Practicing for engine failure (in a safe manner) is always a good thing. You did it 3 times and cut your altitude loss (before recovery) about in half, which is great and builds muscle memory. But you need to redo that from time to time for it to stay fresh. Brad had good questions during the approach. Always interesting to watch these.
This is definitely something every pilot needs to think about. With any plane they may be flying. And if you were at max weight and max fuel it’s even worse. Nice job guys love the stuff
Great vid Ryan. Love how you are ending more with a short drone shot and perfectly placed music. This one near the end shows that big mountain peak with a few clouds starting to shroud near the peak. It first shows at 29:40 then again right near the 30:00 mark. Beautiful!
I think that landing is one of my favourites. You're, effectively, landing on a golf course fairway in the middle of a forest. Great landing with a third of the runway left. This channel is great stuff, keep going with Brad's training videos.
May 1000 angels protect you and yours both in the skies and on the ground. As a long grounded pilot, I "continue" to fly vicariously through "your" videos. You remind me of why I speak so fondly of my flying years in the Pacific NW. Never leave anything to chance & ALWAYS 'double or triple check' your math! SO KEEP UP YOUR GOOD WORK DEMONSTRATING HOW TO FLY LIKE A PRO
And most Pilots do. Once the response is second nature, it's just getting familiar with how individual planes react. Like how much altitude is actually lost. My bush plane when trimmed for slow flight will self recover in a porpoising style losing very little altitude. But knowing how much altitude you lose gives you a good idea of just how low above the trees you are willing to fly. Lol Once you are familiar with a particular plane while gliding in a engine out situation you aren't going to let it stall. The exception would be if the engine quits on take off. If you haven't had enough room to build up decent air speed or altitude. Once it stalls, it's a bad day. 🤠🐂🏞️🛩️
Wow, amazing judgement and flying around the mountains and cloud...love landing through cloud! your sense of navigation, terrain, winds and judgement in approach and landing that plane are truel admirable!! Great job!! Also, the last bit of float...yikes, you did have a tail wind...she made it though with r/w to spare!!!! wonderful!
Definitely pitch for 85 or more. Interesting to test and see how the Kodiac will respond if an engine failure were to occur. The PT6 engine is very reliable, but it is man made. I really enjoyed the blue ocean water, cloud surfing, the jagged lush landscape and the awesome landing. LeLe looks to be very isolated. I'm glad I don't have to hike through those mountains. Great video! Thanks Ryan and Brad.
Just looking through the description and I love how you figured out that flight simmers watch you. I just got the Kodak 100 for MSFS and having lots of fun. Great vids.
Watching Brad and you flying over water for much of the time, then seeing you land on that airstrip, I couldn't help but think how close to water and yet so far. It looks like PNG is a lot like that, water, rugged terrain, volcanoes, and earthquakes so close and yet so far.
Certainly a great thing to practice for any pilot. I experienced a massive power loss on climbout a few years ago at 800 feet in my Cherokee and ended up having to put it down on a disused runway crashing into a fence because I was going too fast. Thankfully everyone was ok but the Cherokee was totalled. The immediate reaction is "This isn't happening to me" and shortly after the training kicks in. It was probably 30 seconds from power loss to "landing" and I only had enough time for brief troubleshooting. Never even called mayday to the tower.
This flight was more complex than most for the viewer--the loss of power issue and alternative flight plan discussion. Thanks. The terrain is both beautiful and scary. I am guessing you have sent a lot of your viewers to Wikipedia for PNG info--unique and complex history like most places. Thanks for these videos.
Thanks Ryan and Brad for this great flight to Lele starting with the beautiful ocean and coastline below followed by wiggling around the clouds and finally an awesome landing at Lele with a quick view of the majestic volcano Ulawun, The Father. God bless and stay safe!
You were talking about seven to 12 seconds reaction times after an engine failure. You were also saying earlier that you are going to get your helicopter license later this year. Believe me, in a helicopter you've got about one second before things become unraveled very quickly! If you've ever wondered why helicopter pilots sometimes seem a little jumpy, that's why! That also explains a lot about helicopter pilots in general! LOL!
Yup, fly and instruct on both, more than two seconds and you would bleed rotor rpm in a hurry. Airplane, much more time. That being said, when the stove quits the insurance company owns it. Your only job is to reduce severity, fly it to the ground and never quit. By the way, i would much rather be in a helicopter at 500’ with an engine failure than a seized wing. Less time but better ability to reduce inertia on landing. With twins, probably the airplane but twin helicopters are not too big a deal either. Rrpm is life in Rotary and with airplanes, they don’t stall, pilots stall and spin airplanes. Always be learning.
It would be very unusual for an aero engine to suddenly stop producing power. You normally have some forewarning of power loss, such as oil pressure decreasing, oil temperature increasing, engine chip warning, torque oscillation, daily power trend check monitoring, etc. That applies for both aeroplanes and helicopters. The one second comment for helicopters, yeah, maybe for the flimsy helicopters with low rotor inertia. For the Bell 206 and Bell 212 etc helicopters that have high rotor inertia you have a few more seconds than that to sort yourself out, especially if you have some airspeed to play with.
@@lpdirv In my experience airplane engines are less stressed and thus more reliable. But, once an engine quits, just like you, I want to be in a helicopter.
I had the pleasure of being addressed by the UK’s Chief Helicopter Test Pilot at a CAA Safety Briefing. He showed a slide of the Robinson 22 helicopter that I was training in. He pointed out that we had 2.2 seconds to lower the Collective from an engine fail before main rotor RPM was not recoverable. All very well when my instructor counted me into a practice engine fail … “three, two, one, engine failure …” but how long - I wondered - would it take me from a real engine fail. Would I detect the failure and have the collective lowered in 2.2 seconds? Possibly, but it changed my attitude to the R22 helicopter in an instant.
Great video...engine failure on takeoff has limited options...you have to practice the response to push hard (come out of the seat) to keep the plane flying. I've heard you brief landing options on takeoff should the engine quit (which is also good to have burned into your brain if the worst happens)... the unfortunate reaction for many pilots is to pull and we all know how that turns out.
I remember flying into Lele on a 206 with Randy Smyth as the pilot back when I was an MK in Hoskins. It really was the best flight I have ever been on and such a cool village!
2:10 I know you're used to fly alone, but I don't think your Copilot can follow your briefing at that speed. If you do fly with two pilots in the cockpit, make sure to switch to a "checklist" approach where you him confirm each element you're going to or even repeat it. This way you can be sure that you work as a team in an emergency situation.
The first reaction should be to "get light in the seat" by pushing the nose over enough to unload the aircraft. Before looking at instruments, before looking for spots to land. You don't get that nose over in time it won't be long before you hear the horn...seconds. As in single digit seconds in most cases.
Having had a fan failure on take off, GBOLW, at 400 feet 65 knots, nose down airspeed increased to70+ levelled off, during this declared emergency, flew downwind engine on idle maintaining level flight severe vibration. Landed on 24 with the boys in blue behind. Best flight ever, esp' as my 3rd solo! Oh and engine was 40 hours over TBO! Training is what matters, but experience counts.
I had an engine fail ure in my Piper Tomahawk at about 500 feet as I was taking off years ago. You get the nose pointed right down at the ground immediately. Stall horn going the whole time. Leveled out as the ground came up . No damage.
Touchdown was masterful, well done 👍 if I was a passenger I think id be ok it’s a sunny day.. visibility is fine…. Obviously passenger comfort is important but I’m sure there are going to be downdrafts and turbulent air right down to landing area
Hi Ryan, Thanks for allowing the free download of the NTE livery. I just started on FS2020 and was able to download and use the livery, thanks again. Happy and safe flying!
Yeah, I've seen some of your runways, and nothing about what I imagine regarding the results of engine out at 500' in those locations would be shocking to me.
Yeah, I think climbing up from one of these airstrips and at 500 feet you have an engine failure, it's pretty clear a crash in the jungle is going to be the outcome 😬
fully knowing your capabilities and those of your craft become priceless in stressful situations and it is always good to see pilots keeping their skills sharp and running through various plans should the worst happen great video and stay blessed
You guys should do a full aerobatic course, the most fun ever full blown spins from 6000 to 3000 in seconds heaps of fun, not to mention the inverted flying heaps of negative lift. But hey it just proves what you guys are doing how quickly you can loose altitude and with negative G`s how quickly you can crash. cheers guys great video.
How would you be able to find out the runway place among all those trees!! Landing on a smooth runway is different and this is totally different, but you do it so well... Stay blessed always, Ryan!
Hi Ryan. Thanks for sharing. Your flights are mostly over mountainous terrain covered with forest or bush. Are you never scared about an engine failure? Okay the sea is not good but its flat at least - but crashing into a forest is another thing😅 Thanks and take care! Frank from Germany
That was cool ,nice rare float on flare ,I do that all the time on MFS20. great flight, interesting experiment aswell pitch for 85 is a rule 😉 got to love those kodi's . Caravan is my favourite though . Stay safe guys
I've demonstrated at altitude an engine failure when pitching for Vx. Even though my copilot was expecting it and immediately pushed forward on the yoke, the airspeed dropped very fast and the stall horn came on almost immediately. It showed them that a Vx climb should transition to a Vy climb as soon as any obstacles are cleared.
There is no physical way you can stall just from a loss of power. And you don't need to push forward on the yoke. As the speed drops the nose will drop by itself to maintain the same (non stall) AoA you already had UNLESS YOU ACTIVELY PULL BACK ON IT in a mistaken attempt to maintain attitude or altitude.
Scary approach, with all those trees reaching up to grab you. Practicing engine failures is a Good Thing. Back on the old MSFS I used to take off from Meigs in a C172, pull the power at 1000 AGL, and try to make it back to the runway. I don't think I ever did. Pulling the power at 7,000 ASL (and you actually were over the sea) is much safer :-D
During my primary training in a Piper Tomahawk, my instructor took me on a night flight over Midway and Meigs field. 1000 ft over Lake Michigan shoreline is not a place you would want to really lose power.
I'm curious why part of your initial actions aren't to reduce drag - feathered prop and flap up. On the C210 I fly, reducing the drag from flap, gear and prop reduces decent rate by 500fpm.
You are really astonishing to watch. You really touch my heart. The way you piloting the most remote part of Papua New Guinea. May the Good Lord continue to Bless You n your families🙏💯👍🥰🥰
I think I sent you the video of Dan Gryder flying the Cherokee were they had to push in 5 seconds to keep the plane flying better then spinning in straight in on the nose. They practiced 20 times to get the reflex to push quickly.
Not an N number, but P2-NTK brings up New Tribes Mission Aviation. Interesting connection. My brother was a missionary in the Republic of Congo, Zaire, his flight experiences was indeed seat-of-the-pants aviation and overlooked by the Creator. This was in the 1980s. A time different than ours now.
hey Ryan........what happened to the return flight from Australia ? Love all of your videos. Always happy when the bell rings and its another one from you. Greetings to Chels.
I practice engine outs in a simulator so I can actually see what happens at certain altitudes/points down the runway. Some aircraft on paved runways are impossible to crash, but others get into this zone of uncontrollability and you just have to hope the smack is a soft and lucky one.
You ought to take some sailplane training to better get used to gliding. That's how I got used to heading for the ground to gain speed. You have to instantly change mindsets from engine flying to gliding. You can rent sailplanes from most clubs & training with a club is usually very affordable. Once you can switch mindsets from flying to gliding you'll get over the problem if heading down to gain speed when close to the ground. Gliding gives you that mindset so that you can switch in a heartbeat. Also the training how to fly thermals in a glider is great for flying powered aircraft. I got my fixed wing private pilots license first, then took up hang gliding, then sailplanes. Hang gliding gives you the most authentic flight experience.
I were on this flight in, I’d be enjoying the sight of flying around the clouds. But that’s just me. I don’t mind the bumpiness as long as I’m not trying to fly the airplane. 😊
You will never know how you will react in an engine out until it really happens. Had some experiences there and surprised myself how well I reacted. sure gets your attention. mine were in fixed wing and I have some Hughes 269 time but never had to drop the collective for that one except in practice.
Is there adjustment in the single lead of your harnesses as they come out of the ceiling? The shoulder belt adjusters should sit lower on your chest. As they are in this video they may dig deep into your shoulders/collarbones in an accident.
After my hang gliding years, I got formal flight training. My pilot training was with gliders and the concept of that looks about right. On tow, the magic number was 200 feet for turning around or landing straight ahead. What I see is too much thinking about flying and not enough just flying. There's a lot to be said about seat-of-the-pants. There is nothing like just flying your aircraft. Being one with the machine.
There is absolutely no point in trying to get 85 knots if you're only starting from 500 ft AGL -- you just want a good short finals speed same as any landing, which is generally IIRC 62 to 65 knots in most of your videos. Trying to get from 73 knots to 85 will OF COURSE eat up a lot of altitude, and for nothing -- worse than nothing because as you note you'll be in a dive to get that 85 knots and need a hard pull-up to not hit the ground. (It will be less than 73 knots at the top of the pitch-over of course, but that doesn't matter -- you'll be at 73 again when you get back to the altitude you started from). The PURPOSE of 85 knots after engine failure is to get the best glide angle to give you the largest choice of potential landing places you can reach -- but that ONLY APPLIES if you're at an altitude where you're going to have a minute or five or ten minutes of glide time. At 500 feet, forget it -- you're landing on whatever is pretty much right in front of you.
Too bad Bob Hoover isn't around to provide insight. Seen his demos but never any "how-to" explanations. I guess what the pilot here is doing is perhaps his 85 is best glide for that plane (?). I only know C172/152 and so rusty now I have low confidence in anything I think. Certainly on any take-off failure immediate nose down is the first reaction and perhaps simultaneously with a gentle turn toward a pre-chosen landing site IF feasible. I know one friend sort of made the "impossible turn" part way by turning at his first hint of a problem, even before engine failure or nose down so when he did have failure he had just "that much more" altitude and "that much more" turn to control crash in an awful but survivable site. So his good judgement literally "on the fly" in suspicion and responding before a definitive problem arose saved his and perhaps others' lives. So I guess nose down as drummed into our heads is first proper reaction at engine loss, but if I had the wherewithal, I'd aim for my best glide. If 85 is his best glide (???) , then at 73 maybe he'd sink much faster. I don't know really...
@@derekec "best glide" isn't "min sink'. It's the speed at which you can glide the largest distance. Min sink speed is always slower, and gives you the most time in the air (for a shorter forward distance), and probably is somewhere around 73 knots if not slower. If you're only a couple of hundred feet off the ground the difference is irrelevant. If you're at 10k feet the difference can be very important. I've done a simulated engine out (turbine idling, prop feathered and locked) in a Caravan from about 3000 feet and five miles away. 90 knots best glide. No problems at all. Even did a circuit.
Bruce Hoult Thanks. I'll need to read this a few times and try to absorb the difference. I've done many simulated engine outs from 3500 crossing much of the LI Sound (?7nm which does seem unrealistic at a 1:7 glide ratio) to set up over a chosen site, always at the Cessna's 60kts. Also routinely a ton from just crossing over runways to turn downwind for landing, although these I can't ever recall the airspeed being priority other than perhaps full trim (clean) and assuring not too slow (the full trim should give ~60kts though). Always made it in fact needing to slip for being too high. Of course there's always with blipping the throttle every 30 seconds which is a significant boost. It's important to me to grasp your point because to be honest, being able to judge my key points for emergency landings were and still may be my lowest confidence areas. Friends would say "I'm confident I can do it because that's what we train for", but to me I'd feel it was always under controlled circumstances often over known locations. I''m not commercial but also often practiced the steep spirals to set up for landing across the approach end numbers but damn if I think I can do it for real.
@@reubenmorison8149 sure if it happens for real at altitude then you'll clean up the airframe if it's not already and feather the prop and brake it to a stop. At 200 feet you don't have time for that and it won't make enough difference to matter anyway. You might have time to feather if the engine's making zero power.
How about doing basically the same, just in glide distance to an airport plus buffer of an airport. And then let him hit the fuel cutoff switch at a random time in a way that you can't see what he's doing. So you well, still expect an emergency but you're not making the decision. You just start a normal climb above a normal airport, like you were in a holding pattern and have to divert. So you will need to go through the engine emergency checklist and glide the airplane at the same time. He is just there to assist and take over if you're not performing as expected.
Another good test would be to let him cut the power to idle and feather the props. And announce that the engine has failed. You then have to switch from a regular climb to a glider down to the runway. If he feels uncomfortable with anything you're doing he can spin up the engine and take over.
Actually, there is a life lesson in the engine failure simulation. When you quit trying, you don't just level off and coast. You start going downhill in one big heckin' hurry!
I would have thought that you would have tried it again but this time, delayed you recovery to allow for the shock factor and then see what your altitude loss was.
At the 0:07 to 0:12 & 23:24 to 23:30 there is a sign that says "Long Kafufu" what does this mean ? what is the translation of Long Kafufu ? I sort of know what the "Long" means, as in "For". But not the "Kafufu" or what it means in combination with "Long".
I really like that you have cabin ambient noise on your videos. Gives it much more real feel.
Practicing for engine failure (in a safe manner) is always a good thing. You did it 3 times and cut your altitude loss (before recovery) about in half, which is great and builds muscle memory. But you need to redo that from time to time for it to stay fresh. Brad had good questions during the approach. Always interesting to watch these.
Thanks!
Thanks!
The Discovery Channel would have a great TV series with your content... what a platform! Keep it up!
Maybe one day!
This is definitely something every pilot needs to think about. With any plane they may be flying. And if you were at max weight and max fuel it’s even worse. Nice job guys love the stuff
Great vid Ryan. Love how you are ending more with a short drone shot and perfectly placed music. This one near the end shows that big mountain peak with a few clouds starting to shroud near the peak. It first shows at 29:40 then again right near the 30:00 mark. Beautiful!
😊😊z of
😊
I think that landing is one of my favourites. You're, effectively, landing on a golf course fairway in the middle of a forest. Great landing with a third of the runway left.
This channel is great stuff, keep going with Brad's training videos.
Incredible scenery - wiggling thru those clouds. Wow
May 1000 angels protect you and yours both in the skies and on the ground.
As a long grounded pilot, I "continue" to fly vicariously through "your" videos.
You remind me of why I speak so fondly of my flying years in the Pacific NW.
Never leave anything to chance & ALWAYS 'double or triple check' your math!
SO KEEP UP YOUR GOOD WORK DEMONSTRATING HOW TO FLY LIKE A PRO
Seems like practicing until you get a muscle memory response could be a lifesaver.
Dan Gryder will love this.
And most Pilots do. Once the response is second nature, it's just getting familiar with how individual planes react. Like how much altitude is actually lost. My bush plane when trimmed for slow flight will self recover in a porpoising style losing very little altitude. But knowing how much altitude you lose gives you a good idea of just how low above the trees you are willing to fly. Lol
Once you are familiar with a particular plane while gliding in a engine out situation you aren't going to let it stall.
The exception would be if the engine quits on take off. If you haven't had enough room to build up decent air speed or altitude. Once it stalls, it's a bad day.
🤠🐂🏞️🛩️
That power off exercise was really valuable. Thanks
Wow, amazing judgement and flying around the mountains and cloud...love landing through cloud! your sense of navigation, terrain, winds and judgement in approach and landing that plane are truel admirable!! Great job!! Also, the last bit of float...yikes, you did have a tail wind...she made it though with r/w to spare!!!! wonderful!
That was some spectacular cloud flying, some of the best footage I've seen!
Definitely pitch for 85 or more. Interesting to test and see how the Kodiac will respond if an engine failure were to occur. The PT6 engine is very reliable, but it is man made. I really enjoyed the blue ocean water, cloud surfing, the jagged lush landscape and the awesome landing. LeLe looks to be very isolated. I'm glad I don't have to hike through those mountains. Great video! Thanks Ryan and Brad.
I love emergency talk, aviation isnt just about Instagram but also procedures, planning and safety.
The view of the water from your wing cameras is SO cool. What a beautiful place to fly!
Fantastic. Stay safe out there people and well done for the great job you clearly do for the people living in these remote regions.
Just looking through the description and I love how you figured out that flight simmers watch you. I just got the Kodak 100 for MSFS and having lots of fun. Great vids.
Watching Brad and you flying over water for much of the time, then seeing you land on that airstrip, I couldn't help but think how close to water and yet so far. It looks like PNG is a lot like that, water, rugged terrain, volcanoes, and earthquakes so close and yet so far.
Thank you for the drone footage Ryan, that'll be a great help for the MSFS scenery for Lele
Always taught to practice these things. Good idea
Great video, great info! Keep flying... Safely!
Wow....rough terrain....again....your good flying skills help the landing.....very good.........
Certainly a great thing to practice for any pilot. I experienced a massive power loss on climbout a few years ago at 800 feet in my Cherokee and ended up having to put it down on a disused runway crashing into a fence because I was going too fast. Thankfully everyone was ok but the Cherokee was totalled. The immediate reaction is "This isn't happening to me" and shortly after the training kicks in. It was probably 30 seconds from power loss to "landing" and I only had enough time for brief troubleshooting. Never even called mayday to the tower.
This flight was more complex than most for the viewer--the loss of power issue and alternative flight plan discussion. Thanks. The terrain is both beautiful and scary. I am guessing you have sent a lot of your viewers to Wikipedia for PNG info--unique and complex history like most places. Thanks for these videos.
Thanks Ryan and Brad for this great flight to Lele starting with the beautiful ocean and coastline below followed by wiggling around the clouds and finally an awesome landing at Lele with a quick view of the majestic volcano Ulawun, The Father. God bless and stay safe!
You were talking about seven to 12 seconds reaction times after an engine failure. You were also saying earlier that you are going to get your helicopter license later this year. Believe me, in a helicopter you've got about one second before things become unraveled very quickly! If you've ever wondered why helicopter pilots sometimes seem a little jumpy, that's why! That also explains a lot about helicopter pilots in general! LOL!
BOOO!
Yup, fly and instruct on both, more than two seconds and you would bleed rotor rpm in a hurry. Airplane, much more time. That being said, when the stove quits the insurance company owns it. Your only job is to reduce severity, fly it to the ground and never quit.
By the way, i would much rather be in a helicopter at 500’ with an engine failure than a seized wing. Less time but better ability to reduce inertia on landing. With twins, probably the airplane but twin helicopters are not too big a deal either.
Rrpm is life in Rotary and with airplanes, they don’t stall, pilots stall and spin airplanes. Always be learning.
It would be very unusual for an aero engine to suddenly stop producing power. You normally have some forewarning of power loss, such as oil pressure decreasing, oil temperature increasing, engine chip warning, torque oscillation, daily power trend check monitoring, etc. That applies for both aeroplanes and helicopters. The one second comment for helicopters, yeah, maybe for the flimsy helicopters with low rotor inertia. For the Bell 206 and Bell 212 etc helicopters that have high rotor inertia you have a few more seconds than that to sort yourself out, especially if you have some airspeed to play with.
@@brodricj3023 Over a period of 50 years, I've had three helicopter engines quit on me. None of them gave me any forewarning at all.
@@lpdirv In my experience airplane engines are less stressed and thus more reliable. But, once an engine quits, just like you, I want to be in a helicopter.
I had the pleasure of being addressed by the UK’s Chief Helicopter Test Pilot at a CAA Safety Briefing. He showed a slide of the Robinson 22 helicopter that I was training in. He pointed out that we had 2.2 seconds to lower the Collective from an engine fail before main rotor RPM was not recoverable. All very well when my instructor counted me into a practice engine fail … “three, two, one, engine failure …” but how long - I wondered - would it take me from a real engine fail. Would I detect the failure and have the collective lowered in 2.2 seconds? Possibly, but it changed my attitude to the R22 helicopter in an instant.
Good morning from Minnesota USA!
Great video...engine failure on takeoff has limited options...you have to practice the response to push hard (come out of the seat) to keep the plane flying. I've heard you brief landing options on takeoff should the engine quit (which is also good to have burned into your brain if the worst happens)... the unfortunate reaction for many pilots is to pull and we all know how that turns out.
I remember flying into Lele on a 206 with Randy Smyth as the pilot back when I was an MK in Hoskins. It really was the best flight I have ever been on and such a cool village!
2:10 I know you're used to fly alone, but I don't think your Copilot can follow your briefing at that speed.
If you do fly with two pilots in the cockpit, make sure to switch to a "checklist" approach where you him confirm each element you're going to or even repeat it.
This way you can be sure that you work as a team in an emergency situation.
The first reaction should be to "get light in the seat" by pushing the nose over enough to unload the aircraft. Before looking at instruments, before looking for spots to land. You don't get that nose over in time it won't be long before you hear the horn...seconds. As in single digit seconds in most cases.
Great flight!! Liked the ocean and blue sky .
Having had a fan failure on take off, GBOLW, at 400 feet 65 knots, nose down airspeed increased to70+ levelled off, during this declared emergency, flew downwind engine on idle maintaining level flight severe vibration. Landed on 24 with the boys in blue behind. Best flight ever, esp' as my 3rd solo! Oh and engine was 40 hours over TBO! Training is what matters, but experience counts.
I had an engine fail ure in my Piper Tomahawk at about 500 feet as I was taking off years ago. You get the nose pointed right down at the ground immediately. Stall horn going the whole time. Leveled out as the ground came up . No damage.
Touchdown was masterful, well done 👍 if I was a passenger I think id be ok it’s a sunny day.. visibility is fine….
Obviously passenger comfort is important but I’m sure there are going to be downdrafts and turbulent air right down to landing area
Hi Ryan, Thanks for allowing the free download of the NTE livery. I just started on FS2020 and was able to download and use the livery, thanks again. Happy and safe flying!
Thrilling flight! Thanks for sharing!
Yeah, I've seen some of your runways, and nothing about what I imagine regarding the results of engine out at 500' in those locations would be shocking to me.
Yeah, I think climbing up from one of these airstrips and at 500 feet you have an engine failure, it's pretty clear a crash in the jungle is going to be the outcome 😬
@@KrK007 ...or the water....depending
@@ssnerd583 Water if available would be the far better choice but he sure flies to a lot of remote hilltop type strips...
Another great cloud surfing flight Ryan. Spectacular to watch.
Glad you enjoyed it
And don't forget to feather, when the engine fails!
fully knowing your capabilities and those of your craft become priceless in stressful situations and it is always good to see pilots keeping their skills sharp and running through various plans should the worst happen
great video and stay blessed
Thank you, Ryan! Very interesting :)
Those crazy badass drone shots really make you watch til the end!
So much great content! Thanks so much for such amazingly well covered, and exciting flights :)
You guys should do a full aerobatic course, the most fun ever full blown spins from 6000 to 3000 in seconds heaps of fun, not to mention the inverted flying heaps of negative lift. But hey it just proves what you guys are doing how quickly you can loose altitude and with negative G`s how quickly you can crash. cheers guys great video.
Wow! Thanks for the insight, I’ll be off to the sim to practice this. You guys are a great team! Thanks for the video, love this stuff.
Thank you, Ryan.
How would you be able to find out the runway place among all those trees!! Landing on a smooth runway is different and this is totally different, but you do it so well... Stay blessed always, Ryan!
Hi Ryan.
Thanks for sharing. Your flights are mostly over mountainous terrain covered with forest or bush. Are you never scared about an engine failure? Okay the sea is not good but its flat at least - but crashing into a forest is another thing😅
Thanks and take care!
Frank from Germany
Thank you. It looks scary to me. You are a great pilot.
Will absolutely try this at home and check if I get similar values.
Always great footage Ryan and super interesting and educational ! Very relaxing to watch 😎👌🙏 Thankyou Sir !
That was cool ,nice rare float on flare ,I do that all the time on MFS20. great flight, interesting experiment aswell pitch for 85 is a rule 😉 got to love those kodi's . Caravan is my favourite though . Stay safe guys
Love the engine loss demo. You did very well, of course, you knew it was coming. The surprise factor must take a toll on an actual event. Nice video!
Sky Lab with Ryan & Brad. I loved the drama and excitement in this episode. Great work guys.
Thanks again Ryan, would have loved to have been a passenger on that run!
Thanks for the flight.
Love that you're always learning! Thanks!
Interesting techniques for navigating around wx. Beware of that terrain!
I've demonstrated at altitude an engine failure when pitching for Vx. Even though my copilot was expecting it and immediately pushed forward on the yoke, the airspeed dropped very fast and the stall horn came on almost immediately. It showed them that a Vx climb should transition to a Vy climb as soon as any obstacles are cleared.
Exactly! Not hold it to 1000 feet
There is no physical way you can stall just from a loss of power. And you don't need to push forward on the yoke. As the speed drops the nose will drop by itself to maintain the same (non stall) AoA you already had UNLESS YOU ACTIVELY PULL BACK ON IT in a mistaken attempt to maintain attitude or altitude.
So in a Vx configuration are you much closer to a stall compared to Vy?
@@Aran2323 In the Kodiak as Ryan has said many times, Vx is 73 knots and Vy is 99 knots (at MAUW?) so, yes, clearly.
Scary approach, with all those trees reaching up to grab you. Practicing engine failures is a Good Thing. Back on the old MSFS I used to take off from Meigs in a C172, pull the power at 1000 AGL, and try to make it back to the runway. I don't think I ever did. Pulling the power at 7,000 ASL (and you actually were over the sea) is much safer :-D
During my primary training in a Piper Tomahawk, my instructor took me on a night flight over Midway and Meigs field. 1000 ft over Lake Michigan shoreline is not a place you would want to really lose power.
@@riedjacobsen8620 Even on a sim :-O
MBP Hello, RYAN &BRETT, nice going, decent weather, stay well,🇵🇬🇵🇬🇺🇸🇺🇸
I'm curious why part of your initial actions aren't to reduce drag - feathered prop and flap up. On the C210 I fly, reducing the drag from flap, gear and prop reduces decent rate by 500fpm.
Really good video. . Thx Ryan
Thx guys !
You are really astonishing to watch. You really touch my heart. The way you piloting the most remote part of Papua New Guinea. May the Good Lord continue to Bless You n your families🙏💯👍🥰🥰
Great Pilots! Just to Fly around the places like those including their experiences.
Long Kafufu not allowed! love it thx for the video it's once again amazing and the views are stunning!
I think I sent you the video of Dan Gryder flying the Cherokee were they had to push in 5 seconds to keep the plane flying better then spinning in straight in on the nose.
They practiced 20 times to get the reflex to push quickly.
Not an N number, but P2-NTK brings up New Tribes Mission Aviation. Interesting connection.
My brother was a missionary in the Republic of Congo, Zaire, his flight experiences was indeed seat-of-the-pants aviation and overlooked by the Creator. This was in the 1980s. A time different than ours now.
hey Ryan........what happened to the return flight from Australia ? Love all of your videos. Always happy when the bell rings and its another one from you. Greetings to Chels.
I didn't have any battery power for the return trip with Jeff from Australia
lOVE THE DRONE FOOTAGE,,
I practice engine outs in a simulator so I can actually see what happens at certain altitudes/points down the runway. Some aircraft on paved runways are impossible to crash, but others get into this zone of uncontrollability and you just have to hope the smack is a soft and lucky one.
Love the “Long Kafufu” sign
You ought to take some sailplane training to better get used to gliding. That's how I got used to heading for the ground to gain speed. You have to instantly change mindsets from engine flying to gliding. You can rent sailplanes from most clubs & training with a club is usually very affordable. Once you can switch mindsets from flying to gliding you'll get over the problem if heading down to gain speed when close to the ground. Gliding gives you that mindset so that you can switch in a heartbeat. Also the training how to fly thermals in a glider is great for flying powered aircraft. I got my fixed wing private pilots license first, then took up hang gliding, then sailplanes. Hang gliding gives you the most authentic flight experience.
I were on this flight in, I’d be enjoying the sight of flying around the clouds. But that’s just me. I don’t mind the bumpiness as long as I’m not trying to fly the airplane. 😊
You will never know how you will react in an engine out until it really happens. Had some experiences there and surprised myself how well I reacted. sure gets your attention. mine were in fixed wing and I have some Hughes 269 time but never had to drop the collective for that one except in practice.
What an isolated strip.
Is there adjustment in the single lead of your harnesses as they come out of the ceiling? The shoulder belt adjusters should sit lower on your chest. As they are in this video they may dig deep into your shoulders/collarbones in an accident.
Every flight is kind of an adventure.
After my hang gliding years, I got formal flight training. My pilot training was with gliders and the concept of that looks about right. On tow, the magic number was 200 feet for turning around or landing straight ahead. What I see is too much thinking about flying and not enough just flying. There's a lot to be said about seat-of-the-pants. There is nothing like just flying your aircraft. Being one with the machine.
Cool that you changed to Windy 😎
great job
Outstanding Pilots.1/28/2022
Really good training.
I had to do an engine failure at low altitude once - turned out engine was fine but I had knocked my noise-cancelling headphones out of whack lol
I am surprised that you haven't practiced engine-out procedures earlier in your assignment to PN, like on day one.
Love all your videos!
Glad you like them!
Yes! That sticker on the panel is comedy!!! "Long KAfufu"... 🤣 Ahhh hahaha.
Always fun and exciting!
There is absolutely no point in trying to get 85 knots if you're only starting from 500 ft AGL -- you just want a good short finals speed same as any landing, which is generally IIRC 62 to 65 knots in most of your videos. Trying to get from 73 knots to 85 will OF COURSE eat up a lot of altitude, and for nothing -- worse than nothing because as you note you'll be in a dive to get that 85 knots and need a hard pull-up to not hit the ground. (It will be less than 73 knots at the top of the pitch-over of course, but that doesn't matter -- you'll be at 73 again when you get back to the altitude you started from). The PURPOSE of 85 knots after engine failure is to get the best glide angle to give you the largest choice of potential landing places you can reach -- but that ONLY APPLIES if you're at an altitude where you're going to have a minute or five or ten minutes of glide time. At 500 feet, forget it -- you're landing on whatever is pretty much right in front of you.
Too bad Bob Hoover isn't around to provide insight. Seen his demos but never any "how-to" explanations. I guess what the pilot here is doing is perhaps his 85 is best glide for that plane (?). I only know C172/152 and so rusty now I have low confidence in anything I think. Certainly on any take-off failure immediate nose down is the first reaction and perhaps simultaneously with a gentle turn toward a pre-chosen landing site IF feasible. I know one friend sort of made the "impossible turn" part way by turning at his first hint of a problem, even before engine failure or nose down so when he did have failure he had just "that much more" altitude and "that much more" turn to control crash in an awful but survivable site. So his good judgement literally "on the fly" in suspicion and responding before a definitive problem arose saved his and perhaps others' lives. So I guess nose down as drummed into our heads is first proper reaction at engine loss, but if I had the wherewithal, I'd aim for my best glide. If 85 is his best glide (???) , then at 73 maybe he'd sink much faster. I don't know really...
@@derekec "best glide" isn't "min sink'. It's the speed at which you can glide the largest distance. Min sink speed is always slower, and gives you the most time in the air (for a shorter forward distance), and probably is somewhere around 73 knots if not slower. If you're only a couple of hundred feet off the ground the difference is irrelevant. If you're at 10k feet the difference can be very important. I've done a simulated engine out (turbine idling, prop feathered and locked) in a Caravan from about 3000 feet and five miles away. 90 knots best glide. No problems at all. Even did a circuit.
Bruce Hoult Thanks. I'll need to read this a few times and try to absorb the difference. I've done many simulated engine outs from 3500 crossing much of the LI Sound (?7nm which does seem unrealistic at a 1:7 glide ratio) to set up over a chosen site, always at the Cessna's 60kts. Also routinely a ton from just crossing over runways to turn downwind for landing, although these I can't ever recall the airspeed being priority other than perhaps full trim (clean) and assuring not too slow (the full trim should give ~60kts though). Always made it in fact needing to slip for being too high. Of course there's always with blipping the throttle every 30 seconds which is a significant boost. It's important to me to grasp your point because to be honest, being able to judge my key points for emergency landings were and still may be my lowest confidence areas. Friends would say "I'm confident I can do it because that's what we train for", but to me I'd feel it was always under controlled circumstances often over known locations. I''m not commercial but also often practiced the steep spirals to set up for landing across the approach end numbers but damn if I think I can do it for real.
Another thing - Why leave the prop full forward and flap out, that's gotta be 300fpm more drag
@@reubenmorison8149 sure if it happens for real at altitude then you'll clean up the airframe if it's not already and feather the prop and brake it to a stop. At 200 feet you don't have time for that and it won't make enough difference to matter anyway. You might have time to feather if the engine's making zero power.
How about doing basically the same, just in glide distance to an airport plus buffer of an airport.
And then let him hit the fuel cutoff switch at a random time in a way that you can't see what he's doing.
So you well, still expect an emergency but you're not making the decision. You just start a normal climb above a normal airport, like you were in a holding pattern and have to divert.
So you will need to go through the engine emergency checklist and glide the airplane at the same time.
He is just there to assist and take over if you're not performing as expected.
Another good test would be to let him cut the power to idle and feather the props.
And announce that the engine has failed.
You then have to switch from a regular climb to a glider down to the runway.
If he feels uncomfortable with anything you're doing he can spin up the engine and take over.
If I were the passenger, take me on the ride through the clouds!!
If I'm ever in a position I can talk to the pilot, I'll be sure to let 'em know.
Actually, there is a life lesson in the engine failure simulation. When you quit trying, you don't just level off and coast. You start going downhill in one big heckin' hurry!
I would have thought that you would have tried it again but this time, delayed you recovery to allow for the shock factor and then see what your altitude loss was.
What aviation headset are you using?
At the 0:07 to 0:12 & 23:24 to 23:30 there is a sign that says "Long Kafufu" what does this mean ? what is the translation of Long Kafufu ?
I sort of know what the "Long" means, as in "For". But not the "Kafufu" or what it means in combination with "Long".
Always interesting 👍👍🏴