned. Well done with the analysis.
***** Great decision making! Just a question, directed to FlightChops too: With such a long runway, wouldn't it be better to takeoff with no flaps for better climb performance?
Boiko Aladjemov That's what I would have thought too. While flaps may give you better climb angle at Vx (at least that's the way it in the Archer), best climb rate (for gaining altitude quickly) is achieved at Vy with no flaps in virtually all types.
The thinking here may be that you are airborne earlier and have more time to see if the aircraft is going to fly safely, leave more time for deciding about the abort, and have slightly higher drag and lower speed, requiring slightly less runway for the final rollout.
pinkdispatcher It is strange that the climb angle in a steady climb is better with flaps on the Archer... Never flown one thought.
Boiko Aladjemov Good point. I looked at the POH again and it doesn't actually say that. Short-field takeoff for best obstacle clearance is with 25º flaps, but the procedure is to lift off between 45 and 54 KIAS (depending on weight) but then accelerate to 64 KIAS, then retract the flaps for best climb angle, then accelerate to Vy.
pinkdispatcher That seems more logical. To help get a better understanding of this, here is a quick question. What is your normal load factor in a steady, constant speed climb: =1, 1?
It's better to regret being on the ground than regret being in the air
marcducati truth
well said,
"it's better to be on the ground, wishing you were in the air, than in the air, wishing you were on the ground!"
One more: "All takeoffs are optional, but all landings are compulsory."
There's nothing more useless than the airspace above you and the runway behind you....
Let's continue....there are old pilots and there are bold pilots...but there are no old, bold pilots!
Many years ago as a young student pilot, I made a decision on a solo cross country that later some of my fellow student pilots disagreed with. I talked to my instructor, and he just said "They weren't there, I wasn't there, you were there and made the decision".
+Roger Dearnaley And you are still here to talk about it, so in my eyes you made the right call.
Good
Not only were there but now you are here. So yeah, you made the right decision.
If only this could apply to all aspects of decision making in life.
Yes, you were a wuss but you are an alive wuss. There is a big difference between being alive and dead. Maybe you could have made it but your margin of safety would have been low. You made a decision that could have saved your life. Yes, you are still a wuss. LOL Who cares about names? I would rather be an alive wuss than a dead hero. Tell your friend to go practice base jumping for excitement and leave you alone.
A must-watch for any pilot. Excellent decision making.
"A superior pilot uses his superior judgment to avoid situations which require the use of his superior skill."
^This. As far as effectiveness goes, Experience beats Skill, and Skill beats Luck.
But no amount of superior skill is going to make a plane that isnt accelerating, accelerate.
Hotel rooms are cheaper than funerals. Thanks for making the safe call. I learned something from your decision that day. Thanks for taking this time to post this up. Good luck on the rest of your flights!
Actually in big bear I think the hotel rooms cost more than the funeral.lol
Wow, outstanding call.
If you blow it up to full screen, you can even see briefly at 4:15 that the spray coming off the runway is indicating darn near a direct tailwind.
Good catch!
EnDSchultz1 wow...nice. I see it too now.
My instructor always said "I'd rather be on the ground wishing I was In The air than in the air and wishing I was on the ground. Excellent piloting skills bro..
Glad to see nothing bad happened and you made the right call of putting it back down before you ran out of runway. 4:22 you can see the windsock off your right showing a direct tailwind. When I am flying out in the Bahamas there is never any automated weather so looking at the windsock, direction of trees blowing, which way the waves of the ocean are breaking, and the direction of smoke from fires in the area are all the different ways I use to determine the direction of takeoffs and landings.
***** This is excellent advice at any airport, tower controlled or grass strip. If something is not as it says it should be then better to abort, regroup and try again then to force a situation. He made a great call. But with this advice the call could have been made sooner.
***** This Steveo guy is right (and not just because we share the same first name)... but AWOS is a measurement taken someplace on the field. My airport has 2 windsocks near the middle and the end (26-08) when winds are out of the North, I have seen several times when the windsocks are opposite. More importantly, as Steveo and others point out using the natural wind indicators are a critical component to flying... smoke stacks, waves, dust from a truck... etc. My bigger beef (and sorry for commenting because you did such a great job producing this) is a more conservative approach would to start calling this sketchy the as you walked from lunch. Lecture aside (we have all made bad decisions that set us on a path). I have a neat little android app called CIF Tools Takeoff and Landng... that might be something to toss in your pocket. It gives you both directions of a runway and automates the preflight runway calculations for your aircraft. The software (or you could do it longhand) gives you a distance to takeoff) and the remaining runway. Because of some issues that happened a few years ago- I always always always (and this is important)... note when the wheels should come up when I taxi out. I visual measure that by saying... "okay I need 1100 feet and that is about where that hanger is". The point is that I may lightly suggest that you abort your takeoffs before your golf cart turns into an airplane. In my plane (much worse brakes for the weight) I am not sure I would have stopped as easily. As with everything that you walk away from in aviation... a little more water on the runway or a little less runway or being at gross and you would not be able to rely on those brakes- even in a 172. Happy trails.
I'd say this is again another dependence on electronics rather than what your mind, eye and brain can figure out. Back in the day there was no ATIS or similar at smaller airports. Pilots looked for windsocks, smoke stacks, vehicle exhaust, or anything that would tell them really what way the wind was blowing, the gusts, etc. - right now, not some recorded and averaged measurement from 10 minutes ago. Weather can change in 30 seconds.
I've come to realize that the biggest challenge to flying an airplane is not the ability make an airplane fly, but the discipline, maturity, and decision making that a pilot must posses in order to be a "real" pilot. I am very impressed with the many of the pilots that I've seen make videos like these. Thank you for sharing.
Interesting video and it's nice that you're sharing your experience with other pilots. One thought I will pass on to you. After a career as an airline pilot and active flight instructor since 1969, while your ultimate decision was a good one, the better decision would have been to head to the hotel once you realized what was unfolding after your meal break.
When you have a light, low horsepower airplane in a mountain environment, good VFR weather, with benign winds is about all you want to take on. When you add the difficult winds along with the weather and density altitude - its time to head for the nearest hotel.
Safe Flying.
Just now saw this video and couldn't agree more with the ADM assessment. If you are "in a hurry" to get off the ground, that should be a big red flag. Maybe not a showstopper, but I'll take an extra minute to calm my mind and double check the situation.
Here is an NTSB report about a pilot that tried to "beat the weather" with a totally different result.
www.ntsb.gov/about/employment/_layouts/ntsb.aviation/brief2.aspx?ev_id=20001206X01683&ntsbno=CHI94FA222&akey=1
Good job making such a quick decision and handling the quick transition from takeoff to landing.
Hello, I'm ex French Air Force pilot (GR1-A) then ATPL. I agree 100% with that ATPL's comments ; my obs would be : "if in doubt, don't go out".
Totally agree. With all the analysis the easy call was not to go.
The ATIS clouds and ceiling at Big Bear caught my ear taxiing. Looking down the runway and not break in cloud ahead this was another strike. Blessings you put it back down and had runway to do it. As many have said this one should have ended at the coffee shop. Thanks for sharing I LOVE how humbling flying can be. If the wind held you may have nicely departed into another Big problem.
As a private pilot, aerospace engineer and from a flying family, I wholeheartedly agree. Only thing I might add, I probably would not have chosen that airport for a stop. With all the factors mentioned, I would have headed over the mountains to the desert and then make a stop. Small plane, mountains, bad weather nearby, is a really bad combo. Glad he avoided a mishap and we can all learn from his experience!
As someone who is working on obtaining their pilot's license, I find these kinds of videos to be a massive help as they offer perspective and an excellent debrief of the situation.
One of the best videos I have seen from you.
Thanks!!
+MrAviation101 - I'm only an FSX flight simmer so what the hell do I know, but you took off okay and got to 25 feet, but why did the climb rate then go mushy? Were there downdrafts or what?
Oh, and why didn't the tower warn you the wind had turned into a tailwind?
And weren't there any windsocks around that you could have glanced at?
+Tungsten Kid
1. After leaving most of ground effect, there was likely not enough lift available for the aircraft to climb with, this, coupled with a quartering tailwind reducing climb performance by a lot, resulted in potentially unsafe flight conditions.
2. There was no tower, which is made evident through the radio procedure used. Notice all radio communication are declarations of intent such as "Big Bear City _Traffic_ (NOTE: he is talking to all aircraft in the airspace) Taking off 08, departing to the north-east." If there was a tower, you would have heard the tower (before they entered the runway) tell them they were cleared to take off 08 and depart to the north-east; and they would have then read back the communication.
3. Windsocks are often hard to see from the aircraft, other than that factor, IDK.
+Steven Navarro One of the best videos and explanations I have seen on youtube. In Venezuela we say: It is better to be on the ground wishing you were flying, than flying and wishing to be on the ground. Thank you again for that great video!
+Rafael Mora nice quote :)
Shortly after my check ride, I was flying with my wife in my father's 172. Taking off, at about 500 AGL, the airspeed was fine, and then started to dive down. I leveled off my climb thinking I was really losing airspeed but then realized it was just the airspeed indicator messing up. I gradually turned around and headed down wind to land. When I turned down wind, whatever was over the pitot tube dislodged and airspeed came up. stayed in the pattern for a bit and it was fine. I admire you for your quick decision and for posting the video, knowing you'd get second guessed by some.
Yikes, check out the windsock at 8:21
Good call.
+jnjoblon Nice catch! Definitely shows how the wind changed.
Nice catch on the wind sock!
That sucker is approaching 15 knots!
No wonder it wouldn't climb!
RegressMeNot ñn
Good catch!! At 8:22 you can see it clearly!! Good call!
Not a pilot, but I teach outdoor educators about managing risk in the outdoors. You did a great job of observing what was actually going on versus what should be going on. In situations like that people are usually saying things to themselves like "this should be working, Ill give it more time." excellent job. It's part situational awareness, and part quick decision making.
That silence after the abort....
Good choice man! Glad everything turned out ok! No matter what, whatever or wherever you are flying too, if anything feels wrong such as : Climb rate, Speed, Engine RPM not smooth, and more, its always best to abort cause no flight is worth putting your life in danger!
***** landing is mandatory in a flight. The take off is the optional part. ;-)
(SCNR, I don't remember where I read that... ;-))
realulli True that
Hey mate, I'm still a private, working on my commercial, i find these videos very educational, thanks for sharing these experiences and helping a newbie somewhat gain more knowledge!
Good call. I myself would not have attempted the flight with the incoming weather myself but that is just my comfort level. Every pilot is different. Thanks for posting. I am sure this will help all pilots who watch this vid.
jay wilkes you are also flying a much more high performance aircraft
A couple of seconds that will extend your flying career by decades. Well done and thank you for sharing! 💪👏
Well done Josh! I'm so impressed with your maturity in the way you seem to approach each and every flight. You are a gifted young man with a real passion and aptitude for flying. I have the greatest respect for your airmanship. Keep on flying safely! Best wishes as always. Peter
Josh - all I can say is that even for us non-pilots your videos are professional, informative and gives us insight of what we should actually do instead of trying to push ourselves and risk our lives and others. It's all about good judgment. And of course we want you around to make more great videos!
Thank you for sharing and good call. Since I earned my SEL in July, I've canceled more flights than I've flown. An old pilot shared a rule of his that I have taken to heart.. If three things go wrong before I take off, I cancel the flight. Look for reasons NOT to go, it helps to counter the desire to continue.
I'm a student pilot, about 20 hours in, and wanted to thank you for videos like this one. Great decision on your part to abort that landing! Fly safe!
You are a huge inspiration Josh! Thank you for your motivation! It always gets me in a good mood!
Excellent decision making skills mate! Pilots like you are a true motivator to low hour student pilots such as myself. Glad you're safe.
I tried recreating this situation in X-Plane to see what would happen. Full fuel and no passenger. Take-off roll was just like what you experienced with airspeed reluctant to get to 60kts. I got off the ground but didn't start an honest climb until well past the field. I dare say had you not aborted the take-off you would have ended up with a not too pleasant visit with the trees!
The higher you go, the faster the wind, making the airspeed decrease as you climb. Not good.
Justwantahover WRONG. Once in the air, the wind has ZERO effect on your AIRSPEED, it ONLY affects your GROUNDSPEED. Common misconception among non-pilots, som pilots and unfortunately too many real world pilots. Other than microburst and air pockets from trees blocking the wind as you descend, strong storms, etc, nothing in the wind affects your airspeed.
Sorry, doc, you’re misinformed a bit. What you’re saying is correct for a constant wind while airborne. Gusting does alter your airspeed. When operating at low airspeeds, tailwind gusts can and will decrease lift. The airplane does not magically instantly increase its forward momentum, air is not a solid. Simple physics.
DoctorShocktor - I only wish people don’t include “WRONG” when attempting to correct someone as it makes you come off extremely rude. Calm down and explain in a calm manner. Jeez
@@DoctorShocktor What? If wind force was a constant field that would be true, or if plane had 0 momentum to adapt to that field changes. If wind changes from 10 headwind to 30 tailwind, you will see a 40kn instant decrease in windspeed, and you will not have a nice time in a plane like this.
Really good video of what can happen. So easy to get suckered in, time constraints are an additional pressure that can cost you your life. Great educational video for guys who are just starting to learn to fly.
Sir, you're one BADASS pilot. That's knowing your airplane and the conditions you're flying in. I'll learn from this video when I'm doing my PPL training. Good call.
Well, that gave me the tingles. Great vid. If you watch the edge of the runway at 4:17, you can actually see the tailwind blowing dust toward you. Freaky!
Great decision mate... wow. Awesome judgement. Glad you made the right decision. Always be safe me. "Pride can kill for sure" which is true in so many things in life.
Great video:) Thank you for sharing your experience. I think sharing this kind of experiences contribute to more safety in aviation, particularly in private aviation. I appreciated it very much. Kind regards from Germany
A superior pilot is one who uses his superior judgement to avoid situations that might require the use of his superior skills. Words to fly (and live) by. Well done, sir!
Way to be vigilant. Sometimes it is so easy to just stick to a plan even when things do not feel right. Fly safe Josh.
Good Abort: The Density Altitude was 7,270 feet at the time of take-off. According to the 1976 C-172M manual it would have taken about 2,800 feet to climb to 50 feet, "IF" there was no wind and the plane was brand new, with a Cessna test pilot. Also add 10% more distance for each 2 knots of tail wind and you have another 2000 ft. So basically it would have taken 5,000ft of runway length to get up to 50 feet alt. Basically ALL of that runway. I teach and fly commercial in Alaska, Never trust an automated weather.
That's one of many reasons that the old-fashioned wind-sock is something that I want to see prominently placed at any airport. No matter how many landing aids and electronic gizmos they have.
The wind-sock responds nearly instantly, automated weather does not.
Only kind of electronics that might respond fast enough is maybe GPS ground speed vs pitot-tube IAS, being able to see both at once. Even then, that might be too many similar numbers to make quick decision making easy, which is a problem in an aircraft.
With a windsock you can glance at it and know what the wind is doing.
Wow. Best call ever. Takes a good measure of humility to make a call like that especially after already airborne! Good job.
Thank you for an excellent video on making a split second "correct decision". Safety overrides convenience every time.
Living up there for 5 years, I had seen/heard about a fair share of crashes. Glad you chose not to be one of those statistics.
Many times pilots forget not to use a full rich mixture, or try to depart too heavy in a hot afternoon.
I flew in and out once in a recent-model 182. I nearly flooded the engine trying to start it forgetting that you can't use full mixture during the start either on a fuel-injected plane. It took several minutes to "dry/defoul the plugs" at idle before we could safely depart.
Thank you for another instructive video!
Great call. Thanks for the video. Love your content.
"i used my good judgement so I wouldn't have to test my good skills" that is wonderful!
I have not started flight school yet. I've wanted to fly all my life, but "life" got in the way. Now that I'm middle aged, I'm going for it. I appreciate your videos, it gives me some idea of what I will experience. I hope I am as safe a pilot as you! Best regards, MiF
This is the kind of decision making that will save your life! Well Done!
Very well said "Swallow your Pride" a very good Decision making you have a bright good future in the Airline industry. a proud Aviator here.
You made the right decision for you and the life of your passenger. I'm sure glad that you had heeded the warning In your head and that you did not try to power through. One can' not out fly ones ego for very long. For that Respect Sir.
The windsock at 8:20 confirmed your wind recognition. Good call.
That’s just what I was going to say - that cross wind had shifter to a pretty solid tailwind. No bueno, good decision.
I found this video after I had to about a takeoff yesterday due to a loss of engine performance. Never stop learning...
“Call “was AFTER he smacked back down on the runway - far too late.
@@DoctorShocktor Aviate, Navigate, Communicate - in that order. Maybe some pilots would've been able to make the call and wrestle the plane back down safely, but if he felt like he needed all of his faculties to fly the damn thing, he was absolutely right to not be on the radio for this. Other aircraft in the area had to assume he was taking off anyway, so there's no loss in safety by his "late" (by a few seconds) call.
@@DoctorShocktor Fly first call later.
There are old pilots and bold pilots, but very few old, bold pilots.
Nice! 'Get there-itis' is a killer. Thanks for sharing and increasing knowledge by letting us learn from your situation. So glad you posted this one, instead of portraying yourself as 'Mr all perfect'. You probly saved lives with this vid. Admirable and selfless, thank you
I dont comment often but this video is very important ! As pilot sometimes you question if made the right call and if the call was to stay on the ground in a situation you are not confident in you have made the correct decision.
Big thanks to Mr.Aviation for doing this video.
Good decision to abort. Flaps 10 on a c-172 helps shorten the take off ground roll but lowers your max rate of climb. Flaps on take off becomes a serious negative as the density altitude increases lowering your rate of climb. The C-172 is no rocket ship even at sea level. Max is 2300 lbs and the 150 hp engine doesn't make anywhere near this even at sea level with the fixed pitch prop. You know, when people say they need the 10 flaps in a C-172 I just think if it's that close let's just not go.... I humbly suggest that flaps 10 with a field elevation of 6752 may be inadvisable. You may want to take the C-172 up to 6700 or so and put on flaps 10 at about the same weight and see how it climbs, then try flaps 0 and see how you do. I'm retired fighter, test and airline and see and hear stories and say.."If not by the grace of God go I....."
Having used flaps 10 and flaps 0 in a 150hp c172, I can feel the difference. 10 degrees seems to make the plane sluggish where with 0, the improved performance makes the wing lift better. I have a few videos where I used 10, like leaving st maries... almost should have aborted take off just because of the flaps... oh and I left carb heat on... yikes!
PLEASE DON'T STOP THIS VIDEOS... I sincerely admire enjoy all this work you put into them...
Josh, you are a wise and considerate pilot, I admire that, seen too many chancers come short. Safe flying and Gods protection. Joe, RSA.
Glad to see you made the safe and correct decision. This video shows off your great decision making and shows off that you are a truly great aviator!
As you gain more mountain flying experience in light aircraft, you would have made that decision back in the coffee shop....the minute you decided to stop and eat, your fate was sealed, no outrunning that weather, besides heading east into the high desert under those conditions is just going to be an extremely turbulent, windy, and shitty afternoon of flying.
Making the decision to abort when you did, you have no data to back up this decision other than the seat of your pants...lucky.
Experience will give you the judgment to avoid having to use use superior flying skills to get you out tight situations....GREAT lesson, thanks for posting. JB
Juan, I didn't know you watched this channel. Just found it myself!
(Huh- you posted your original comment here the same year I found you re: Orvoille spillway accident. o/ )
blancolirio, yes, I personally agree with you that the best decision would have been, to not fly out of there at all. However, that said, every accident is a "chain of events". And kudos to him, for breaking that chain very early on, in the game, even if the absolute best decision would have been a "no go" decision, considering the various weather and airport altitude related factors.
As the author of this video stated, I too have seen numerous air safety investigation videos, and the pilots in many of those instances had SEVERAL chances to "get out", but chose to roll the dice and gamble their lives away, many times ending in fatalities!
@@747-pilot I was full bore, flying every day, in my training when I came to a full stop. I had read many NTSB reports. I stopped because of one particular report involved an ATP rated ex-USAF Colonel flying his Bonanza. He died after he spiraled in after a loose fuel cap broke its chain and lodged in an aileron while he was turning after departure. I thought, if him what chance do I have?
I started my training again after I realized it was his complacency which did him in. In that case, the chain of events was him fat and happy returning from lunch, counting on a low paid lineman to have done done his job properly, not preforming a preflight after the aircraft had been out of his sight and after fueling. Kick the tares, light the fares. Lesson learned: Do not become complacent. Since then, any time the aircraft has been out of my sight and especially if serviced by anyone without my supervision, I perform a full preflight.
In the case of this video, I agree with Juan; the chain began back in the restaurant. Did they not know inclement weather lurked about? Did they not keep an eye on the weather? Of course they did. I disagree that they broke the chain early. Oh, yes, I have been there. My bucket of experience is more full than my bucket o' luck. This pilot made the right decision albeit late. Lesson: it is never too late to make a right decision. Do not let one, two or a string of 'barely scraping by' decisions influence you to continue. Picture yourself flying deeper into a box, the deeper you go the less alternates available. This pilot rightly chose the only alternate available given the weather, field conditions, and his experience. Yet almost too late. Enough of my pontificating. I am glad to see this pilot live for another day to commit aviation.
@@MrLikeke yes, I re-watched the video and agree that the decision although, the right one in the end, could've been made earlier. There were a couple missed opportunities, but ultimately he did make the right call. It is NEVER a good idea to gamble on stuff. Especially when he realized initially, that the airspeed was not building.
But, I suppose he was a novice pilot, when this video was made, and as the saying goes, "a good pilot is always learning". Unfortunately, sometimes you might not be lucky enough to live through a bad decision!!
Last month I did a long cross country from the San Francisco bay area (where I'm based out of) to Orange county in the LA area in a 172M. On my way back I stopped at Delano (KDLO) to refuel and take a break.
At the runup I wanted to double check to make sure the difference in the drop in RPM, during the mag check was less than 50 RPM. Ironically, in being extra cautious, I actually made matters worse by not switching the mags back to "both"! I did not realize this until I started climbing out and the climb seemed somewhat anemic.
I looked at the key, but in that 172 it is difficult to determine exactly where it is positioned, as the key switch sits slightly "in between" the marks. The key appeared somewhat in the right position (somewhere between the 2nd mag position and both). I did not want to touch the key switch in the air for fear I might put it in a completely wrong position. You don't want to lose the engine in the air!
Now, I should've immediately turned back, but I kept climbing, because all kinds of "excuses" kept creeping into my mind, for the poor performance (hot humid day etc. etc.). Instead, I climbed up to around 2500 feet, and the performance got so bad, that I knew something was certainly not right and then finally turned back and landed at KDLO (I was just about 5 to 6 miles from the field).
That day, I actually broke 2 cardinal rules of good decision making in aviation! First, I had only 4 hours of sleep the previous night and was pretty tired, which went against the IMSAFE checklist that is drilled into every student pilot, before they get their PPL! And that was most likely the reason for my oversight in not switching the mags back to both, in the first place!
Second in the chain of events, I should have IMMEDIATELY turned back, when I suspected the slightest problem! When in doubt, always assume the WORST! Needless to say, this was a very valuable real world lesson, for things I would never repeat again!
Yes, you could have gotten stuck in California City!
Hi there. Just wondering at timeline 4:19, just before you commenced your take-off, there was visible mist moving from the back to front (in reference to your position). Would that be a good indicator of wind change (tailwind) or that brought upon due to the forward motion of the plane?
I'm impressed man! Good decision making. I just acquired my SEL Private pilot license November 2nd. Working on my instrument rating currently. I fly out of KALW and there are many days during the winter where it's Marginal VFR.
Awesomeness and well thought out....I am a student pilot learning and this was great learning in ADM process. Excellent!!!!
That´s very good! Remember, only the nit-picks survive!
great decision and skills
Yet another amazing clip to take out lots of lessons. That aborted takeoff literally schooled me like I was in that aircraft watching as things developed. Big wow to your quick and honestly life saving judgment.
Great call man. I definitely learned some things from this one that will stay with me. Thanks so much for sharing.
Brilliant. Absolutely brilliant.
Whats brilliant? Taking off with a tailwind into ifr conditions as a vfr pilot?
I thought it was a brilliant video.
+GreaterThanADeer You apparently didn't bother to take a look at what was going on or who the guy is before offering your ridiculous commentary.
First, he is instrument rated. There are no words nostrum end approaches for that airport, and taking off into IMC would not be a bright idea in those conditions with the potential for icing, even if so rated or equipped.
Second, he got the AWOS while he was taxiing. The wind shifted suddenly, he didn't knowingly take off in a tailwind. The guy did a fantastic job evaluating his runway remaining and putting it back down smoothly.
So seriously, give us a break.
+Woodscraps1798 he wasnt instrument rated when this was made. the wind sock is pegged in his face as soon as he enters the runway in the opposite direction
+GreaterThanADeer I see one windsock in the distance near his takeoff point, and it sure as heck isn't "pegged."
Even if he wasn't IFR rated at the time, a departure to the west was well within VFR minimums.
I think you might be just looking for a reason to nitpick, and I'm really not sure why.
Pride can kill..... strong line.
better being clever than dead.
Great commentary and incredible observation and outlook! You're a great pilot!
Excellent video with detailed explanation of decision making in a short time. Really helpful for learning pilots like me. Thanks for posting this types of videos to keep us safe.
My DPE would have failed me on my check ride if I had wasted that much runway before I started the roll on a short field...Good decision and execution though.
There's old pilots, and there's bold pilots. But there are no old, bold pilots.
I don't get it.
@@LukasBlecha There are smart old pilots, but not any bold old pilots, aka they dead.
What about Chuck Yeager?
You did it man! There's always one person to make the comment ;)
What about bald pilots?
Josh, I've been watching your videos silently for months, and always enjoyed them.
You've always been good about humbly and objectively pointing out the teachable moments you've experienced, and I appreciate seeing that. This was your exam, and you aced it! Solid examination of the changing circumstances surrounding you, an educated decision to take off from 08, and best of all, a wise, prudent decision to abort without discussion or hesitation. You did well, young man.
Just loved the way you articulated the situation. Nobody in his right mind would argue against the decision. Hope you're doing well, keep up the good work!
You know what caused the lack of airspeed, do you? It was the lunch, dude!!! :D
Just kiddin, good decision and for sure a valuable lesson. Happy landings!
+Trouble AIrport was 6000 feet above sea level if I read the chart correctly.
onecircle1
Yup... even more. Big Bear City is 6752 ft. MSL and its traffic pattern almost hits 8000 ft.
Thank God, you made the right decision.
He can thank himself for that decision.
Good decision,i´m glad you are safe. This is a very good lesson for beginners pilots, thank you!! Regards from Argentina
Very smart Pilot. No one, and I mean no one should ever be afraid fo flying with you. This is very professional.
I'm glad that you've made the safe decision. Otherwise, how are we going to enjoy more amazing aviation videos? lol just kidding.
You are the man. Just subscribed. I am a PPT and looks like we are around the same age (27?) which is cool because I really relate a lot to your videos and your thoughts/insight.
I fly out of KDVO. If you are ever in the area, let me know and we can get a bite at the two-niner diner at O69!
+Zachary Norman Awesome! I'm 19 :)
Great! How long have you had your license? How often do you fly? Seems like quite a bit! I got my license when I was 21 (and I am 27 now). Where are you based out of? I just subscribed so sorry if I don't know these things yet.
Not a problem! I got my license at 17 (soloed at 16) and got my instrument rating literally yesterday (finally). I fly at least once a week usually, approaching 500 hours now, I'm based out of KHYI (San Marcos, TX).
+MrAviation101 Do you own or rent? I am about halfway through my instrument. Lots of fun!
I own this skyhawk!
Great video Josh, you are an outstanding example of excellent airmanship and flight deck professionalism, you will go very far as a successful aviator. Keep up that good flying!
Well done on making the right decision and thanks for sharing it for others to learn from it.
The lesson here is never trust AWOS when weather is moving in, because it could be up to an hour old.
+Ron Williams Yeah, at an E airport, the wind sock is the most current. At most towered airports during rapidly changing wx, ATC will trigger (via computer) a special METAR from the ASOS/ AWOS, and the wind is constantly updating on their screens.
Windsock is the most underutilized thing in aviation. As all this modern crap comes into play it’s easy to mechanically analyze what you think the situation is. But that windsock is a here and now moment. Glad you made the decision you did. Instructor should not be fiddling with his iPad on takeoff roll. Seems to be acting like a passenger more than he should. I don’t like where his eyes are, seems he is analyzing slower than you are. If you think about it, that rapidly approaching weather is carried by air. And you are taking off going the same direction. Regardless of what automated weather says.
Thanks tons for posting this and your other videos. I can’t even imagine what some of the crap I pulled would look like on you tube. I would have to go to pilot prison. There are a lot of young aviators that are watching this and you might well save some lives with your honest analysis and videos! Good job!
Gust front from a storm will quickly change wind direction. Though it is good to err on the side of caution, reported and actual visibility told me a western departure was possible, and icing doesn't exist outside of cloud. Finally, pretty sure ten flap is for soft field only in the 172... where it helps to unstick the mains at a low airspeed and you accelerate in ground effect resulting in much longer distance to clear 50 foot. At high elevations it will add too much drag, resulting in low airspeeds and lethargic climb rates.
Bartonovich52 icing certainly does exist outside of cloud!
Only freezing rain.
Sincerely... a 5000 hour ATP rated Canadian pilot with a FIKI aircraft and 18 winters of flying.
You did the right thing!! remember the two most dificult maneuvers in aviation and the ones that make the difference between solid pilots and dangerous ones are the "go around" and the "No Go". After 25 years of professional flying I am very proud of my "No Go" and "go around" calls. Well done!!
Awesome video Josh, That's why I enjoy your videos, always safety first.
"Swallow my pride and abort"? Doing that had nothing to do with pride sir. That is applying training and experience to a given situation. THAT is PRIDE! Arrogance would have been the word to use if you would have continued! I am not a pilot, just applying military training and knowledge to your situation! Be proud that you have the ability to make quick and safe adjustments! Good flying and great video!
+James MacRoberts Thanks James!
Kind of scary to lift off under 60 knots with that inconsistent wind. Maybe letting the airplane roll to 65 or 70 and then lifting off would have helped.
The airplane was never going to get there, and I was quickly running out of runway. It was rotate now, or never.
If the airplane was never going to get there then I dont see a safe condion to even lift off. I rather not reach my desired airspeed with wheels on the ground than in plain ground effect.
***** How about trying to stay positive about the fact that he made to write decision when it all came down to it. To the best of their knowledge it was safe to fly that day, but the winds changed and he made to right decision by aborting the takeoff
I'm not trying to make him feel bad about anything. Im just giving my opinion.
***** Nobody asked for your dumbass opinion, Josh properly exercised his FAR Part 91.3 PIC authority to avoid violating Part 91.13 prohibiting careless/reckless actions which attempting to continue that departure certainly would have been. And when the POH says rotate at a specific IAS, you rotate at that IAS, if he kept rolling up to 70 which never would have happened given that tail wind he would have ran off the end of the runway. Go back and play flight sim and leave the real flying to people who know what they're doing because your attitude will get you or someone killed someday.
Good call! Thanks for all your videos Josh!
Good job. Right call. Better to be on the ground wishing to fly than in the air wishing to be on the ground.
Nice! Btw your friend doesn't have the best pokerface :p
He had that big... GULP moment.
He was shitting bricks!
irsute8833 that’s his instructor!
I would fly with you any day....I have friends that would do the opposite.
It's refreshing to see a private pilot who has the sense to not bet against the weather. I was a weather observer/forecaster in the USAF many moons ago, and I can't tell you how many pireps I read from people who shouldn't have been flying in the first place. Keep up the good work!
Your buddy looked so nervous. Poor guy was trying to eat his thumb. Very good decision. It amazes me how many people decide that they cannot wait a day or even a few hours to wait out a storm. Thanks for the video and the valuable example.
Easily would'vd been labeled a " get there itis" accident.
Exactly!!
MrAviation101 I was texting Josh before this takeoff and after the abort as he was flying up to the fly in at Salinas. I was looking at the ATIS and weather on foreflight, thinking he should be good to go. I made some comment like c'mon you can fly IFR out of there. I have never been to big bear and was COMPLETELY unaware that it was in the mountains. If I were talking to another pilot I could easily have contributed to a GO decision when it was not safe for him to do so. Good work Josh, and now I see what you saw.
@@smfdstroiney Yeah. That is not an airport where you want to be winging the weather conditions in a 172.
No pride lost at all - take pride in your good decision, there's a good chance you saved two lives. Good airmanship.
Excellent video! Proud of the choice you made. You absolutely called it right!!
Good airmanship. I've flown out of Big Bear several times, it can be demanding at times. You know what they say about bold pilots...glad to see you fly another day.
What a great opportunity to discuss these split second decisions. Thank you for making this video!
Awesome job, you saved your life and your friend's. Humbling words really inspired me, felt a chill.
Aborted takeoffs and Go-Arounds are two piloting techniques that every pilot needs to remember is in their piloting bag. Good job
Great Decision Josh, and good debrief.... thanks for the lesson .... everybody should learn from this...
I feel you made a good call. Pride and ego need not be a concern. After all, once good weather returns, you're back in the sky without having to force a take off.
I for some reason watch your videos all the time and have not subscribed yet, but after this video I quickly hit the button. It reminded me of this one time me and my Flight Instructor were flying in some bad rain and when it was time for landing he asked if I wanted to land the plane. I looked at the rain and wind direction indication and answered "this is too much for my level of training" He took the plane and actually changed landing runway due to wind and rain. I would have not thought to do that for the lack of knowledge. After we landed he said that was the right chose because it was a rough landing for him as well. When we took off I was talking to him and he said "stale cockpit" He needed all his concentration to battle the weather. Great video. I will always keep this video in my memory.
+dee Wi I think he probably said "sterile cockpit". It's not stale until the end of a really long cross-country. ;)
Excellent lesson there. I appreciate you sharing it here. I played with winds like that recently, but at a much lower altitude and with a much longer runway with no trees at the end.
Well done. Great decision not to go. Thank you for reminding us all, live to fly another day!