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Yes, do tell, if you can. What went wrong with the plane? Bad Gas? Loose Wire? Glad everyone is OK and great Emergency Flying, but what was the bottom line issue?
Dude, 26 year retired Army pilot. Your demeanor and calm approach to the emergency impressed the hell out of me. Plus your instruction technique is spot on. Congratulations and I am subscribed.
I always wondered how someone flying combat aircraft, especially fast jets, goes from doing that on a daily basis to not doing it. I would be driven to distraction.
This is such a good lesson for pilots on the importance of declaring the emergency as soon as you even think you’re having a significant issue. As an ATC, I’ll have pilots (especially new pilots) try to tell me a whole story about what’s happening, how it MGIHT be an issue, they PROBABLY need to land immediately, and they talk very casually about what is actually a very serious situation. As if they don’t want to make it clear that this is an emergency and need assistance. It took you 6 seconds from recognizing you were losing power to say the words, ‘MAYDAY MADAY MAYDAY.’ That is the way it needs to be done. Those words leave no doubt in my mind that this is an emergency an you get whatever you need. And don’t feel bad about it. Why play games with your life? Because you feel bad about inconveniencing another aircraft? Gimme a break! It’s your life! Just do it, and do it fast! Quick action buys you time, and time buys you options. Respect!
Like everyone else I was very impressed with young pilot and Especially the c f I. I am a new student of flight myself. I appreciate your evaluation. Thank you for taking the time to make these noteworthy comments.
Well, I’ll give u the answer as the why that is exactly the opposite of how pilots are trained. Everyone has heard; aviate, navigate, communicate, the reason why I’m not calling you first in THIS SITUATION, no matter who makes a radio call no matter who has eyes on the aircraft this is coming to an end in a matter of seconds no matter what. That plane would have landed perfectly safely making the turn putting it down on a different runway just as they did without talking to another human being. getting the plane on the ground is first priority and then you can talk to whoever you want so they can be a part of the story later….what’s the alternative??? Do the timing on this video from emergency to touchdown… let’s see if the first thing he did was talk to tower… by the time tower contacted planes on the other runway and he was coming in there would not even be physically time for those people to move out of the way, therefore radio calls don’t matter this is due or die one shot, gravity always wins regardless of who I talk to on the radio this comment is ridiculous!!!!
@@twveachlike everything in this world it always depends. There’s going to be a difference between a commercial airliner and a Cessna trainer when it comes to these incidents, for example in commercial they have pilot flying and pilot monitoring so therefore the pilot flying is working on nothing but keeping the plane in the air during an incident, whilst the pilot monitoring will be handling ATC, going over checklist and looking over instruments, so in that situation pilot monitoring should declare an emergency after any major incident has happened. But that’s all assuming you have height and gliding distance, this vital time would be spent preparing for the emergency where seconds count. But this is different, there’s one pilot, whilst the other no offense to her but at this time is just a passenger and there’s a huge workload dumped upon this pilot to digest, process and react by himself. Don’t mean to disagree with ya mate just wanted to say it can go both ways and depending on the situation is depending what actions or reactions you take. And the young gentleman did a splendid job, hats off to you
He never said call first. His whole point was about being decisive and direct. Look at your own statement: Aviate: He identified a potential major issue and took control. Navigate: He maintained control and immediately iniated a return to the field. ONLY THEN did he communicate. He did not try to diagnose the issue, he did not act indecisive, and he did not hesitate. And even with short notice, there is a lot that can be done on the ground. A ground stop would prevent any additional traffic. Emergency services can be on standby. Other inbound traffic can be stopped. Your comment is the ridiculous one.
Hand it to the instructor - that was "Aviate, Navigate, Communicate" compressed into the span of milliseconds. The kid has good instincts, for sure. Kim's in great hands!
Kudos to the other pilot as well. Paying attention, recognizing the situation, and calling that they were breaking off the pattern so they knew there wouldn't be any conflict.
18000 flying hours under my belt and I have to say, this young man is an amazing instructor, Who could ever fail with him teaching!!! Well done that man
Forward slips become second nature, so much so, that I use them all the time, they're a blast to ride down sideways and grease the end of the runway. Can land my STOL plane now in like 300 feet.
This kid seems like an amazing teacher. Just the few things he said and did even prior to the emergency were super impressive. He’s got a great future ahead of him.
Very reassuring when she did something well and quick to give her recognition. Might not seem like much but I'm sure students learning appreciate being recognized and will accept criticism easier when it comes dye to it without losing a love for flying or growing frustrated.
@@BertRedd in the military he’d accelerate his career and be an excellent pilot in 1/4 the time it’s takes to do the same thing on the outside. The reason the US has the best airline pilots is because most are 4x military. Nobody gives kids the responsibility that the military does, where can you go fly an F16 outside the military. Your aviation ambition is average
I love the fact that the instructor realizes that there is always something new to learn. He turned the emergency into a teaching experience and that is the mark of a great teacher.
“You can train for an emergency as much as you want. You don’t know what’ll happen when it occurs.” As a fire service Instructor, no truer words were ever spoken. After every fire incident, preferably before we leave the incident scene, we take a few minutes to talk with the first in crews. We discuss their actions, decisions that we made, and the outcome. We reinforce the things we did well and try to learn and share those things that did not go well. This instructor has the ability to share, learn, and grow, both within himself and with his student. I agree with the others in this thread. She is in good hands!
You can see in his eyes during the interview that this really stressed him out. You can see on his face during the situation that he had nerves of steel. Great job buddy.
@@vincenzofranchelli2201depends on the person! People can have very different responses to stress. This guy’s response is to fly like he was born with wings.
Not only props to Matt and Kim for how they both handled this, but props to the other flyers out there who all went from a normal group in the pattern to "You're in trouble, the field is yours, and we'll get out of the way and be ready to help".
Actually she is super lucky, because she got to experience a real emergency with a competent pilot to lean on. Something that very few people ever get to experience. I was fortunate that I was with my dad who is a 40 year veteran pilot when I experienced 2 emergencies and now I know I can handle just about anything. Hats off to how you both handled this!
The fact that he slipped the hell out of the 172 after that emergency, managed to align the Cessna on the runway and even buttered it makes all this even more awesome. What a CFI. He surely has the right instincts and all the skills in the world. Kim is in really good hands I reckon.
The key was that he knew he was getting “some” power and that enabled him to do the 180 without even thinking. I live in West Texas with crazy winds and we use slips all the time to allow us to keep higher than normal speed on final. Great Job and yes it does happen. I have had 1 total engine loss and 1 partial in singles, and 1 total loss in a twin. The twin engine loss after take off at 1000 ft agl was so business like and such a non event. I love my twins.
That's a really good point at the end about the importance of the student doing nothing. She didn't do erratic control inputs. She didn't scream, or cry. She just gave full faith to her instructor and let him do what he needed to do. Brilliant from both pilots.
Tune in next week when Kim requests permission to buzz the tower, gets denied but, buzzes the tower anyway with "danger zone" broadcasting over her comms.
Start to learn to navigate by ifr, , an invaluable skill best learned early so you don’t get Disorientated flying through low clouds such as when a rainy day .
@@ram64man is that not part of standard training? I know my instructor back in the early 90’s taught me that for my private, VFR certificate. Of course, he also taught me how to do spins and stalls, something I’ve learned on UA-cam isn’t done for most people. So maybe he just did a lot of extra training, idk. But he did teach me how to fly under the hood reliably. And you’re right, it was helpful for unforeseen moments.
I made this comment on the teaser video, and Matt explicitly confirmed it here... the BEST thing that Kim did was to immediately take her hands away from the controls and then within seconds (3, to be specific), say "Your controls", explicitly transferring control to him so he KNEW she would keep away and let him fly the emergency. That's the situational awareness and discipline that the last 4 years have given you. That just can't be taught, it's experience. Brilliant.
Yes, it is also remarkable reaction from the student pilot quickly recognizing what to do in a moment you could easily panicing. It would be interesting to know the cause for the emergency - something wrong with the engine obviously? But could it have to do with the previous exercices and mechanical stress or was it just a random coincidence?
Good job! Many years ago I was taking an aviation science class (ground school, really) and the instructor was going over engine-out procedures. He emphasized keeping the "eyes outside the cockpit" looking for potential landing spots, in case the engine would not restart. One of my classmates asked "what if it is at night and you can't see the ground". The instructor, Dr. Spradlin, said that if the landing lights work, turn them on. When the ground comes up into view, if you don't like what you see turn the lights off. Everyone laughed except Doc. I asked if he was serious and he said yes. "At that point, you have done everything you can do, there is no point in worrying yourself about something over which you have no control". I have never forgotten that lesson.
Yup I’m a student pilot in Canada and my very first ground school instructor started off training in the Thunder Bay Area, she said the exact same thing to my class because the only thing around there is trees. The whole class thought she was joking but after she explained it made a lot of sense and it’s something that I will always remember
@@icypolar2294 fellow canadian!! we had to do little game plans for if we had to land in a thunder bay area forest as well lol. like- congrats you've landed, now what?
It's funny, when I did my night rating an instructor told me that line too. I seriously thought he was kidding, but I can now see how the trick would be useful :)
Had 4 engine failures before in day time and partial power loss at night time. Made the runway every time, the key is to stay calm and fly the plane. Safe the plane and then the occupants will be safe. Make sure you carry your calmness and professionalism over to your students. Well done Matt, you handled it with great professionalism and your student was very calm and had all her confidence in you. That is what a real instructor is made of.
For her, it probably is a blessing in disguise. Crucial training there. Better to happen with your instructor for the first time than alone. Good job returning to the field and acing that landing dude. And I loved how calm she kept herself as well.
The instant assessment and crystal clarity are what I note here. You can't fake that, and I think he realized, freaking out would not help the situation, of which he had seconds to act, most of which had already passed. She was good too, because she just backed off, realizing there was nothing she could, and by not freaking out herself, greatly aided in keeping the situation under control. Training, survival and instincts. This is why we drill.
I'm a long since separated U.S. Air Force aviator, and I can say without a doubt that I would fly with that young man any day anytime! Very very well done!
If there's an instructor that I'd trust to teach myself, itd definitely be that guy. He was so calm and professional acting. That kind of demeanor is what makes for a real world- class teacher! Hats off to my new hero! Great job!
I had a similar situation as a student pilot. Unfortunately, my instructor was not on board when it happened to me. It was my first solo cross country trip. Luckily, I was downwind. I was at a different airport than I left from and my rpms started to decrease on their own and the engine started to sputter. I managed to round out my base leg and cut into short final all in one maneuver and safely got the plane on the ground.
That applies to the Nursing field also. It's the Nurse who saves your life. Not the MD. He is only there once a day for maybe 10 minutes but the Nurse is with the patients 12 hour shifts and can see before hand if a person all of a sudden changes and to notify Secretary to Notify the MD while you start a code. You have to remain calm especially if family is around but same time react quickly.
What a great CFI! She is Fantastic student as well being able to recognize an issue and immediately let the instructor handle the situation. Recently watched a video from KY where the CFI was on Snapchat demeaning the student & his arrogance got them killed when he navigated them into bad weather, crashing & killing both souls. What a stark difference! Good job you guys!! 👍🏼✈️
I appreciated watching this. As pilots, we all know an emergency can happen but really don't ever expect it to. Guy handled it like a champ. I still remember being told by my instructor that if you ever lose power in a takeoff... any landing you can walk away from is a good one... whether in a field, road or the runway.
I lost a friend to a similar mishap...about 12 years ago all the local ultralight 2-stroke Rotax drivers thought a little alcohol in their fuel was the enemy, and all went to this one non-ethanol supplier a couple towns away. Simultaneously they all had engine problems and refused to blame the fuel. Symptoms were little metal balls forming on the spark plug tip, and about 50% loss of power on takeoff right over the end of the runway. Guy in question just filled his tank, so was a bit heavy, and lost power on climb out, instead of getting his nose down immediately he hesitated, he didn't like the greenhouses directly ahead, and flat stalled. Landed and burned literally a hundred feet off the runway. I owned at that time an identical aircraft, I practiced for hours right after, because I couldn't believe what happened, he wasn't just an ultralight pilot, he had his fixed wing rating. I shut that engine off at every portion of takeoff and pattern, landed without problem. Probably scared a few drivers and farmers locally but hey. They always say never try and turn back on climbout. I say bullshit, if you have enough altitude and have the sense to maintain plenty of airspeed to take you through a (higher stall speed) turn, why not? It was his best option. Rest in peace.
Also if you ever think your going to run off the end of the runway you need to create as much drag as possible to slow you down so don’t be afraid to kick those doors wide open and use them as a brake. I’ve had to do that before on a short runway and it works like a charm!
As a 37 years major airline captain, I am so impressed with this CFI . You are definitely in the right career. Excellent airmanship. And she is also a great student. Aim high you both!!!
Having immaculate response and nerves of steel within the emergency itself but still showing that it shook you after is great. At the end of the day it is your life if something goes wrong up there and the way you two handled it was perfect.
I had my first emergency around 100 hours in. 172 on final, engine died out of nowhere. My first though was "Did I pull the mixture?" Nope. Immediately gave the controls to my instructor and he landed us safely. Could've happen anywhere in our route, thankfully it was on final. Right spot, right time. Having a real emergency really opened up my eyes to the risks we take. As mentioned in the video, it made me prepare every future flight in a better way. I totally relate to that shaking leg feeling!
This instructor hit it on the nail he says you can practice and practice for an emergency but when it really happens you don't know how you will react so very true but this instructor did what needed to be done to get them both down and safe. When the instructor said thank you Jesus the look on Kim's face was just blank and she was just word less. Kim your in the hands of a very sharp flight instructor that was phenomenal what he did.
Going by the clock, it seems that 5 seconds after the problem was noticed, matt has already made up his mind to declare the emergency, and stuck with it, good job on the entire thing both of you.
Your demeanor and professionalism is incredibly impressive. Also a good ad for your flight school really. 30 year vets in avionics i think wouldn't have this kind of calm.
What can we say? Perfection doesn't exist, but this was a spot on perfect reaction to an emergency situation. You kept your cool and that is the basics to handle such situations!
Wow, that was intense! You couldn’t ask for a more important piece of training. We, as pilots and students, constantly get challenged by our instructors. To have the instructor challenged while training is another thing all together. Kudos to all involved! Congrats to Kim on not freaking out, and amazing job by the instructor to land the wounded aircraft. Again, you couldn’t ask for better! So excited to see the next video in this great series.
Great instructor. Now he's even better pilot and instructor. He can stay that's " I've been there and done it ". Both have learned something with this flight.
Congrats to the instructor, she’ll be one of the best prepped students ever…cannot believe that they made the impossible turn glad both are safe….so glad
When I see two wonderful, intelligent, resourceful and brave young people like this working together, it reminds me that this world is a good place. And it always will be.
I had exactly the same experience on my second student solo at approximately 14 hours logged. Fortunately having a father who was a commercial pilot and a good instructor all went well. I admit to telling myself several times "just fly the plane to the runway using the power available. That was almost 40 years ago and is still a vivid memory.
Airplanes glide well, you have lots of options. Compared to a helicopter. You can land a helicopter anyplace you want....as long as it's right beneath you.
One of the things I noticed when she was flaring during her unstable approach, on go around she dumped all the flaps back out which is probably the cause of the nose dropping and not continuing a climb. Very important to maintain airspeed on climb out and not to configure your flaps until you have a positive rate and an increase in airspeed.
Yes, exactly. I was wondering about that as well. They didnt mention this is the post briefing, but it is a lesson she needed to learn for future missed landings and go arounds.
Absolutely agree… and never dump all flaps in one go - build speed/attitude, check speed, dump some flap and continue this process until attain zero flaps speed. There is a very generous white arc for flaps in training aircraft.
On some older 172 models, you can put flaps to 40 degrees. At higher density altitudes, this makes it almost impossible to climb, so I was always taught to add power, forward pressure to maintain level, carb heat off, and immediately raise flaps to 20 degrees, if they were set to 30 or 40. Then establish above 60 knots and a positive rate. Then incrementally flaps to 10, then full up, maintaining no less than 60, and positive rate the entire time. I was trained in central alberta, where most airports are between 3000 and 4000 AMSL, with higher density altitudes on most summer days.
Great job, instructor and student both. I was just watching another video where a condecending instructor seemed to do nothing but berate his student and both ended up getting killed in a storm they should never have flown into. You handeled this professionally and remained calm through out the ordeal.
Wow what a talented flight instructor, now that Sully has retired, we need these kind of pilots who come up from below. Respect! Greetings from Gothenburg, Sweden!
The “where am I going to go when the engine question on takeoff” was one of the first things my instructor mentioned to me in the flight portion of my training. In over three thousand hours, that has saved my life four times. In each scenario land straight ahead was not an option. I was always high enough to safely make it back to the airport. Twice I put it in the grass. All four airplanes were back flying again in a few days with no damage. While flying VFR I am always looking where I am going to put the airplane when the engine quits. I say when, because chances are, if you fly enough, it will happen. The powered plane then becomes a very draggy glider. If you plan for it, it won’t be an issue.
@@M4TTFPV I was taught that concept from the very beginning. Engines are complex mechanical operations, they will fail, expect it. In a car, you can pull over. In a plane or boat things get interesting. I prefer to sail on water. However if you want to go far by air, you are going to have to plan for the worst.
@@Av8or7 Same; commented above. Only ever flown rotary and we (English) were all about business by the numbers. No idle chit-chat 'cause aviation kept us busy enough. Maybe it's a generation thing . .. . .
Talking about the incident is very therapeutic...it gives you the opportunity to "decompress" the stifled fear you had during the incident. I could see from the frozen position of your eyes as you talked that you were on continuous loop review in your mind. Your breathing was even pausing as you recalled the incident as if you were right there again. This is how you master your emotions along with your skills. The humor helps you release the tension. Good work! You forever be looking for a place to land now.
Great editing to capture the story Kris. The way aircrafts in the pattern broke off and even made a prompt radio call advising the runway was clear was amazing to see, kudos to everyone in that situation!
Beautifully done throughout. Grace under pressure. No hesitation, no time wasting denial that the situation isn't serious... simple correct decisive action at every juncture plus perfect control of the aircraft -- and the plane goes to maintenance and the pilots go home all without a scratch. A moment of panic, indecision, and a flying mistake... and it could end differently. Bravo to the Instructor. I hope his student remembers him at Christmas.
As far as I can discern, he seems like a great instructor. I’m happy that she had that experience and will be the better for it. I hope they both have many great years of fun and safe flying ahead of them.
great pilotage, both student and instructor. The student at that stage in her training demonstrated a level of awareness of what the airplane was doing and a calm that was amazing. Also the lead up to the engine issue shows how problems build in problem flights I wonder if the issue getting down on that approach had anything to do with the engine as well. Both pilots handles the emergency perfectly... meaning they walked away and can use the plane again.(once the engine is fixed).. so perfect....
This is a real eye-opener and a testament to the instructors own training, quick thinking and attention to detail. It blew my mind to see it in real time. The fact that from detection of the issue, to wheels on the ground, was less than one minute. Amazing!
I don't have much to do with aviation apart from recently playing and getting somewhat in to MSFS, however I got to say I am glad you both made it back to land safely, well handled by both of you. all the best from England.
man.... his prompt actions and composrue...was amazing... being a fighter pilot for 14 years... i can clearly say that this guy kept his nerve completely under control..Respect and appreciation
Kim seems a very talented pilot-in-training, and has enough self-confidence to share her worries when she encounters problem areas / days. Matt (I think that's the name) has both the technical experience as instructor pilot, but also has an insight into the personality of his students. Then, when this happened, they both rose to the top of their respective positions: Kim physically and verbally passing control to instructor at the first sign of trouble, and Matt making superb decisions on the emergency landing. What a great video this is.
What an excellent de-brief for all of us to learn from. Scary, worst possible time for a sputter, engine failure, but it was handled perfectly by both the student and the instructor.
The instructor he is really good, he tried different ways to cheer Kim up, and encourage her, and tried to help her overcome the fear of power off stall
Great job, great professionalism, superb recovery, all in under a minute. That's how quickly things can go from great, to sh*t going sideways, to a safe landing. Any landing you walk away from is a bonus. You stuck to the two unviolatable rules of flying: Aviate, navigate, communicate. Always make sure the number of landings equals the number of take-offs.
I've had three engine emergencies like this one in three different airplanes. You handled this really well. Much better than I handled my first engine emergency. I actually froze up for about 15 seconds on my first emergency and then kicked myself in the ass to go through my ABCD's and "floor-to-door" checklist. The second two went really well because of that first one. Because you've had this experience, you're going to carry it with you forever and you'll ALWAYS be planning for emergencies on all phases of flight. When it happens again, and it will happen again, it won't be a surprise to you. Good job.
@@philconey11 The 200 AGL was a partial. So, did you turnback or turnaround the airport after climbing some more. I did a turnback from 400 agl on initial climb in 2003. I learned turbacks from the CFI in YT channel named Emergency LowManeuvering. He is an expert on them since the 1990's.
One cool customer. Some people go their whole lives without knowing what they would do when called to action in a dire situation; he got the benefit of finding out early. This guy can now continue in his career knowing that he can rely on himself when it counts the most.
Great episode! Just love how quick both Kim and her instructor reacted…calmly and professionally. Fantastic training and a good reminder to always be prepared for an engine failure…
First, I'm a "retired" student pilot from 20 years ago never getting my check ride (9/11 closed school, money dried up, etc.) but I did solo and do some cross country. Second, I did go into the weeds once on one of my landings w/o hurting AC, just ego! This was so well filmed in that the viewer gets very drawn in so much so that even MY heart rate went up (Fitbit!) and even shook a bit in MY chair! I have over 150 landings in my logbook so I know exactly what a proper approach/landing looks and feels like in a C172R. You Sir, should feel very proud of how you handled that. I first thought that "they are going to have to land off airport because you NEVER turn back when you lose power. (Right?!)" and then on approach, "well he's long and fast so they may go off the end but they'll be ok" and then you pulled it off, a tribute to the CFI that trained you and your reflexive skills that you brought to bear. Bravo! Thank you for sharing this real life experience with all of us. Be safe and keep the blue side up!
I know nothing about aviation, but if I were learning I would love to have such a calm and cool instructor. I would also like to give the student props as well. In the heat of the moment she to remained calm. She handed over control and remained calm as he took control.
13:17 and that is why Sully was able to land an Airbus A-320 into the Hudson River. Always thinking about contingencies, and the "what ifs". Great job!
I had nearly the same experience about 40 years ago, during flight training in a 152 with a retired Air Force Lt. Colonel (former FB-111 pilot) as my CFI, at an uncontrolled field in Maine in winter. Engine started to lose power as soon as I rotated. He took control and did almost exactly the same thing (left 180, downwind landing). Slight complication was the airplane taking off behind us, but he saw us and turned right to avoid us. On the ground, runup was fine, mags were both good, no problem. My instructor had me get out and did a takeoff run. As soon as he rotated, the engine lost RPM again, so he put it back down, and taxied it to the hangar. They checked it over carefully later and found no problems except a small amount of water in the carburetor. Their theory was that the water froze into a block of ice that, when we rotated, slid back and blocked the fuel port. It would be interesting to know what the engine problem was in this case. Anyway, great job by both of you. It's not something you will ever forget.
The first thing I thought of, when watching the video, and hearing about the engine losing power was "carburetor heat". After finishing the video I decided to see if anyone had mentioned anything in the comments about "carburetor".
That was impressive. I had an engine sputter, briefly, while I was VFR on top once but that doesn't compare to to this event. And it was handled so well by both Kim and her instructor. Well done!
The best video of the series, so far. AN excellent CFI and an excellent student pilot, each doing exactly the right things at the right time. You can both file this experience under the heading "I learned about flying from that". Well handled.
Great job being alert to trust your CFI, Kim!! Haven't had any emergency myself (but I have only about 220 flight hours so far), and hope I never do, but I "chair-fly" such events quite often and study them via videos like this, besides practicing emergencies in lessons and occasionally on my own (safely, of course).
Hey James, I have a cpl mel inst, and around 1200 hours. Great job chair flying. So find you a flight school that has a good sim and go practice engine outs in all phases of flight even at cruise. If you ever get your mel, you will live in the sims. My insurance makes me go to school once every year and it is all sim, but I go another time or 2 on my own. You can never have too much training. Sims allow you to experience things that you cant simulate in the plane. I have lost 3 engines and I know there will be more. Just need to be ready.
@@montemenasco8584 Thanks for the advice! My flight school (Dragonfly Aviation) does have a sim, as well as a DA42 (Twin), which I hope to someday learn on and get my ME. But first, I'm told, I should finish getting my Instrument, and then consider whether I should get my Commercial. (I don't plan on making $$ from flying; am enjoying it as a hobby, but I'm told there are advantages to having a Commercial rating, especially just learning how to be a better pilot.) Ever since I came out of "semi-retirement" and got a job last November, my training has slowed to a crawl, but it's more affordable now, lol!
@@jcburleigh I totally agree. Instrument first and the cpl is the easiest check ride you will ever have and it is a lot of fun. If you ever buy an airplane it will save you $$$ on insurance too.
Handled perfectly by both the instructor and the student. Nobody paniced, the situation was assessed, handled and all ended well due to their actions. Fantastic job, you have a new subscriber.
Just about a minute of elapsed time. That really should bring home the importance of quick and decisive action. Good job to both of you. I'm impressed.
Hi, Amazing. My one and only emergency was shortly after I got my license. I had moved my plane from an uncontrolled field to a controlled one and was getting used to the new airport. I was flying my Comanche 250. I took off, started my departure, and the plane started to shake like mad. Wasn't sure what was going on, but knew there was a good chance the engine wasn't going to work very long. Turned around and told the tower I need to get back in. I was shocked to reality when the controller asked, "Are you declaring an emergency?" That was when I knew it was real....and I said, "Yes". Saved as much speed and altitude as I could and came in hot. Had a long runway, and got it down much like you did. Turns out I had a recent annual and they must have tightened one spark plug too tight and the bottom half broke up inside the cylinder. Each time the piston came up it was mashing the metal. Scary, and yes the learning experience that this is real, was not a bad thing. I'd love to know what happened to the plane. What caused the engine to do what it did? Best regards, Dennis Miller Anthem, AZ
Had my checkride in a 152 with a severely overweight examiner one Christmas eve, was like 4:00 pm right before dusk. Had me do a weight and balance, we were way over, said I'd go half tank of fuel, he said I'm glad you ran the numbers, and yeah, we're still overweight and chuckled. I understand my ride was end of his checkride career, his belly literally interfered with the controls. Great guy though. He had me engine out over a field, and I said ok, we got to like 3 feet off the grass, I actually assumed we were landing and continued down calmly. We would have been fine, not sure about taking off in that grass though. He was surprised, went full power at the very last second...rest of the flight was easy.
It could literally be anything from ignition issues, fuel issues, or compression issues. As a mechanic, I'm curious to know as well! I'm betting a misfire for whatever reason, ignition most likely, that dropped 1 or more cylinders.
@@socomon69 Yeah, if the engine was dead I don't think he would've considered it. He was talking about how he saw the engine still was giving partial power and that probably informed his decision making when it came to if the turn was appropriate or not.
This young man is awesome all the way around. I was impressed with his teaching skills and obviously his flying skills. The young lady was just as amazing!! I'm not going to lie, I would have freaked out. I want to take flying lessons, but I can't get over having to stall a plane on purpose.
Just in case you were unaware, it's not the engine stalling. It's just the wings loosing lift for a second. You try an introduction flight and see how fun it is.
Spot on response. Gained control of the aircraft, had a perfect, decisive OODA loop, and communicated your intentions clearly. Also have to give props to the other pilots in the area. 176ME got the message and gave you space, and the other person on the frequency gave you quick, clear info on the runway condition to help you dedicate to your landing. Amazing work.
Totally agree with Clayton's comments. A million years ago, that was one of the first things my 4000 hour flight instructor drilled into me. "Where are you going if the engine quits?" at All Times. "Always be looking for a place to land" during cruise flight. I've only had one engine failure, a frozen Power Cable - Turbo-prop, smoke in the cockpit, and a mid-air in 10,000 hours. Nice job on the video, kudos to the instructor. When flying Gliders, that was always a discussion that was held Before the Flight. At what altitude would we turn back to the runway, where are the winds for direction of that turn, rope breaks, tow plane engine failure,, etc. You only a few hundred feet to make it back to the runway in a glider. Then the hard part is Not running off the other end of the runway as you are most likely landing with a tailwind. Be aware of the Impossible Turn in a piston airplane however. When I instructed for the Bananza Society, we would tell the student, "You are going to reduce the power to idle after reaching 1000 feet on takeoff". So they knew a head of time that this was going to occur eliminating the "Wow Factor". Less than 50% made it back to the runway.
One of the first things an instructor teaches when a student takes the controls is to constantly know where you will land in case of power loss. You may only have seconds to decide.
I remember in chopper training in a Bell 47....instructor said "see that narrow strip of area through the bottom edge of the window? Yeah. Well that's your entire option for landing should we get into trouble. Makes you keep an eye on the ground for landing spots in an emergency. Flying over mountains is a serious seat cushion pucker event for me, at least in a chopper.
![PASSENGER LANDS PLANE After Pilot Incapacitation [ATC audio]](http://i.ytimg.com/vi/9Jy8jpfyiek/mqdefault.jpg)
![PASSENGER LANDS PLANE After Pilot Incapacitation [ATC audio]](/img/tr.png)
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What Happened To The Engine
ua-cam.com/video/fPe7iKxtN8E/v-deo.html
This girl is a keeper. When are you going to commit matrimony?
Love to know what the issue was if it is ok with Sporty’s
Yes, do tell, if you can. What went wrong with the plane? Bad Gas? Loose Wire? Glad everyone is OK and great Emergency Flying, but what was the bottom line issue?
@@peterasher2609 You missed the bling? Otherwise what a fabulous result. One minute and we're on the runway, insane!!!
You are a fantastic instructor.
Dude, 26 year retired Army pilot. Your demeanor and calm approach to the emergency impressed the hell out of me. Plus your instruction technique is spot on. Congratulations and I am subscribed.
Thank you for your kind words and welcome to the channel. Thanks for subscribing.
He was calm because it was fake.
@@NathanWubs wtf why would it be fake
Wube is a nube.
I always wondered how someone flying combat aircraft, especially fast jets, goes from doing that on a daily basis to not doing it. I would be driven to distraction.
This is such a good lesson for pilots on the importance of declaring the emergency as soon as you even think you’re having a significant issue. As an ATC, I’ll have pilots (especially new pilots) try to tell me a whole story about what’s happening, how it MGIHT be an issue, they PROBABLY need to land immediately, and they talk very casually about what is actually a very serious situation. As if they don’t want to make it clear that this is an emergency and need assistance. It took you 6 seconds from recognizing you were losing power to say the words, ‘MAYDAY MADAY MAYDAY.’ That is the way it needs to be done. Those words leave no doubt in my mind that this is an emergency an you get whatever you need. And don’t feel bad about it. Why play games with your life? Because you feel bad about inconveniencing another aircraft? Gimme a break! It’s your life! Just do it, and do it fast! Quick action buys you time, and time buys you options. Respect!
Like everyone else I was very impressed with young pilot and Especially the c f I. I am a new student of flight myself. I appreciate your evaluation. Thank you for taking the time to make these noteworthy comments.
Well, I’ll give u the answer as the why that is exactly the opposite of how pilots are trained. Everyone has heard; aviate, navigate, communicate, the reason why I’m not calling you first in THIS SITUATION, no matter who makes a radio call no matter who has eyes on the aircraft this is coming to an end in a matter of seconds no matter what. That plane would have landed perfectly safely making the turn putting it down on a different runway just as they did without talking to another human being. getting the plane on the ground is first priority and then you can talk to whoever you want so they can be a part of the story later….what’s the alternative??? Do the timing on this video from emergency to touchdown… let’s see if the first thing he did was talk to tower… by the time tower contacted planes on the other runway and he was coming in there would not even be physically time for those people to move out of the way, therefore radio calls don’t matter this is due or die one shot, gravity always wins regardless of who I talk to on the radio this comment is ridiculous!!!!
@@twveachlike everything in this world it always depends. There’s going to be a difference between a commercial airliner and a Cessna trainer when it comes to these incidents, for example in commercial they have pilot flying and pilot monitoring so therefore the pilot flying is working on nothing but keeping the plane in the air during an incident, whilst the pilot monitoring will be handling ATC, going over checklist and looking over instruments, so in that situation pilot monitoring should declare an emergency after any major incident has happened. But that’s all assuming you have height and gliding distance, this vital time would be spent preparing for the emergency where seconds count. But this is different, there’s one pilot, whilst the other no offense to her but at this time is just a passenger and there’s a huge workload dumped upon this pilot to digest, process and react by himself. Don’t mean to disagree with ya mate just wanted to say it can go both ways and depending on the situation is depending what actions or reactions you take. And the young gentleman did a splendid job, hats off to you
Yeah that was awesome.
He never said call first. His whole point was about being decisive and direct. Look at your own statement:
Aviate: He identified a potential major issue and took control.
Navigate: He maintained control and immediately iniated a return to the field.
ONLY THEN did he communicate.
He did not try to diagnose the issue, he did not act indecisive, and he did not hesitate.
And even with short notice, there is a lot that can be done on the ground. A ground stop would prevent any additional traffic. Emergency services can be on standby. Other inbound traffic can be stopped.
Your comment is the ridiculous one.
Hand it to the instructor - that was "Aviate, Navigate, Communicate" compressed into the span of milliseconds. The kid has good instincts, for sure. Kim's in great hands!
Yep!
Hello fellow NCFC fan
This is my flight instructor and he is a good one. I know you're going to see this Matt.
@@RatKing-wx1mp You are also in good hands Matthew. I won't wish you "good luck" I'll wish you "good training."
Kudos to the other pilot as well. Paying attention, recognizing the situation, and calling that they were breaking off the pattern so they knew there wouldn't be any conflict.
18000 flying hours under my belt and I have to say, this young man is an amazing instructor, Who could ever fail with him teaching!!! Well done that man
Damn jim I want you on my next flight
Ahhh I got my fourth flight at 6 am in 29 hours as you can tell I'm not excited at all :)))
@@808_murda2i hope it went well 🫶🫶
Challenge accepted!
18,000 flying harses under your belt? Dont understand that. English is my third language. 20 years old student.
That slip maneuver was damn impressive. Amazing pilot and instructor!
Forward slips become second nature, so much so, that I use them all the time, they're a blast to ride down sideways and grease the end of the runway. Can land my STOL plane now in like 300 feet.
For sure...
This kid seems like an amazing teacher. Just the few things he said and did even prior to the emergency were super impressive. He’s got a great future ahead of him.
And he's only going to gain more experience and get better! He has a very calm demeanor and that's exactly what I'd want as a student.
Very reassuring when she did something well and quick to give her recognition. Might not seem like much but I'm sure students learning appreciate being recognized and will accept criticism easier when it comes dye to it without losing a love for flying or growing frustrated.
Yea the kid needs to join the military and get a jet job
@@jimsteinway695I’m sure he’s fine where he is.
@@BertRedd in the military he’d accelerate his career and be an excellent pilot in 1/4 the time it’s takes to do the same thing on the outside. The reason the US has the best airline pilots is because most are 4x military. Nobody gives kids the responsibility that the military does, where can you go fly an F16 outside the military. Your aviation ambition is average
I love the fact that the instructor realizes that there is always something new to learn. He turned the emergency into a teaching experience and that is the mark of a great teacher.
“You can train for an emergency as much as you want. You don’t know what’ll happen when it occurs.” As a fire service Instructor, no truer words were ever spoken. After every fire incident, preferably before we leave the incident scene, we take a few minutes to talk with the first in crews. We discuss their actions, decisions that we made, and the outcome. We reinforce the things we did well and try to learn and share those things that did not go well.
This instructor has the ability to share, learn, and grow, both within himself and with his student. I agree with the others in this thread. She is in good hands!
Spot on!!!
@Tom Davis yes you can do it "as much as you want". But some preparedness is better than none at all.
You can see in his eyes during the interview that this really stressed him out. You can see on his face during the situation that he had nerves of steel. Great job buddy.
ye most ppl arent stressed about a stressful situation until after its passed
@@vincenzofranchelli2201depends on the person! People can have very different responses to stress. This guy’s response is to fly like he was born with wings.
I'm impressed at how fast she was aware of the issue.
bro..
Not only props to Matt and Kim for how they both handled this, but props to the other flyers out there who all went from a normal group in the pattern to "You're in trouble, the field is yours, and we'll get out of the way and be ready to help".
Very well said.
Props? No pun intended.
Actually she is super lucky, because she got to experience a real emergency with a competent pilot to lean on. Something that very few people ever get to experience. I was fortunate that I was with my dad who is a 40 year veteran pilot when I experienced 2 emergencies and now I know I can handle just about anything. Hats off to how you both handled this!
The fact that he slipped the hell out of the 172 after that emergency, managed to align the Cessna on the runway and even buttered it makes all this even more awesome. What a CFI. He surely has the right instincts and all the skills in the world. Kim is in really good hands I reckon.
yea for sure... had that have been me i probably would have dumped it in the grass lol
He did very good.
The key was that he knew he was getting “some” power and that enabled him to do the 180 without even thinking. I live in West Texas with crazy winds and we use slips all the time to allow us to keep higher than normal speed on final. Great Job and yes it does happen. I have had 1 total engine loss and 1 partial in singles, and 1 total loss in a twin. The twin engine loss after take off at 1000 ft agl was so business like and such a non event. I love my twins.
@@montemenasco8584 kmdd?
I've crabbed more than 1 plane in... but I was going downwind, not UP! That was a great landing all things considered.
massive respect to the instructor who got where he is so young.
Standard. First job they get to get their hours up before they can get a commercial carrier
That's a really good point at the end about the importance of the student doing nothing. She didn't do erratic control inputs. She didn't scream, or cry. She just gave full faith to her instructor and let him do what he needed to do. Brilliant from both pilots.
He’s young but seems very professional, skilled, great instruction, calm.
So far Kim has learned stalls, slow flight, landings, an ACTUAL emergency, what’s next? This is a fantastic series.
At the rate she’s going I believe she’s scheduled for a solo landing at O’Hare lol
Tune in next week when Kim requests permission to buzz the tower, gets denied but, buzzes the tower anyway with "danger zone" broadcasting over her comms.
What a lesson :-)
Start to learn to navigate by ifr, , an invaluable skill best learned early so you don’t get Disorientated flying through low clouds such as when a rainy day .
@@ram64man is that not part of standard training? I know my instructor back in the early 90’s taught me that for my private, VFR certificate. Of course, he also taught me how to do spins and stalls, something I’ve learned on UA-cam isn’t done for most people. So maybe he just did a lot of extra training, idk. But he did teach me how to fly under the hood reliably. And you’re right, it was helpful for unforeseen moments.
I made this comment on the teaser video, and Matt explicitly confirmed it here... the BEST thing that Kim did was to immediately take her hands away from the controls and then within seconds (3, to be specific), say "Your controls", explicitly transferring control to him so he KNEW she would keep away and let him fly the emergency. That's the situational awareness and discipline that the last 4 years have given you. That just can't be taught, it's experience. Brilliant.
🍪 this is for you
Yes, it is also remarkable reaction from the student pilot quickly recognizing what to do in a moment you could easily panicing. It would be interesting to know the cause for the emergency - something wrong with the engine obviously? But could it have to do with the previous exercices and mechanical stress or was it just a random coincidence?
Good job!
Many years ago I was taking an aviation science class (ground school, really) and the instructor was going over engine-out procedures. He emphasized keeping the "eyes outside the cockpit" looking for potential landing spots, in case the engine would not restart. One of my classmates asked "what if it is at night and you can't see the ground". The instructor, Dr. Spradlin, said that if the landing lights work, turn them on. When the ground comes up into view, if you don't like what you see turn the lights off. Everyone laughed except Doc. I asked if he was serious and he said yes. "At that point, you have done everything you can do, there is no point in worrying yourself about something over which you have no control". I have never forgotten that lesson.
Yup I’m a student pilot in Canada and my very first ground school instructor started off training in the Thunder Bay Area, she said the exact same thing to my class because the only thing around there is trees. The whole class thought she was joking but after she explained it made a lot of sense and it’s something that I will always remember
@@icypolar2294 fellow canadian!! we had to do little game plans for if we had to land in a thunder bay area forest as well lol. like- congrats you've landed, now what?
It's funny, when I did my night rating an instructor told me that line too. I seriously thought he was kidding, but I can now see how the trick would be useful :)
NEVER GIVE UP EVEN IF YOU THINK THERE IS NOTHING ELSE YOU CAN DO! FIGHT UNTIL YOU'RE OUT!
@@driversteve9345 I like that... try and fail and not failing to try...
That slip maneuver was damn impressive. Amazing pilot and instructor!. I'm impressed at how fast she was aware of the issue..
He nailed the number one rule.. In an emergency always, “fly the plane” .. great job ..
Had 4 engine failures before in day time and partial power loss at night time. Made the runway every time, the key is to stay calm and fly the plane. Safe the plane and then the occupants will be safe. Make sure you carry your calmness and professionalism over to your students. Well done Matt, you handled it with great professionalism and your student was very calm and had all her confidence in you. That is what a real instructor is made of.
wow. the chances of having 5 engine failures is insane. Glad you are here to tell us about this, it’s very important to learn from others experiences
Just have to ask? Who’s your maintenance guy? Lol.
@@stuntmanstu1 yup
What do you fly, a Sopwith Camel?
@@kippersmcgee4272 not the same plane and over a course of 20 years, and being a test pilot.
For her, it probably is a blessing in disguise. Crucial training there. Better to happen with your instructor for the first time than alone. Good job returning to the field and acing that landing dude. And I loved how calm she kept herself as well.
Great experience as well to show that in that situation it can still be under control and that the procedures taught actually work.
The instant assessment and crystal clarity are what I note here. You can't fake that, and I think he realized, freaking out would not help the situation, of which he had seconds to act, most of which had already passed. She was good too, because she just backed off, realizing there was nothing she could, and by not freaking out herself, greatly aided in keeping the situation under control. Training, survival and instincts. This is why we drill.
They did amazing!!
Damn. Came in at funky angle with reduced power and adrenaline pumping, yet he still buttered that bread! Nice job to both of you
I'm a long since separated U.S. Air Force aviator, and I can say without a doubt that I would fly with that young man any day anytime! Very very well done!
Great and deserved compliment, especially from an Air Force aviator. Thank you for protecting our country.
If there's an instructor that I'd trust to teach myself, itd definitely be that guy. He was so calm and professional acting. That kind of demeanor is what makes for a real world- class teacher! Hats off to my new hero! Great job!
I had a similar situation as a student pilot. Unfortunately, my instructor was not on board when it happened to me. It was my first solo cross country trip. Luckily, I was downwind. I was at a different airport than I left from and my rpms started to decrease on their own and the engine started to sputter. I managed to round out my base leg and cut into short final all in one maneuver and safely got the plane on the ground.
Wow! Glad it worked out.
Sounded really scary 😨 especially as a new pilot 😳
What ended up being the cause?
@@socratesatmatzidis2222 Not sure. It may have been ineffective carb heat causing some ice crystal buildup in the carburate.
Talk about quick and serious learning experience!
This is an extremely bright and confident young man. How awesome. What a way to validate that you have to train and be prepared and no hesitation.
Thinking clearly under pressure and reacting without hesitation will save you. In many aspects of life. Great job.
That applies to the Nursing field also. It's the Nurse who saves your life. Not the MD. He is only there once a day for maybe 10 minutes but the Nurse is with the patients 12 hour shifts and can see before hand if a person all of a sudden changes and to notify Secretary to Notify the MD while you start a code. You have to remain calm especially if family is around but same time react quickly.
What a great CFI! She is Fantastic student as well being able to recognize an issue and immediately let the instructor handle the situation. Recently watched a video from KY where the CFI was on Snapchat demeaning the student & his arrogance got them killed when he navigated them into bad weather, crashing & killing both souls. What a stark difference! Good job you guys!! 👍🏼✈️
Great job guysss.. I just had my first solo and almost crashed on the first attemp.. had to go around for a second time and thankfully made it saved 💕
wow, i hope you recovered from that experience quickly
It seems the engine was working fine
Congratulations.. how are things going now
This video is not about first solo. It is about EFATO Turnbacks partial power he did. Different subject.
@@CFITOMAHAWK He didn't say the video was about solos, he just wanted to share a close-call experience he had, nothing wrong with that
I appreciated watching this. As pilots, we all know an emergency can happen but really don't ever expect it to. Guy handled it like a champ. I still remember being told by my instructor that if you ever lose power in a takeoff... any landing you can walk away from is a good one... whether in a field, road or the runway.
I lost a friend to a similar mishap...about 12 years ago all the local ultralight 2-stroke Rotax drivers thought a little alcohol in their fuel was the enemy, and all went to this one non-ethanol supplier a couple towns away. Simultaneously they all had engine problems and refused to blame the fuel. Symptoms were little metal balls forming on the spark plug tip, and about 50% loss of power on takeoff right over the end of the runway. Guy in question just filled his tank, so was a bit heavy, and lost power on climb out, instead of getting his nose down immediately he hesitated, he didn't like the greenhouses directly ahead, and flat stalled. Landed and burned literally a hundred feet off the runway. I owned at that time an identical aircraft, I practiced for hours right after, because I couldn't believe what happened, he wasn't just an ultralight pilot, he had his fixed wing rating. I shut that engine off at every portion of takeoff and pattern, landed without problem. Probably scared a few drivers and farmers locally but hey. They always say never try and turn back on climbout. I say bullshit, if you have enough altitude and have the sense to maintain plenty of airspeed to take you through a (higher stall speed) turn, why not? It was his best option. Rest in peace.
Also if you ever think your going to run off the end of the runway you need to create as much drag as possible to slow you down so don’t be afraid to kick those doors wide open and use them as a brake. I’ve had to do that before on a short runway and it works like a charm!
Ayeeeee i never thought of that!!!!!
That is a great idea!
But by maximizing the drag do we risk to stall ? (I’m learning)
@@kumo3425 If you have landed, stalling is not a factor.
@@kumo3425 he basically is saying to use the doors as a spoiler like the jets
As a 37 years major airline captain, I am so impressed with this CFI . You are definitely in the right career. Excellent airmanship. And she is also a great student. Aim high you both!!!
Having immaculate response and nerves of steel within the emergency itself but still showing that it shook you after is great. At the end of the day it is your life if something goes wrong up there and the way you two handled it was perfect.
I had my first emergency around 100 hours in. 172 on final, engine died out of nowhere. My first though was "Did I pull the mixture?" Nope. Immediately gave the controls to my instructor and he landed us safely. Could've happen anywhere in our route, thankfully it was on final. Right spot, right time.
Having a real emergency really opened up my eyes to the risks we take. As mentioned in the video, it made me prepare every future flight in a better way.
I totally relate to that shaking leg feeling!
This instructor hit it on the nail he says you can practice and practice for an emergency but when it really happens you don't know how you will react so very true but this instructor did what needed to be done to get them both down and safe.
When the instructor said thank you Jesus the look on Kim's face was just blank and she was just word less. Kim your in the hands of a very sharp flight instructor that was phenomenal what he did.
Going by the clock, it seems that 5 seconds after the problem was noticed, matt has already made up his mind to declare the emergency, and stuck with it, good job on the entire thing both of you.
That amount of decision-making in that short of a time span is still incredible even after knowing what happens
Your demeanor and professionalism is incredibly impressive. Also a good ad for your flight school really. 30 year vets in avionics i think wouldn't have this kind of calm.
What can we say? Perfection doesn't exist, but this was a spot on perfect reaction to an emergency situation. You kept your cool and that is the basics to handle such situations!
Wow, that was intense! You couldn’t ask for a more important piece of training. We, as pilots and students, constantly get challenged by our instructors. To have the instructor challenged while training is another thing all together. Kudos to all involved! Congrats to Kim on not freaking out, and amazing job by the instructor to land the wounded aircraft.
Again, you couldn’t ask for better!
So excited to see the next video in this great series.
Both you and I are chomping at the bit! She is doing great!
Great instructor. Now he's even better pilot and instructor. He can stay that's " I've been there and done it ". Both have learned something with this flight.
Congrats to the instructor, she’ll be one of the best prepped students ever…cannot believe that they made the impossible turn glad both are safe….so glad
When I see two wonderful, intelligent, resourceful and brave young people like this working together, it reminds me that this world is a good place. And it always will be.
Matt is despite his young age an exceptional instructor!
Hats off to you!
/An old CFII
Wow - great job Matt to get the plane on the ground and stable. Kudos to Kim for being calm during the moment... and I'm glad you're both safe.
I had exactly the same experience on my second student solo at approximately 14 hours logged. Fortunately having a father who was a commercial pilot and a good instructor all went well. I admit to telling myself several times "just fly the plane to the runway using the power available. That was almost 40 years ago and is still a vivid memory.
Airplanes glide well, you have lots of options. Compared to a helicopter. You can land a helicopter anyplace you want....as long as it's right beneath you.
One of the things I noticed when she was flaring during her unstable approach, on go around she dumped all the flaps back out which is probably the cause of the nose dropping and not continuing a climb. Very important to maintain airspeed on climb out and not to configure your flaps until you have a positive rate and an increase in airspeed.
Yes, exactly. I was wondering about that as well. They didnt mention this is the post briefing, but it is a lesson she needed to learn for future missed landings and go arounds.
Absolutely agree… and never dump all flaps in one go - build speed/attitude, check speed, dump some flap and continue this process until attain zero flaps speed. There is a very generous white arc for flaps in training aircraft.
On some older 172 models, you can put flaps to 40 degrees. At higher density altitudes, this makes it almost impossible to climb, so I was always taught to add power, forward pressure to maintain level, carb heat off, and immediately raise flaps to 20 degrees, if they were set to 30 or 40. Then establish above 60 knots and a positive rate. Then incrementally flaps to 10, then full up, maintaining no less than 60, and positive rate the entire time. I was trained in central alberta, where most airports are between 3000 and 4000 AMSL, with higher density altitudes on most summer days.
@@zacharytaylor190 yeah, flaps 30 and flaps 40 don't provide much extra lift compared to flaps 20 so you can always go to 20.
Great job, instructor and student both. I was just watching another video where a condecending instructor seemed to do nothing but berate his student and both ended up getting killed in a storm they should never have flown into. You handeled this professionally and remained calm through out the ordeal.
Wow what a talented flight instructor, now that Sully has retired, we need these kind of pilots who come up from below. Respect! Greetings from Gothenburg, Sweden!
The “where am I going to go when the engine question on takeoff” was one of the first things my instructor mentioned to me in the flight portion of my training. In over three thousand hours, that has saved my life four times. In each scenario land straight ahead was not an option. I was always high enough to safely make it back to the airport. Twice I put it in the grass. All four airplanes were back flying again in a few days with no damage. While flying VFR I am always looking where I am going to put the airplane when the engine quits. I say when, because chances are, if you fly enough, it will happen. The powered plane then becomes a very draggy glider. If you plan for it, it won’t be an issue.
videos? I had to do one in 2003. But had no cameros on.
Interesting how you worded that, not IF my engine quits, when. You are subconsciously training yourself to expect it any time. Perfect.
@@M4TTFPV I was taught that concept from the very beginning. Engines are complex mechanical operations, they will fail, expect it. In a car, you can pull over. In a plane or boat things get interesting. I prefer to sail on water. However if you want to go far by air, you are going to have to plan for the worst.
@@Av8or7 Same; commented above. Only ever flown rotary and we (English) were all about business by the numbers. No idle chit-chat 'cause aviation kept us busy enough. Maybe it's a generation thing . .. . .
Soooo often people forget to turn their fuel valve on. Much like forgetting to deploy the landing gear. So many distractions.
Talking about the incident is very therapeutic...it gives you the opportunity to "decompress" the stifled fear you had during the incident. I could see from the frozen position of your eyes as you talked that you were on continuous loop review in your mind. Your breathing was even pausing as you recalled the incident as if you were right there again. This is how you master your emotions along with your skills. The humor helps you release the tension. Good work! You forever be looking for a place to land now.
Great editing to capture the story Kris. The way aircrafts in the pattern broke off and even made a prompt radio call advising the runway was clear was amazing to see, kudos to everyone in that situation!
Beautifully done throughout. Grace under pressure. No hesitation, no time wasting denial that the situation isn't serious... simple correct decisive action at every juncture plus perfect control of the aircraft -- and the plane goes to maintenance and the pilots go home all without a scratch. A moment of panic, indecision, and a flying mistake... and it could end differently. Bravo to the Instructor. I hope his student remembers him at Christmas.
As far as I can discern, he seems like a great instructor. I’m happy that she had that experience and will be the better for it. I hope they both have many great years of fun and safe flying ahead of them.
great pilotage, both student and instructor. The student at that stage in her training demonstrated a level of awareness of what the airplane was doing and a calm that was amazing. Also the lead up to the engine issue shows how problems build in problem flights I wonder if the issue getting down on that approach had anything to do with the engine as well. Both pilots handles the emergency perfectly... meaning they walked away and can use the plane again.(once the engine is fixed).. so perfect....
My thoughts as well.
This is a real eye-opener and a testament to the instructors own training, quick thinking and attention to detail. It blew my mind to see it in real time. The fact that from detection of the issue, to wheels on the ground, was less than one minute. Amazing!
What a great instructor. Very impressive. He has a long and successful career ahead of him.
I don't have much to do with aviation apart from recently playing and getting somewhat in to MSFS, however I got to say I am glad you both made it back to land safely, well handled by both of you. all the best from England.
man.... his prompt actions and composrue...was amazing... being a fighter pilot for 14 years... i can clearly say that this guy kept his nerve completely under control..Respect and appreciation
Kim seems a very talented pilot-in-training, and has enough self-confidence to share her worries when she encounters problem areas / days. Matt (I think that's the name) has both the technical experience as instructor pilot, but also has an insight into the personality of his students. Then, when this happened, they both rose to the top of their respective positions: Kim physically and verbally passing control to instructor at the first sign of trouble, and Matt making superb decisions on the emergency landing. What a great video this is.
What an excellent de-brief for all of us to learn from. Scary, worst possible time for a sputter, engine failure, but it was handled perfectly by both the student and the instructor.
The instructor he is really good, he tried different ways to cheer Kim up, and encourage her, and tried to help her overcome the fear of power off stall
Great job, great professionalism, superb recovery, all in under a minute. That's how quickly things can go from great, to sh*t going sideways, to a safe landing. Any landing you walk away from is a bonus. You stuck to the two unviolatable rules of flying: Aviate, navigate, communicate. Always make sure the number of landings equals the number of take-offs.
My entire family knows that I’m petrified of flying. But I would fly with this man any day. Good job
Very impressive young man, outstanding Instructor, even if nothing out of the ordinary had occurred during this video.
Great job!! It gave me goosebumps how quickly he took over and even greased the landing... He's going places
I've had three engine emergencies like this one in three different airplanes. You handled this really well. Much better than I handled my first engine emergency. I actually froze up for about 15 seconds on my first emergency and then kicked myself in the ass to go through my ABCD's and "floor-to-door" checklist. The second two went really well because of that first one.
Because you've had this experience, you're going to carry it with you forever and you'll ALWAYS be planning for emergencies on all phases of flight. When it happens again, and it will happen again, it won't be a surprise to you. Good job.
Ditto 👍
Air Fuel mixtures and prop tilt scare me everytime,, I've broken my screen TWICE
How high Above Ground Level were you? Were they partial power like this one?
@@outwiththem one partial in climb about 200AGL after takeoff, one total loss of power in the pattern, one partial on cruise climb.
@@philconey11 The 200 AGL was a partial. So, did you turnback or turnaround the airport after climbing some more. I did a turnback from 400 agl on initial climb in 2003. I learned turbacks from the CFI in YT channel named Emergency LowManeuvering. He is an expert on them since the 1990's.
One cool customer. Some people go their whole lives without knowing what they would do when called to action in a dire situation; he got the benefit of finding out early. This guy can now continue in his career knowing that he can rely on himself when it counts the most.
He handled that so exceptionally well! Very good done, Sir!
Great episode! Just love how quick both Kim and her instructor reacted…calmly and professionally. Fantastic training and a good reminder to always be prepared for an engine failure…
First, I'm a "retired" student pilot from 20 years ago never getting my check ride (9/11 closed school, money dried up, etc.) but I did solo and do some cross country. Second, I did go into the weeds once on one of my landings w/o hurting AC, just ego! This was so well filmed in that the viewer gets very drawn in so much so that even MY heart rate went up (Fitbit!) and even shook a bit in MY chair! I have over 150 landings in my logbook so I know exactly what a proper approach/landing looks and feels like in a C172R. You Sir, should feel very proud of how you handled that. I first thought that "they are going to have to land off airport because you NEVER turn back when you lose power. (Right?!)" and then on approach, "well he's long and fast so they may go off the end but they'll be ok" and then you pulled it off, a tribute to the CFI that trained you and your reflexive skills that you brought to bear. Bravo! Thank you for sharing this real life experience with all of us. Be safe and keep the blue side up!
Who told you "You never turnback when you lose power". That is a lie.
I hope this wonderful young man ends up flying military and/or commercial, because he was awesome. So calm and in control.
I know nothing about aviation, but if I were learning I would love to have such a calm and cool instructor. I would also like to give the student props as well. In the heat of the moment she to remained calm. She handed over control and remained calm as he took control.
13:17 and that is why Sully was able to land an Airbus A-320 into the Hudson River. Always thinking about contingencies, and the "what ifs". Great job!
I had nearly the same experience about 40 years ago, during flight training in a 152 with a retired Air Force Lt. Colonel (former FB-111 pilot) as my CFI, at an uncontrolled field in Maine in winter. Engine started to lose power as soon as I rotated. He took control and did almost exactly the same thing (left 180, downwind landing). Slight complication was the airplane taking off behind us, but he saw us and turned right to avoid us. On the ground, runup was fine, mags were both good, no problem. My instructor had me get out and did a takeoff run. As soon as he rotated, the engine lost RPM again, so he put it back down, and taxied it to the hangar. They checked it over carefully later and found no problems except a small amount of water in the carburetor. Their theory was that the water froze into a block of ice that, when we rotated, slid back and blocked the fuel port. It would be interesting to know what the engine problem was in this case. Anyway, great job by both of you. It's not something you will ever forget.
The engineers were shitting you !
The first thing I thought of, when watching the video, and hearing about the engine losing power was "carburetor heat". After finishing the video I decided to see if anyone had mentioned anything in the comments about "carburetor".
@@hermanl920 I don't think this model has a carburator, it looks like a cessna 172 which has injection
Based on what I saw: water in fuel.
That was impressive. I had an engine sputter, briefly, while I was VFR on top once but that doesn't compare to to this event. And it was handled so well by both Kim and her instructor. Well done!
One of the MOST COMPELLING vids I've seen in a long time! Well done to all of you! Obviously an invaluable learning experience.
Great job guys!
The “maybe parachuting out with a couple fire extinguishers strapped to your legs” cracked me up, knowing the reference. 🤣🤣
Every time I have an itch to get my pilot license, I watch videos like this. Thank you.
The best video of the series, so far. AN excellent CFI and an excellent student pilot, each doing exactly the right things at the right time.
You can both file this experience under the heading "I learned about flying from that".
Well handled.
Young man: you are an outstanding aviator and I hope you have a great aviation career!
Great job being alert to trust your CFI, Kim!! Haven't had any emergency myself (but I have only about 220 flight hours so far), and hope I never do, but I "chair-fly" such events quite often and study them via videos like this, besides practicing emergencies in lessons and occasionally on my own (safely, of course).
Hey James, I have a cpl mel inst, and around 1200 hours. Great job chair flying. So find you a flight school that has a good sim and go practice engine outs in all phases of flight even at cruise. If you ever get your mel, you will live in the sims. My insurance makes me go to school once every year and it is all sim, but I go another time or 2 on my own. You can never have too much training. Sims allow you to experience things that you cant simulate in the plane. I have lost 3 engines and I know there will be more. Just need to be ready.
@@montemenasco8584 Thanks for the advice! My flight school (Dragonfly Aviation) does have a sim, as well as a DA42 (Twin), which I hope to someday learn on and get my ME. But first, I'm told, I should finish getting my Instrument, and then consider whether I should get my Commercial. (I don't plan on making $$ from flying; am enjoying it as a hobby, but I'm told there are advantages to having a Commercial rating, especially just learning how to be a better pilot.) Ever since I came out of "semi-retirement" and got a job last November, my training has slowed to a crawl, but it's more affordable now, lol!
@@jcburleigh I totally agree. Instrument first and the cpl is the easiest check ride you will ever have and it is a lot of fun. If you ever buy an airplane it will save you $$$ on insurance too.
Handled perfectly by both the instructor and the student. Nobody paniced, the situation was assessed, handled and all ended well due to their actions. Fantastic job, you have a new subscriber.
Glad y’all made it down safely. Hope lessons continue to go well. I just kinda started getting into aviation a little. Good stuff!
Man your instructor snapped into gear fast. Incredible to watch. I can’t imagine what that felt like. The sky Gods were kind that day! 🙏
so God's purpose is to keep you alive? I don't get it.
@@Al_Dente-d1p more of a saying really. I don’t believe in any God.
Just about a minute of elapsed time. That really should bring home the importance of quick and decisive action. Good job to both of you. I'm impressed.
Not about you, so instead say, "That was impressive."
Hi,
Amazing. My one and only emergency was shortly after I got my license. I had moved my plane from an uncontrolled field to a controlled one and was getting used to the new airport. I was flying my Comanche 250.
I took off, started my departure, and the plane started to shake like mad. Wasn't sure what was going on, but knew there was a good chance the engine wasn't going to work very long. Turned around and told the tower I need to get back in. I was shocked to reality when the controller asked, "Are you declaring an emergency?" That was when I knew it was real....and I said, "Yes".
Saved as much speed and altitude as I could and came in hot. Had a long runway, and got it down much like you did.
Turns out I had a recent annual and they must have tightened one spark plug too tight and the bottom half broke up inside the cylinder. Each time the piston came up it was mashing the metal. Scary, and yes the learning experience that this is real, was not a bad thing.
I'd love to know what happened to the plane. What caused the engine to do what it did?
Best regards,
Dennis Miller
Anthem, AZ
Dude your ability to stay so calm is admirable
Props dude! God I wish I had your level of control under stress. You’re the pilot I want flying me.
Had my checkride in a 152 with a severely overweight examiner one Christmas eve, was like 4:00 pm right before dusk. Had me do a weight and balance, we were way over, said I'd go half tank of fuel, he said I'm glad you ran the numbers, and yeah, we're still overweight and chuckled. I understand my ride was end of his checkride career, his belly literally interfered with the controls. Great guy though. He had me engine out over a field, and I said ok, we got to like 3 feet off the grass, I actually assumed we were landing and continued down calmly. We would have been fine, not sure about taking off in that grass though. He was surprised, went full power at the very last second...rest of the flight was easy.
Well done! And please tell us: WHAT CAUSED THE POWER LOSS!. I believe that this is more important to know and how it can be avoided! THANKS!
My guesses would be Carb Ice, Dirt in fuel, or Bad Mag.
@@stephengile530 injected so no carb
It could literally be anything from ignition issues, fuel issues, or compression issues. As a mechanic, I'm curious to know as well! I'm betting a misfire for whatever reason, ignition most likely, that dropped 1 or more cylinders.
@@SmittySmithsonite I'll wager it's a stuck exhaust valve. Trainers running full rich in hot humid conditions- begging for it.
@@bradmarcum2927 goes to show how long it's been since I've been in a 172. LOL
I think you successfully performed the "Impossible turn" or teardrop turn. Great work.
I think it would have been "impossible" had they lost power completely. Might not have ended well.
@@socomon69 Yeah, if the engine was dead I don't think he would've considered it. He was talking about how he saw the engine still was giving partial power and that probably informed his decision making when it came to if the turn was appropriate or not.
This young man is awesome all the way around. I was impressed with his teaching skills and obviously his flying skills.
The young lady was just as amazing!!
I'm not going to lie, I would have freaked out. I want to take flying lessons, but I can't get over having to stall a plane on purpose.
Just in case you were unaware, it's not the engine stalling. It's just the wings loosing lift for a second. You try an introduction flight and see how fun it is.
@drewgotit3569 One of these days, I might give it a try.
@@ak2nda695 it's surprisingly cheap and only 1 flight. Hope you get to experience it some day.
Well done sir... I saw this on Pilot Debrief.
Spot on response. Gained control of the aircraft, had a perfect, decisive OODA loop, and communicated your intentions clearly. Also have to give props to the other pilots in the area. 176ME got the message and gave you space, and the other person on the frequency gave you quick, clear info on the runway condition to help you dedicate to your landing. Amazing work.
Way to go Team KimMatt! You both stayed calm and controlled. Thank goodness it all came out well. Keep up the training and get your wings!
Totally agree with Clayton's comments. A million years ago, that was one of the first things my 4000 hour flight instructor drilled into me. "Where are you going if the engine quits?" at All Times. "Always be looking for a place to land" during cruise flight. I've only had one engine failure, a frozen Power Cable - Turbo-prop, smoke in the cockpit, and a mid-air in 10,000 hours. Nice job on the video, kudos to the instructor. When flying Gliders, that was always a discussion that was held Before the Flight. At what altitude would we turn back to the runway, where are the winds for direction of that turn, rope breaks, tow plane engine failure,, etc. You only a few hundred feet to make it back to the runway in a glider. Then the hard part is Not running off the other end of the runway as you are most likely landing with a tailwind. Be aware of the Impossible Turn in a piston airplane however. When I instructed for the Bananza Society, we would tell the student, "You are going to reduce the power to idle after reaching 1000 feet on takeoff". So they knew a head of time that this was going to occur eliminating the "Wow Factor". Less than 50% made it back to the runway.
One of the first things an instructor teaches when a student takes the controls is to constantly know where you will land in case of power loss. You may only have seconds to decide.
I remember in chopper training in a Bell 47....instructor said "see that narrow strip of area through the bottom edge of the window? Yeah. Well that's your entire option for landing should we get into trouble. Makes you keep an eye on the ground for landing spots in an emergency. Flying over mountains is a serious seat cushion pucker event for me, at least in a chopper.
I could never be afraid to fly with thus guy. Very professional