Yeah agree also tik tok is absolutely wank , most of the videos from ive seen from there , posted on Reddit or other forums are cringe as out or stupid. I will never have a tik tok account ,I value my brain cells.
I watch several single engine pilots who film their flights and many run through a briefing before take off that goes something like, "If we lose power less than 1000 feet, we'll head to the field off to the left, above that we'll try to make it back to the airport." It just seems part of their pre-take of checklist to run down the options, so they have a plan ready to go.
Where I will be doing my training and probably working as a CFI for some time, there is a 4 lane highway with reasonably minimal traffic right next to the airport. Lots of corn/soybean fields too I guess, but the highway is just an extra runway right? 😀
When I took lessons a year or two ago, we did exactly that every time. Holding short on the taxiway, just before we went onto the runway, we'd go through a pre-flight briefing that included exactly what we'd do about engine-out at different parts of takeoff. In our case the runway was at least 4x as long as what the plane actually needed, so most of the answer was "come down and land on the runway". Beyond that it was the huge open fields ahead of us and more fields left and right - lots and lots of options. But we still went through it in the pre-flight briefing, every single time.
I do it every time. I brief straight ahead or no more than 30 degrees off the nose. If above 800' with the prop (single eng turboprop) feathered I'll turn back. Not feathered... straight ahead.
Yep, engine failure on takeoff is right in my pre-flight runup checklist/brief. "If the engine fails after we're airborne, we will not attempt a 180 back to the runway. Airspeed to best glide (Vg), flaps as necessary, power as available, declare an emergency, fuel to shut off, mixture to idle, ignition to off, battery master off, crack the doors before touchdown in case the frame gets torqued so we're not trapped. Avoid obstacles as able and put down at best spot you can find." Not sure how others do it, but as I'm running the lists, assuming I'm PIC and doing the brief, I'm also touching each item on the list to get that little muscle memory reminder of where the heck each of these items are.
My instructor really banged it into my head to NEVER to turn around and try to make the runway. You are better off dealing with obstacles ahead than falling out of the sky like a rock.
I used to teach The Possible Turnbacks and "The Posible Turnarounds. You need to know when you can and cant. Never say never to a maneuver you need to know.
I really need to thank you. For years my husband has been fascinated with all things disaster.. plane crashes, shipwrecks, landslides..etc.. It got to the point where I didn’t think I would ever fly again 😏 Your common sense and humor has helped put it back in to prospective. Just flew to El Paso and back, no panic attack 😁 Thank you again 🥰
Kelsey, how about a video on the passenger who landed the Cessna Caravan in Florida a few weeks ago? I believe the pilot passed out from a heart condition (but was revived after landing). The passenger, who had zero flying experience, was so calm and focused--an amazing story.
Shortly afterwards, I posted a request to Kelsey to analyze that whole incident. Later, I received a lengthy reply from some random layperson giving me his analysis....at which point I rolled my eyes and just dismissed his entire response.
In Sailplane training, they teach you that on tow, call out 200 ft (at 200 ft agl) so you consciously know that now I can bank and return to the airport should a tow line break. But of course, gliders have a higher glide ratio so one can get back to the airport at only 200 ft.
Some of them are now exceeding 50 to 1 without any special materials and some are over 60 to 1. There are even a few nudging 70 to 1 but the cost will bend your brain.
very first things in my mind when I saw this exact video was.. "Keep calm, pick a spot for landing, late flaps, save energy, keep airspeed up and pull up late if needed"
Wow Kelsey! You’re almost up to a million subscribers! I want to thank you, I’m a nervous flier and recently took a flight to Vegas from NY. It was the most calm, relaxed flight ever due to this channel. I understood all the sounds, bumps, turns and just felt so comfortable. Thank you!
This is why I love my bush plane I can land that thing pretty much anywhere and I got a stall rate of around 45mph if anyone got to land your plane and you're not used to doing any other type of Landings besides Runway definitely start learning it's a lot of fun to just land random places see some beautiful Rivers campout at some very secluded places it's a great time
There are a few that can fly at 25kt and even the old AN-2 flew at 35mph if you had to go that slow. There have been some modified two seater gliders that have an electric engine and batteries. The engine is not much but will maintain level flight at 50mph for over half an hour.
Shortly after I received my license I took a check ride with Evellyn. I can't remember her last name, but I was told she was in the aviation hall of fame for her barnstorming days standing on the top wing of the biplane. She had known Lindburg and the Wright brothers. She was in her mid 80's when I flew with her. She told me she had put planes down 16 times, and as we flew along she gave me several tips of how to have a forced landing come out better than it might. You can bet I listened to her. I never needed the advice, but it was good advice.
remember my father telling me about his pilot training (single engine) and how his instructor would without warning during the flight put his hand on the dash and say engine stop my dad would then have to explain what he would do and say where he would land etc not sure if this is still done but it's a good way to train a pilot in small planes to always keep an eye out for emergency landing areas just in case
@@TheFlyingZulu My instructor did that the other day, and hopefully he'll continue to do that. Seems like a good way to train reflexes and procedures for something that hopefully will not come up in real flights... so that at least you know the drill in case it does happen, and what your options are at each altitude.
Don't forget that in a single engine trainer, if you're doing a dead stick landing and need just a few more feet to clear an obstacle like a fence or the steep berm at the edge of that field, you can dump the flaps all the way down and that will create a ballooning effect to carry you a bit before you lose the rest of your energy to the extra drag. It has to be timed exactly right so it wouldn't hurt to practice this and have one little extra tool in your toolbox for when things get hairy.
2 роки тому+2
Won't that also lose the last best of energy, potentially dumping you to the ground violently afterwards?
@ potentially yes, in the same way that flaring too high or too hard could cause the same issue. That's why you should practice it first, like for example, try making a precise power-off 180 to a specific spot on the runway. It works better in planes with manual flaps; in the Piper Arrow I can plant the mains on the same spot every time by working that Johnson bar and not touching the throttle. It's worth a try I think.
One of the first things we were taught in Navy flight training (and repeated about 8 million times) was: "Lose engine on takeoff, land STRAIGHT AHEAD".
Every pilot should try glider winch launch failure training. Yes, gliders have a much better glide ratio, but the same considerations, and prompt decision making aided by mental rehearsal of eventualities is still required. Flying is very safe... It's when you fly near the "edges" that it gets bloody dangerous.
Kelsey, you suggested that with an engine failure on takeoff it would be best to land straight ahead on the runway, at least in situations like that shown in incident number one. When I was learning to fly, I flew out of College Park Airport, Md. This airport, unfortunately, had a very short runway of 2600 yards and at one end of the runway was high tension electrical wires and railroad tracks. The other runway had a tall forest. On one end you’d face electrocution, and the other, a very wooden crash. Fortunately, I never had that problem. My problem was bouncing the plane, most times a Cub, down the runway after doing a side slip to the runway (no flaps on Cubs). I got better at bouncing in Cessnas.
Your comment about "make a decision and then commit to it" is something my instructor always harped on and might've saved my life. One day I was taking my Cessna 182 out for its first flight after its annual. Everything looked good during the run-up, but when I gave it full power on take-off, I didn't feel like I was getting enough power on the manifold gauge. About halfway down the runway, I decided to abort my takeoff. As soon as I cut power and started braking, I realized I wasn't going to be able to stop in time. For a split-second, I considered going full-power and trying to salvage the take-off, but I remembered what my CFI said and just stuck with the decision. I did go off the end and ended up doing a bit of damage and a lot of paperwork. Later, I second-guessed my decision and thought "I probably could have limped it around the pattern and landed." But this was at a fairly busy airport without a lot of good landing sites nearby (KPDK in Atlanta) and I could've gotten off the ground just to have a total failure, so on third-thought, I feel like I made the right decision.
Your instructor telling you "just enough" reminds me of pastry cooking teacher, when we were asking "how long do I have to cook it?". He always answered "until it's cooked". Once, I replied, a bit annoyed, "are we talking about 10 minutes or 40 minutes-type of cooking?" I understand the idea that it depends on a lot of things. Temperature, oven, position in the oven, how many cakes are cooking at the same time, etc, etc, but give me an average so I know I'm safe until at least 2/3 of the time you give me!
With all due respect, Kelsey, the real reason you don't want to bank is that all the lift slides off the wing, you don't "lose" lift. That's why winglets are great: they catch all that sliding lift and it accumulates there! 😆
As a self-defender you are also running scenarios and what-ifs as you transition through spaces, similar to piloting scenarios, it's not from a place of paranoia, but rather a place of situational management and preparedness.
I think I remember seeing the second video somewhere before and I believe that they are trying to get out before the major part of a hurricane hit, I think. Sure looks like hurricane force winds to me. Must have been scary as a passenger. Still a cool vid tho. Great video as always Kelsey! You are one of a few channels I watch every video as soon as I see the notification. Thanks so much! ❤️✈️❤️✈️❤️✈️❤️✈️
Nice video, there was a video about an engine failure on a 172 I think, anyways, there was a family on board with a baby and the pilot put in down on a snowy farmer's field, well when the wheels dug in, the whole plane flipped upside down and the camera got everything, I think everyone made it out ok in that clip, the plane was pretty banged up though
"Sir, I think we may be out of fuel..." *Skipper chin rubs* "What makes you say that?" *Kawalski turns* "We've lost engine 1(2)..." *turns again* "And engine 2(1) is no longer on fire!" *ROFLCOPTER clear for liftoff* Then again, who am I to criticize? If being on fire the whole flight without blowing up is the normal operating condition of that particular piece of machinery, then no LONGER being on fire, in this case, is actually a bad thing! Granted, the plane in the video didn't exactly fall out of the sky, but it might as well have.
I was on a flight from MSP in an MD 80 in the early 1980s, brand new plane, when a minute into the flight there was a loud BOOM from the rear of the plane. Everyone was looking around with the 'WTF was that?' expression but the plane kept on the same ascent path. A couple minutes later the Captain comes on the intercom and says that they have a little problem and we're going back to the airport. Completely calm, like it happens all the time. On my way out the door, the pilot said the engine failed.
Hindsight 20/20, however that dude's aircraft probably would be better off if he had dumped flaps at the very end to get some ballooning action going on. Hope the pilot is okay!
Not sure the first video is from a manned aircraft. Looks like it is from remote controlled plane. The main thing that makes me think that it is, is the last seconds from both cameras. First is the sound of the first camera after it hits the ground. You can make out the noise of the camera rolling down the plane, but you can not hear the sound of the crashing plane. I assume that plain dragging on the ground will be way louder. Also if you look at the last 10:36 you can see how big the grass is compared to the wings. Also the camera is super low. Also at 8:08 you can see another plain (in the top right) that is very lose. Not sure if anyone will fly that close to another plain. I can be totally wrong, but this is what i have noticed. Anyway, real plane or not, i think the comments of Kelsey are still valid.
I had an engine failure once, i was flying a cargo embraer 110 from nairobi to entebbe, ended up landing on a dirt road in the middle of nowhere, spent the whole night waiting for assistance holding a shotgun because i was so paranoid
Speaking of "pounding it in," have you seen the video of an F16 landing at Nellis all nice and gentle, then a Navy F18 comes in behind it and makes a really SOLID landing... Its funny to compare, but understanding how navy pilots land on the ship, it makes sense.
I was thinking the first aircraft was doing a formation departure with at least one other aircraft - the plane that passes just before landing. If that is the case, moving so far left on the upwind makes much more sense, as does the initial bank left, not knowing how close the number 2 was.
Note that there was an aircraft to his right as he lost power. Looks like he was taking off in formation with another aircraft (or something), so he drifted to the left of the centerline.
Simulator in the local gliding club, a projector and a cranky old glider with lots of wires leading to the projector, dodgy projection screen loads of complex buttons. Commercial flight sim, oh my guys, we get a neat preview f the newest vr headset. It’s wireless connection, we even have a suit which vibrates when you touch something in the game. This is litereally Nicola Teslas dream!!!
9:30 I once watched a pilot training to become a professional pilot flying an R/C aircraft. Upon takeoff his R/C aircraft engine failed and he tried to do, "the impossible turn" back to the runway he just took off from. He ended up cart wheeling the plane and totaled it off the side of the runway. He obviously hadn’t been paying attention to his instructor about picking an off airport landing site ahead of the point of the engine failure. Hopefully he learned that lesson for good in case that comes up in the real world for him.
Of course the "best" way is to not have to make a decision at all, so before take off already have an idea of what to do in case of engine failure during take off.
seems like you had the same instructor for your flight training as i had for getting my truck driving license. I used to ask him howmuch i should slow down before a roundabout, and his answer was the exact same: Just enough.
In the first clip, the pilot got really lucky. You can see the nose wander up and down which is indicative of a stall. Usually, that would be prime real estate for a stall-spin into the ground, especially with the moderately aggressive right turn to get to the field. If they'd got the nose down to keep the airspeed up, they probably would have had a smoother trip to that field and gotten there with altitude to spare. That said, any landing you can walk away from etc. Also re: landing with the wings level in a light single-engine plane: the big airliners have landing gear that is designed to handle that sort of side load on the tires and gear. In a small light airplane, the gear usually can't take the sideload, so if you land like that, you could collapse the gear or strip a tire off a wheel. The side slip to land technique is much more stabilized and less likely to damage the small aircraft.
I remember reading the accident report on the first video quite a few years back. If I recall correctly, the pilot (since deceased as a result of another accident a couple years later) may have left the fuel selector in the off position, leaving only enough fuel in the lines for a quick run-up and takeoff roll. There was some suspicion that he may have changed the position of the fuel selector after impact. The intial turn to the left was an attempt to line up with the road before selecting the field for a landing instead. His fatal accident a couple years later was CFIT, after flying aggressively at low altitude in poor visibility.
A few years ago I used to work for a company that had a jet for getting engineers from one place to another fast. Cesna Citation. We were due to do a 600nm hop and we got to the airport a while before the pilots. The weather was blustery when we arrived and 20 minutes later it was way worse. The pilots looked at each other and the more senior said "sod that" and postponed the flight. Turns out he was x RAF and had flown all sorts from the English Electric lightning to the Spey powered Phantom as well as Hawk 100's and a few other less well known types. Apparently he "only" had 2500 hours on the Citation. Very interesting chap he was too. He had stories about the Russians taking the mickey when they got intercepted by the observers drinking vodka in front of them. The Soviet commanders turned a blind eye as long as it was not flight crew and only one or two for this purpose.
The plane that crashed was a Bonanza, it happened in Fairbanks Alaska on July 26, 2012. The pilot himself posted that video. There is an extensive thread on BeechTalk which was initiated by the pilot. The engine was brand new.
For the "Not Enough Wind" segment, I believe the problem was the music playing. I mean, how can you be expected to do a good job at ANYTHING with that music playing?
Aeronautical decision making is an acquired skill. Make a good decision and let your training and skills do the rest. "A good plan violently executed now is better than a perfect plan executed next week." - General George S Patton
While practicing dead stick landings, I found that flaps give you a little bit of extra lift when you fly the glide speed. Pity they didn’t use them (first video) as they finished their turn. Hopefully they are ok. It’s always easier to talk about it from the couch, than when you are on the controls.
Speaking of simulator training, do the major airlines have their own simulators? I'd think it's a specialty, but what are those professional ones like? A lot better than Microsoft's I'd bet. ;*[} Also, glad i saw the 2nd camera view of that engine failure landing - the first view looked like head on crunch!
Can you find out and review the emergency that happened todat 19th of June in Portugal? Plane from Porto to Cuba with stuck landing gear. My evaluation of the live video from the news is that the pilot and ATC did the correct thing, just to circulate with full flaps and consume as much fuel as possible without dumping it. Save the enviroment and land safely. They were planned to land from the south, but after the wind changed they changed to land from the north. In the Lisbon airport south to north is uphill, north to south is downhill. The pilot landed the plane after circulating over ten times. But when he landed, the plane almost stopped instantly because of the wind. My Portugeese isn't the best, but I think that the ATC and pilot did an awesome job. I think that it was an Airbus A330 with 300 souls onboard.
300 feet the impossible turn is a no, I "think" the guy was inexperienced with that much drift. That swail looked better than impacting that bank but then I wasn't there so I'm guessing. That was a hard hit not many options.
I've had engine failure after landing and still on the runway... realized quickly what happened... I landed at higher elevation airport and kept the engine slightly leaner than I had from my departing airport, but it proved to be too lean. On landing (was still a student pilot novice) didn't catch the sputtering, and as I was getting close to the taxi way off the runway, the engine sputtered and stopped. The props just jiggled and froze... and I looked dumb in disbelief, and then keyed my mic... "Engine died, attempting restart Cessna 123". Which the tower happily responded "Roger, if you can't get it to restart we can get someone out there to tow you to parking". I restarted the engine just fine. It was too lean. The double elevation didn't require me to lean the mixture... in fact I had to run it more rich than prior airport because the altimeter was higher pressure than my lower elevation departed airport. Live and learn. Since, I just opt for slightly rich mixture and listen to the engine more on landings.
@@jmitterii2 😮 so scary, she also had electrical failure on short landing which we fly g1000’s pretty scary if you never simulated the failure and used the tiny stand by
When you land really hard, like the one you described does the plane need some sort of inspection for damage/fatigue? I was in a plane a number of years ago and the landing was super hard like you described. I thought to myself there is no way something did not break after that landing, always wondered if some sort of safety inspection was needed after a landing like that.
From what I understand, commercial planes have a sensor that measures the forces of the landing, and if the forces are above that level, then yes, the plane must be checked out. These forces are far beyond what a passenger would consider a "hard landing", though. Mentour Pilot has a video that talks about the specifics of hard landings that's worth checking out.
As a Boeing pilot.....it's about 1.85g that the landing is considered hard. Can depend on if both or one gear strut hits first. Some aircraft rely on the pilot to report it, others print out a hard landing report to the pilots or engineering. I've landing very firmly myself, but not enough to be a hard landing. I was onboard when a colleague had a hard landing. It did not feel bad and the printer did not report it as hard. The data recorder did report it to the safety department though, so that's how we knew.
Yes. When planes have hard landings we have to inspect the landing gear, which often requires disassembly. I work for an airline that hires pilots straight out of flight school, and the new pilots have hard landings all the time.
Sometimes luck has nothing to do with it, you ether have or you don't.! Just make sure you do not have a flapping seat belt hanging out the door that sounds very much the same as a back fire.!
and remember: the three most useless things in aviation are runway behind you, airspace above you, and tik tok videos.
Fuel in the truck on the ground.
Aviation TikTok is awesome!
Saw the first part & clicked solely cuz I was like "He better have Tik Tok videos on there!!" 🤣🤣
Yeah agree also tik tok is absolutely wank , most of the videos from ive seen from there , posted on Reddit or other forums are cringe as out or stupid. I will never have a tik tok account ,I value my brain cells.
😂😆😂
I watch several single engine pilots who film their flights and many run through a briefing before take off that goes something like, "If we lose power less than 1000 feet, we'll head to the field off to the left, above that we'll try to make it back to the airport." It just seems part of their pre-take of checklist to run down the options, so they have a plan ready to go.
This practice was incorporated into flying several years ago. ...when I Di do my training in1991. ....it wasn't !
Where I will be doing my training and probably working as a CFI for some time, there is a 4 lane highway with reasonably minimal traffic right next to the airport. Lots of corn/soybean fields too I guess, but the highway is just an extra runway right? 😀
When I took lessons a year or two ago, we did exactly that every time. Holding short on the taxiway, just before we went onto the runway, we'd go through a pre-flight briefing that included exactly what we'd do about engine-out at different parts of takeoff.
In our case the runway was at least 4x as long as what the plane actually needed, so most of the answer was "come down and land on the runway". Beyond that it was the huge open fields ahead of us and more fields left and right - lots and lots of options. But we still went through it in the pre-flight briefing, every single time.
I do it every time. I brief straight ahead or no more than 30 degrees off the nose. If above 800' with the prop (single eng turboprop) feathered I'll turn back. Not feathered... straight ahead.
Yep, engine failure on takeoff is right in my pre-flight runup checklist/brief. "If the engine fails after we're airborne, we will not attempt a 180 back to the runway. Airspeed to best glide (Vg), flaps as necessary, power as available, declare an emergency, fuel to shut off, mixture to idle, ignition to off, battery master off, crack the doors before touchdown in case the frame gets torqued so we're not trapped. Avoid obstacles as able and put down at best spot you can find." Not sure how others do it, but as I'm running the lists, assuming I'm PIC and doing the brief, I'm also touching each item on the list to get that little muscle memory reminder of where the heck each of these items are.
My instructor really banged it into my head to NEVER to turn around and try to make the runway. You are better off dealing with obstacles ahead than falling out of the sky like a rock.
I used to teach The Possible Turnbacks and "The Posible Turnarounds. You need to know when you can and cant. Never say never to a maneuver you need to know.
I really need to thank you. For years my husband has been fascinated with all things disaster.. plane crashes, shipwrecks, landslides..etc.. It got to the point where I didn’t think I would ever fly again 😏 Your common sense and humor has helped put it back in to prospective. Just flew to El Paso and back, no panic attack 😁 Thank you again 🥰
That's awesome, well done!!
It's never good to focus so much on accidents that are nearly statistically impossible like that. Very proud of your progress!
I watch Air Disasters at the Airport waiting for my flight. If I get WiFi on board I watch during the flight. Addicted to my Air Disasters
@@jasoncentore1830 yup. dk why its so addicting, but it is
@@jasoncentore1830 that’s me too 😅
"you can get a new plane, it's harder to get a new you"
10/10 genius
10/10 genius
Kelsey, how about a video on the passenger who landed the Cessna Caravan in Florida a few weeks ago? I believe the pilot passed out from a heart condition (but was revived after landing). The passenger, who had zero flying experience, was so calm and focused--an amazing story.
He seems to film a month in advance. He uploaded 4 vids last week so you just have to wait.
Unfortunately that story is completely embellished and the "hero" had a lot of experience but no liscence.
@@scheidtenatorgaming according to Mentour's video he had a lot of experience being on a plane, but none actually flying
blancolirio did a couple of videos on it about a month ago when it happened. One was an interview with the ATC guy. Search his channel...
Shortly afterwards, I posted a request to Kelsey to analyze that whole incident. Later, I received a lengthy reply from some random layperson giving me his analysis....at which point I rolled my eyes and just dismissed his entire response.
In Sailplane training, they teach you that on tow, call out 200 ft (at 200 ft agl) so you consciously know that now I can bank and return to the airport should a tow line break. But of course, gliders have a higher glide ratio so one can get back to the airport at only 200 ft.
Some of them are now exceeding 50 to 1 without any special materials and some are over 60 to 1. There are even a few nudging 70 to 1 but the cost will bend your brain.
@@gordonlawrence1448 True. Mine was a Libelle 201 (with optional water in wings) and had a 30:1
In all my years flying gliders I've never heard of an engine failure.
I love that line "you can get a new plane, you cant get a new you." I feel sometimes the pilots are pressured to save the equipment over their lives.
I was taught in my first few hours that the priorities are skin (yours), license, tin (the plane). And that you ALWAYS sacrifice tin for skin.
This is by far the best aviation UA-cam channel that exists. If you aren't subscribed you're making poor life choices
I subscribed and continue to make poor life choices
LMAO...Darn right.....
Agreed
very first things in my mind when I saw this exact video was.. "Keep calm, pick a spot for landing, late flaps, save energy, keep airspeed up and pull up late if needed"
Oh we early early. Thanks for continuing to put out great videos! You're on my list of creators that I watch every single thing they make :D
Dittos
Same here
Same here.
Same
Me too. 74 gear, you could teach physics. You would make an amazing teacher.
Wow Kelsey! You’re almost up to a million subscribers! I want to thank you, I’m a nervous flier and recently took a flight to Vegas from NY. It was the most calm, relaxed flight ever due to this channel. I understood all the sounds, bumps, turns and just felt so comfortable. Thank you!
This is why I love my bush plane I can land that thing pretty much anywhere and I got a stall rate of around 45mph if anyone got to land your plane and you're not used to doing any other type of Landings besides Runway definitely start learning it's a lot of fun to just land random places see some beautiful Rivers campout at some very secluded places it's a great time
I want a bush plane so badly, but obtaining my PPL and buying a plane isn't in my budget anytime soon.
I've seen some of those STOL bush planes. Holy crap. They might as well be helicopters... I've seen some land and take off in like 20 feet.... Insane.
There are a few that can fly at 25kt and even the old AN-2 flew at 35mph if you had to go that slow. There have been some modified two seater gliders that have an electric engine and batteries. The engine is not much but will maintain level flight at 50mph for over half an hour.
Keep it coming Kelsey! So proud to see how much this channel has grown!!
omg last time i looked at Kelsey's subscriber count it was like 30 000, and it's almost a million now! so proud indeed
@@fjlkagudpgo4884 💯 agreed! I love his content.
Shortly after I received my license I took a check ride with Evellyn. I can't remember her last name, but I was told she was in the aviation hall of fame for her barnstorming days standing on the top wing of the biplane. She had known Lindburg and the Wright brothers. She was in her mid 80's when I flew with her. She told me she had put planes down 16 times, and as we flew along she gave me several tips of how to have a forced landing come out better than it might. You can bet I listened to her. I never needed the advice, but it was good advice.
Kelsey getting closer and closer to 1M subs. lets lift up those numbers ✈️📈🥳
remember my father telling me about his pilot training (single engine)
and how his instructor would without warning during the flight put his hand on the dash and say engine stop
my dad would then have to explain what he would do and say where he would land etc
not sure if this is still done but it's a good way to train a pilot in small planes to always keep an eye out for
emergency landing areas just in case
It is still done... a lot. The instructor will pull back the engine throttle to idle and the student goes through the motions of what to do.
@@TheFlyingZulu My instructor did that the other day, and hopefully he'll continue to do that. Seems like a good way to train reflexes and procedures for something that hopefully will not come up in real flights... so that at least you know the drill in case it does happen, and what your options are at each altitude.
Don't forget that in a single engine trainer, if you're doing a dead stick landing and need just a few more feet to clear an obstacle like a fence or the steep berm at the edge of that field, you can dump the flaps all the way down and that will create a ballooning effect to carry you a bit before you lose the rest of your energy to the extra drag. It has to be timed exactly right so it wouldn't hurt to practice this and have one little extra tool in your toolbox for when things get hairy.
Won't that also lose the last best of energy, potentially dumping you to the ground violently afterwards?
@ potentially yes, in the same way that flaring too high or too hard could cause the same issue. That's why you should practice it first, like for example, try making a precise power-off 180 to a specific spot on the runway. It works better in planes with manual flaps; in the Piper Arrow I can plant the mains on the same spot every time by working that Johnson bar and not touching the throttle. It's worth a try I think.
@@squirt.mcgirt That's not gonna fly so much in a C172/152 with electric flaps. My PA28-180 I can do this all day long with a Johnson bar.
I know a pilot who saved his plane doing this.
The lower the speed, the lower the flaps have to be. But with no power, better pop out no more than 20 degrees.
One of the first things we were taught in Navy flight training (and repeated about 8 million times) was: "Lose engine on takeoff, land STRAIGHT AHEAD".
Kelsey uploaded....now finally it’s weekend!🤝
Every pilot should try glider winch launch failure training.
Yes, gliders have a much better glide ratio, but the same considerations, and prompt decision making aided by mental rehearsal of eventualities is still required.
Flying is very safe... It's when you fly near the "edges" that it gets bloody dangerous.
Naaah, that is difficult for a scared pilot like me. Nahh. Mom, he is trying to make me do exercises, Buaaaaa, buaaah..
Kelsey, you suggested that with an engine failure on takeoff it would be best to land straight ahead on the runway, at least in situations like that shown in incident number one. When I was learning to fly, I flew out of College Park Airport, Md. This airport, unfortunately, had a very short runway of 2600 yards and at one end of the runway was high tension electrical wires and railroad tracks. The other runway had a tall forest. On one end you’d face electrocution, and the other, a very wooden crash. Fortunately, I never had that problem. My problem was bouncing the plane, most times a Cub, down the runway after doing a side slip to the runway (no flaps on Cubs). I got better at bouncing in Cessnas.
Your comment about "make a decision and then commit to it" is something my instructor always harped on and might've saved my life. One day I was taking my Cessna 182 out for its first flight after its annual. Everything looked good during the run-up, but when I gave it full power on take-off, I didn't feel like I was getting enough power on the manifold gauge. About halfway down the runway, I decided to abort my takeoff. As soon as I cut power and started braking, I realized I wasn't going to be able to stop in time. For a split-second, I considered going full-power and trying to salvage the take-off, but I remembered what my CFI said and just stuck with the decision. I did go off the end and ended up doing a bit of damage and a lot of paperwork. Later, I second-guessed my decision and thought "I probably could have limped it around the pattern and landed." But this was at a fairly busy airport without a lot of good landing sites nearby (KPDK in Atlanta) and I could've gotten off the ground just to have a total failure, so on third-thought, I feel like I made the right decision.
Your instructor telling you "just enough" reminds me of pastry cooking teacher, when we were asking "how long do I have to cook it?". He always answered "until it's cooked".
Once, I replied, a bit annoyed, "are we talking about 10 minutes or 40 minutes-type of cooking?" I understand the idea that it depends on a lot of things. Temperature, oven, position in the oven, how many cakes are cooking at the same time, etc, etc, but give me an average so I know I'm safe until at least 2/3 of the time you give me!
Realizing it's Sunday morning (here in Phoenix at least) I kept refreshing my subs waiting for this to show up.
With all due respect, Kelsey, the real reason you don't want to bank is that all the lift slides off the wing, you don't "lose" lift. That's why winglets are great: they catch all that sliding lift and it accumulates there! 😆
Great point!
That second video is an Aeroflot 767-300 taking off from Sheremetyievo.
Pilots have excuses for everything - great confession.
Love your videos Kelsey keep up the amazing work 👍
As a self-defender you are also running scenarios and what-ifs as you transition through spaces, similar to piloting scenarios, it's not from a place of paranoia, but rather a place of situational management and preparedness.
I think I remember seeing the second video somewhere before and I believe that they are trying to get out before the major part of a hurricane hit, I think. Sure looks like hurricane force winds to me. Must have been scary as a passenger. Still a cool vid tho.
Great video as always Kelsey! You are one of a few channels I watch every video as soon as I see the notification. Thanks so much!
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What an educative video. Thanks Kelsey iam actually about to start my CPL soon and this has been so helpful
These series are great for us ELI5 people who are just learning. Keep it up, and THANKS!
Had a pilot double bounce the plane on landing, on Luton, then blatantly said there was a lot of crosswind. There was no wind that day :D
Nice video, there was a video about an engine failure on a 172 I think, anyways, there was a family on board with a baby and the pilot put in down on a snowy farmer's field, well when the wheels dug in, the whole plane flipped upside down and the camera got everything, I think everyone made it out ok in that clip, the plane was pretty banged up though
"Sir, I think we may be out of fuel..." *Skipper chin rubs* "What makes you say that?" *Kawalski turns* "We've lost engine 1(2)..." *turns again* "And engine 2(1) is no longer on fire!" *ROFLCOPTER clear for liftoff* Then again, who am I to criticize? If being on fire the whole flight without blowing up is the normal operating condition of that particular piece of machinery, then no LONGER being on fire, in this case, is actually a bad thing! Granted, the plane in the video didn't exactly fall out of the sky, but it might as well have.
His engine failed but he didn't bail out and use the parachute he was wearing? Wow!!!
100% agree on that asel engine out. Going to use this as a training aid for one of my students that really needs to grasp that lesson pre-solo
When you are talking about angle and banking, your head is banking... Rev up!
Tip number of of what not to do when you have engine failure.
"Don't be a Trevor Jacob"
The Engine Sounds like an rc jet plane, also Movement Speed Bank is quite Not plausible much too fast
My aunt is traveling from Monroe, LA to Greece. I hope her flight goes smoothly
Well yes, Mr. Doe we all do. And her fellow passengers too.
@@mtkoslowski yeah I care about the other passengers as well, just I care about her more because I’ve known her all my life
I was on a flight from MSP in an MD 80 in the early 1980s, brand new plane, when a minute into the flight there was a loud BOOM from the rear of the plane. Everyone was looking around with the 'WTF was that?' expression but the plane kept on the same ascent path. A couple minutes later the Captain comes on the intercom and says that they have a little problem and we're going back to the airport. Completely calm, like it happens all the time. On my way out the door, the pilot said the engine failed.
1:08 He saw and that plane on the ground, and like the advice you always hear with cars, "hit something cheap, dirt cheap!"
Hindsight 20/20, however that dude's aircraft probably would be better off if he had dumped flaps at the very end to get some ballooning action going on. Hope the pilot is okay!
Not sure the first video is from a manned aircraft. Looks like it is from remote controlled plane. The main thing that makes me think that it is, is the last seconds from both cameras.
First is the sound of the first camera after it hits the ground. You can make out the noise of the camera rolling down the plane, but you can not hear the sound of the crashing plane. I assume that plain dragging on the ground will be way louder. Also if you look at the last 10:36 you can see how big the grass is compared to the wings. Also the camera is super low.
Also at 8:08 you can see another plain (in the top right) that is very lose. Not sure if anyone will fly that close to another plain.
I can be totally wrong, but this is what i have noticed.
Anyway, real plane or not, i think the comments of Kelsey are still valid.
I had my doubts too but now agree with you. It’s RC.
03:10 on my flight school we kept always the center of the runway. Never we were educated to drift from it at all.
Thanks for the great videos!
I had an engine failure once, i was flying a cargo embraer 110 from nairobi to entebbe, ended up landing on a dirt road in the middle of nowhere, spent the whole night waiting for assistance holding a shotgun because i was so paranoid
Fav channel atm
11:24 That made me laugh allot idkw, "they're not gonna just gonna fire a plane off" HAHAHAHAHA
Speaking of "pounding it in," have you seen the video of an F16 landing at Nellis all nice and gentle, then a Navy F18 comes in behind it and makes a really SOLID landing... Its funny to compare, but understanding how navy pilots land on the ship, it makes sense.
I was thinking the first aircraft was doing a formation departure with at least one other aircraft - the plane that passes just before landing. If that is the case, moving so far left on the upwind makes much more sense, as does the initial bank left, not knowing how close the number 2 was.
That first clip felt like a RC plane based on its flying characteristics, how quickly it stopped, and camera view.
Just felt strange to me.
I thought exactly the same thing! For a minute I was sure it was an RC plane.
Very interesting Kelsey, thank you for this analysis. It's always clear, instructive and also entertaining !
Note that there was an aircraft to his right as he lost power. Looks like he was taking off in formation with another aircraft (or something), so he drifted to the left of the centerline.
Simulator in the local gliding club, a projector and a cranky old glider with lots of wires leading to the projector, dodgy projection screen loads of complex buttons. Commercial flight sim, oh my guys, we get a neat preview f the newest vr headset. It’s wireless connection, we even have a suit which vibrates when you touch something in the game. This is litereally Nicola Teslas dream!!!
9:30 I once watched a pilot training to become a professional pilot flying an R/C aircraft. Upon takeoff his R/C aircraft engine failed and he tried to do, "the impossible turn" back to the runway he just took off from. He ended up cart wheeling the plane and totaled it off the side of the runway. He obviously hadn’t been paying attention to his instructor about picking an off airport landing site ahead of the point of the engine failure. Hopefully he learned that lesson for good in case that comes up in the real world for him.
Shoutout to the manufacturer of the tires!
Of course the "best" way is to not have to make a decision at all, so before take off already have an idea of what to do in case of engine failure during take off.
Sounds like an ultralight with a two stroke. I fly ultralights, with a 4 stroke, but two strokes scare me, just glorified lawn mower engines.
Hey man love the vids I’d love to see you cover the new “sky hotel” and how realistic a luxury jet like that could be.
Will you be doing a video about "China Eastern Airlines Flight 5735"?
And how much room there is for any other theory then "intentionally crashed"?
Awesome thanks for new video.. Hope all is well
seems like you had the same instructor for your flight training as i had for getting my truck driving license.
I used to ask him howmuch i should slow down before a roundabout, and his answer was the exact same: Just enough.
I did not know my instructor also had a license to instruct pilots, hahaha
In the first clip, the pilot got really lucky. You can see the nose wander up and down which is indicative of a stall. Usually, that would be prime real estate for a stall-spin into the ground, especially with the moderately aggressive right turn to get to the field. If they'd got the nose down to keep the airspeed up, they probably would have had a smoother trip to that field and gotten there with altitude to spare. That said, any landing you can walk away from etc.
Also re: landing with the wings level in a light single-engine plane: the big airliners have landing gear that is designed to handle that sort of side load on the tires and gear. In a small light airplane, the gear usually can't take the sideload, so if you land like that, you could collapse the gear or strip a tire off a wheel. The side slip to land technique is much more stabilized and less likely to damage the small aircraft.
Anything flat and level has a chance to become a landing strip. Look at WWII. Most of those "runways" were in feilds
A rule I live by: All take-offs are optional, but landing is mandatory. Gravity Rules!
0:57 Kelsey morphs into an actual angry emoji
When I was learning, the instructor said a good landing is one you can walk away from. I was pulling for him to make the bank. Aw, dang.
I remember reading the accident report on the first video quite a few years back. If I recall correctly, the pilot (since deceased as a result of another accident a couple years later) may have left the fuel selector in the off position, leaving only enough fuel in the lines for a quick run-up and takeoff roll. There was some suspicion that he may have changed the position of the fuel selector after impact. The intial turn to the left was an attempt to line up with the road before selecting the field for a landing instead.
His fatal accident a couple years later was CFIT, after flying aggressively at low altitude in poor visibility.
Mechanical issues are bad enough but pilot stupidity? Ugh
A few years ago I used to work for a company that had a jet for getting engineers from one place to another fast. Cesna Citation. We were due to do a 600nm hop and we got to the airport a while before the pilots. The weather was blustery when we arrived and 20 minutes later it was way worse. The pilots looked at each other and the more senior said "sod that" and postponed the flight. Turns out he was x RAF and had flown all sorts from the English Electric lightning to the Spey powered Phantom as well as Hawk 100's and a few other less well known types. Apparently he "only" had 2500 hours on the Citation. Very interesting chap he was too. He had stories about the Russians taking the mickey when they got intercepted by the observers drinking vodka in front of them. The Soviet commanders turned a blind eye as long as it was not flight crew and only one or two for this purpose.
The plane that crashed was a Bonanza, it happened in Fairbanks Alaska on July 26, 2012. The pilot himself posted that video. There is an extensive thread on BeechTalk which was initiated by the pilot. The engine was brand new.
Kelsey, first time here. First time ever subscribing (yes, your that cool).
How can I send you a video?
Kelsey do you still fly GA aircraft ? Wonderful channel keep up the good work!
For the "Not Enough Wind" segment, I believe the problem was the music playing. I mean, how can you be expected to do a good job at ANYTHING with that music playing?
Aeronautical decision making is an acquired skill. Make a good decision and let your training and skills do the rest.
"A good plan violently executed now is better than a perfect plan executed next week." - General George S Patton
While practicing dead stick landings, I found that flaps give you a little bit of extra lift when you fly the glide speed. Pity they didn’t use them (first video) as they finished their turn. Hopefully they are ok. It’s always easier to talk about it from the couch, than when you are on the controls.
They also help to slow down airspeed for a slower landing.
16:20. “The captain had two legs and I had two legs”
Kelsey, I would hope so, for rudder control…
Speaking of simulator training, do the major airlines have their own simulators? I'd think it's a specialty, but what are those professional ones like? A lot better than Microsoft's I'd bet. ;*[}
Also, glad i saw the 2nd camera view of that engine failure landing - the first view looked like head on crunch!
"contact ATC, say 'unable' a few times, then say something like 'we're gonna end up in the hudson'" crying 🤣
Do many air traffic controllers have pilot experience?
Actually some do. For my part I believe it makes them better controllers don’t you?
Another insane video
That looks like an old 727 taking off in the heavy rain. Probably a bad decision to takeoff in these conditions.
If Swift Trucking had a flying division it would be Sprit Airlines
Why not hybrid prop planes. If the main motor fails you can use the electric motor to land
Weight, the batteries and electric motors would overload the aircraft.
speaking about confessionals... have you ever had a, or a close encounter of a pan-pan?
Can you find out and review the emergency that happened todat 19th of June in Portugal?
Plane from Porto to Cuba with stuck landing gear.
My evaluation of the live video from the news is that the pilot and ATC did the correct thing, just to circulate with full flaps and consume as much fuel as possible without dumping it.
Save the enviroment and land safely.
They were planned to land from the south, but after the wind changed they changed to land from the north. In the Lisbon airport south to north is uphill, north to south is downhill.
The pilot landed the plane after circulating over ten times.
But when he landed, the plane almost stopped instantly because of the wind.
My Portugeese isn't the best, but I think that the ATC and pilot did an awesome job.
I think that it was an Airbus A330 with 300 souls onboard.
300 feet the impossible turn is a no, I "think" the guy was inexperienced with that much drift. That swail looked better than impacting that bank but then I wasn't there so I'm guessing. That was a hard hit not many options.
Well regardless the first part of your video, taking off on a single engine you become immediately in emergency mode.....
Great Debrief
Also: Don't you learn in flight school to brief yourself every time you take off about where to land in case of a take-off engine failure?
My girlfriend had engine failure one of her solo flights, luckily she was taxiing if not 😮
I've had engine failure after landing and still on the runway... realized quickly what happened... I landed at higher elevation airport and kept the engine slightly leaner than I had from my departing airport, but it proved to be too lean. On landing (was still a student pilot novice) didn't catch the sputtering, and as I was getting close to the taxi way off the runway, the engine sputtered and stopped.
The props just jiggled and froze... and I looked dumb in disbelief, and then keyed my mic... "Engine died, attempting restart Cessna 123". Which the tower happily responded "Roger, if you can't get it to restart we can get someone out there to tow you to parking".
I restarted the engine just fine. It was too lean. The double elevation didn't require me to lean the mixture... in fact I had to run it more rich than prior airport because the altimeter was higher pressure than my lower elevation departed airport. Live and learn. Since, I just opt for slightly rich mixture and listen to the engine more on landings.
@@jmitterii2 😮 so scary, she also had electrical failure on short landing which we fly g1000’s pretty scary if you never simulated the failure and used the tiny stand by
Kelsey walked like an Egyptian
Runway Lights!? Yum, Yum !! LOL
When you land really hard, like the one you described does the plane need some sort of inspection for damage/fatigue? I was in a plane a number of years ago and the landing was super hard like you described. I thought to myself there is no way something did not break after that landing, always wondered if some sort of safety inspection was needed after a landing like that.
From what I understand, commercial planes have a sensor that measures the forces of the landing, and if the forces are above that level, then yes, the plane must be checked out. These forces are far beyond what a passenger would consider a "hard landing", though. Mentour Pilot has a video that talks about the specifics of hard landings that's worth checking out.
In a hard landing without any structural damage it’s always a good idea to have the compass swung and recalibrated.
As a Boeing pilot.....it's about 1.85g that the landing is considered hard. Can depend on if both or one gear strut hits first. Some aircraft rely on the pilot to report it, others print out a hard landing report to the pilots or engineering. I've landing very firmly myself, but not enough to be a hard landing. I was onboard when a colleague had a hard landing. It did not feel bad and the printer did not report it as hard. The data recorder did report it to the safety department though, so that's how we knew.
Yes. When planes have hard landings we have to inspect the landing gear, which often requires disassembly. I work for an airline that hires pilots straight out of flight school, and the new pilots have hard landings all the time.
Sometimes luck has nothing to do with it, you ether have or you don't.! Just make sure you do not have a flapping seat belt hanging out the door that sounds very much the same as a back fire.!
Great video
Kelsey, I enjoy your videos. They're informative and interesting. Thanks for bringing your expertise to us
I think if the first plane had just a few more feet of altitude, it wouldn't have crunched so hard...