Everyone has advice as to how this guy could have done it better… and they’re all sharing this advice from the comfort of their recliners. Engine out at 400 agl, after takeoff, in the woods? This guy did everything right, in the air, not typing into an iPad in his living room.
I’m so impressed that the pilot thought to turn the airplane into the wind when it became clear that there was really no place to land but in the trees. The effect of that 20-30 knot wind on his groundspeed also helps explain the ‘extra-steep’ glide angle that surprised him.
He wasn't surprised by the glide angle, he was surprised by the pitch angle. That doesn't really make sense, I think what happened is his speed probably deteriorated well below the best glide, so he had to go heavy nose-down initially to get it back. That indeed must have been very scary at that altitude.
Me too! Turning into that strong a wind may have have saved his life. I'm too lazy to try to figure out the decrease in G force at impact but it must be significant.
When I got my commercial, I practiced engine out 180s until I could do them with my eyes closed. My takeaway was that you could hold around 800-900 FPM descent straight, but once you turned, you easily exceed 1000-1500 FPM descent rate. Also, the effect of at least 10 deg flaps is beneficial for picking up an initial bubble of lift as well as a reasonable tradeoff off of lift/drag in descent, my guess is it gives you roughly 100-150' of total altitude benefit. All in all this was a really well done descent into a crash landing. Bravo, nicely done, glad you are okay.
Very few LOTOT scenarios at less than TPA will have a successful PO180 outcome. At a minimum you need to know what height you require for a successful PO180, I would guess very view private pilots know this number because they've never methodically tried it at altitude to learn it.
I could not agree more - I won't fly with only lap belts any more. We lost a really great guy due to lap belts only in a very survivable off-field landing. :(
You are very lucky to have avoided serious or fatal head injury conking your head on the panel. I came upon a head on highway crash. The adults in front were gone, but I saw movement under the blankets on the back seat. Sadly the nine year old girl with only a lap belt had crushed her forehead on the back of the front seat. Mercifully she never regained consciousness. Hopefully this gruesome detail will persuade pilots never to fly without a shoulder harness .
Great job by Brian to fly the airplane all the way into the landing, no matter how unappealing the landing site seems to be. It's the Bob Hoover advice in action -- while it is good to land at a slow speed, it is horrible to fly too slow and stall/spin.
Near the end, Brian says he has changed his approach to flying because of his crash. After my own engine-out off-airport landing in 2021, I did exactly the same thing. My personal minimums have been revised considerably. Perhaps the most important change was that, as much as I love night flying, I rarely do it any more. I had no injuries in my incident in large part because I was able to pick out a safe landing area and put her down there with good airspeed, attitude, and control. If it had been at night, that would have been impossible.
The reaction to pull up is strong in this situation or possibly turn for airport and with no power at this altitude you will stall and then drop a wing and spiral in , excellent job of flying the plane and recognizing the need to trade altitude for airspeed to keep flying for a controlled crash.. well done
So glad he didn't attempt the impossible turn. This is one of those things that I think more GA pilots need to train for. And knowing what his minimum speeds were and maintaining those despite the urge to pull back... very, very useful.
Very fortunate. He's seen AQP videos before. Push that nose over. Yep, it will seem like you're going straight over. Good job man. So thankful you survived.
Thankyou for a great interview. A text book response to the situation. I'm amazed at how little damage occurred to the plane considering the C210 is considered fairly fast and crashed into woodland. What a well considered action to turn into the wind and reduce ground speed. This is one awesome pilot!
Quick thinking. A couple of thoughts: If possible, turn fully into the wind. That will lower ground speed, which is the kinetic crash energy you must dissipate when stopping. Into the wind is your friend. If there are trees, aim for the bottom and in-between. You want the trees to take off the wings if they are dense. Keep the fuselage intact. You did well.
At your home airport, you should know your options from any runway. When you fly into another airport, check your options as you arrive, it's usually not that hard to do. Also, note that treetops can be a great energy absorber, so much better than rocks, buildings, power lines, traffic on a freeway etc. Two pilots I know have ended up in treetops, and both emerged with zero injuries. Neither incident was the result of engine failure as it happens.
Scott Another great video. Alot can be learned from this senerio. Glad the pilot is still around to talk about this accident. Not alot of time or choices to make other than fly the plane. Good job. Todd
Scratching my head over why I would ever want to put my phone into airplane mode. This is just one of many reasons I don’t allow flight attendants on my Cessna 205. 😂 But on a serious note, thank you so much for some valuable lessons. You really had all of us sitting in the left seat with you. You did everything perfectly and if I come away with anything here, it’s the fact that I’m going to be shocked if the fan quits and your example has helped me plan a dead stick descent. Thank you!
What a great video! Very honest account of what was going through your mind. So easy to panic or pitch up and stall/spin. Thank you for sharing!! So glad you made it back and are flying again as well. Great job Brian!
I had 4 engine fails on take off while flying old cargo Cherokees in South America decades ago. But the first 3 were only partial power and i flew the downwind leg turnaround at only 200 agl. The third time i already knew turnbacks and i did it from 700 agl when engine surging at 600 plus agl. Cherokees. Most people forget to pop flaps out on emergency landings. After those ROTOTs. And becoming a CFI in 1985 i always added two markers on Airspeed indicator. 1- A blue line on Vglide speed and 2- A small strip of alluminum foil under that Blue Line Vglide to easy see when you NEED FLAPS. The students and my pilots loved those lines. They called them Flight Indicators because they indicate what to do. Maybe those were the first USA GA DMMS lines but.. I never patented those indicators. I was just glad to have them there for our safety. Students and other pilots loved them and that was good to have.
Wow, what a terrific interview and analysis! I am adding "cruise climb" to my procedures, AND I have a new low altitude checklist for the 172R I rent - 1. open door latch, 2. fuel pump on. Forget all the other stuff for an sudden engine failure at low altitude!
Great point Brian on checking the airport environment on an EFB (or Google Earth) when planning a flight. As part of the pre-takeoff brief before taking the active runway, go through "when my engine quits at... I'm going to..." Lessens the reaction time from the startle effect. It helps to have chair flown this (even with a cockpit poster) or sit in the cockpit at the ramp and touching the buttons, levers, etc: Abort point, runway remaining or not, altitudes (straight ahead or how much can I turn or even a turnback). Memory or flow items; no time for a written checklist. I'm not yet familiar with Scott's articles/talks on the turnback but those by Brian and Barry Schiff, Charlie Precourt, Russell Still, the late Richard McSpadden, are great.
Scott an old instructor said something simple which i think about before I take off." if the engine quitts after takeoff put the nose down and then you will see what you can do" I also hope I can think to pull the prop all the way out which makes quite a difference in our S model Bonanza. In my over 20000 hours of flying I have had only 2 engine faiures in the takeoff phase of flight both of which were in DC-3s so I still don't know how I would handle it in a single.
Some things you don't forget; props windmilling, and aluminum tearing apart on inpact are a couple of them. 30 years ago 4 of us walked away from from a crash landing after an engine out at low altitude. It could easily have ended entirely differntly.
A prop connected to a motor in my case, a 6-cylinder engine, stops producing power. The engine didn't hard fail like a connecting rod failure or seized engine, so there was enough speed/inertia to keep the prop turning. even though the engine wasn't running and producing power. It's a very hollow, low-frequency, dead sound. I don't know how else to describe it. I wasn't the pilot flying; I was actually in the back seat of a C-172. A couple of hours later I decided that I needed to fly my plane. I felt pretty certain that if I didn't, I never would have flown again.
Thanks Scott, good story with a good ending and yea, would like to know what caused the engine to shut down. It was about 11:30 one Friday night and I was in flight ops for a check hauling outfit at Love Field in Dallas. We had 13 Barons, 4 Bonanzas, a Mooney, a Navajo, a couple MU-2s, C-210's and a couple cabin class Cessnas. One twin had to reposition in Houston for the first return flight the following Monday for the Federal Reserve and that usually included whatever refugee Southwest Airline pilots or flight attendents we could stuff on board back to their Dallas Love home, but maybe based in Houston. The pilot of a C-401 was on his way back from Abilene and called in to say he was about 15 minutes out. I responded "cool, I gleefully responded, we can put on some fuel and I can turn you on to Houston", (his home base) in the 401. The Captain replied, "not sure we can take this airplane". I knew in an instant there was an issue, grabbed a flashlight and went out to the ramp. As he taxied in, the right engine was static, prop feathered. He shut down the left engine and I noticed the cowl on the right engine was afoul if you can guess what that means, I peered into the hole where there should have been cowling and an engine block and looked at parts of a turbocharger, pistons, gears, rods, bearings, more gears, and all manor of a totally nuked Continental TSIO520. I was stunned he was able to get that sucker feathered. It was blown to "itty bitty smithereenees" I've never seen anything worse since. He decided to spend the night in Dallas and see what we could do for him Saturday. Looking under the right engine, small bits of metal from this catastrophic event began to stack in the middle of the pool of remaining oil on the ramp. I asked the Captian, "when did this happen?" He said, "I just reduced power a little to begin the decent into Love Field and it just blew up". I said "I am amazed there was enough oil pressure to feather this prop with a hole like this". "I am amazed what was left ot the crankshaft didn't leave the block with the propeller!" It was really that bad. This engine had a reputation for cracked Cylinders and had a TBO of 1600 hrs as I recall, but we never had a cylinder make it that far. We never found out the culpret to this Kamakazi Continental, but we suspected it all started with a cracked cylinder somewhere even though our mechanics spent hours at every 50 hour inspection searching for that crack between the spark plug boss and fuel injector. I would still like to know exactly what started this engine destruction so we could learn how to stop it, but everyone who looked at it said the problem was obvious, "a handgrenade!"
"I am amazed there was enough oil pressure to feather this prop". Isn't the prop always feathered at zero oil pressure? I thought it's only aerobic aircraft where the prop goes to fine pitch at zero oil pressure.
I didn't really get that part. In your average Cessna best glide is achieved at around neutral pitch. Unless your airspeed has already deteriorated well below best glide - why would you pitch the nose down at all?
@@alk672 A 210 is not your “average” Cessna. While a trimmed airplane will eventually get to its target airspeed after total power loss, a very powerful single will experience a significant loss of airspeed before that happens. My Velocity XL-5 RG had 370HP and could climb at over 3000 fpm. Simulated engine outs required a BIG push to maintain airspeed. What is often overlooked is the big push should also be accompanied by the big pull: of the propeller control to get the prop into feather or something that condition.
@@alk672 High engine thrust and high angle of attack and the associated excess lift is overcoming weight and a huge amount of drag during takeoff. If you abruptly loose all thrust your airspeed will instantly drop forcing you to aggressively lower the nose. This necessitates an immediate total pitch attitude change of approximately 20 to 25 degrees in most light aircraft. In a high drag aircraft like a biplane the nose down pitch required will be even greater due to excess profile drag. Most light aircraft climb out at approximately 5 to 7 degrees nose up AOA at an airspeed much closer to stall then in cruise. It’s a completely different scenario if loosing power at altitude while in cruise. The transition from cruise pitch attitude to a low drag glide pitch and airspeed is only about 5-6 degrees nose down and well above stall speed at the time the power is lost. Nothing happens fast. Simply lower the nose a few degrees, re trim for best glide and find something to land on. Loss of thrust on takeoff however, is life threatening requiring a quick response to lower the nose. I’ll also mention too that if any pilot neglects to simulate engine failures on takeoff in their aircraft they’re setting themselves up for one of two scenarios. They will loose their engine on takeoff and respond by correctly lowering the nose, but will land very hard and damage the airplane because they didn’t lower the nose enough. Or, they’ll hesitate trying to hold the nose at an attitude that they’re comfortable with for the few seconds before a wing drops and they spin in.
@@bwalker4194 interesting, so what happens if you don’t push the nose down below the best glide attitude? Will it just stall without ever dropping the nose?
@@alk672 because in training you are working with an idling engine and the prop is still turning. In a true engine out, the engine and prop are dead weight and the prop is producing drag.
Great video, Gunny. Great job Brian flying all the way to the crash. I was interested in your after action briefing because I have heard few concerning low altitude engine failure. The speed and pitch down angle you mentioned was common to me from crop dusting and my seven engine failures doing that were all six second deals. You experienced startle yet did not stall. To me that means the failure did not happen in a Vy pitch attitude. Airspeed is life down low where I worked so I taught staying in ground effect on takeoff same as in the field spraying. I also taught pitching to just over obstructions rather than well over obstructions, same as crop dusting. Because I always had zoom reserve airspeed coming out of fields and potential energy of altitude (200' AGL) going in, I was familiar with the significant pitch down when either slow or in a steep turn. Anyway, Gunny explains these things better than I do. A huge advantage the crop duster or pipeline patrol pilot has concerns what Gunny said last, be aware of what is around. We live in limited vertical and horizontal spaces...low altitude orientation. High altitude orientation does not teach immediate turn at 1 g (releasing all pull on the yoke) to the obvious survivable landing zone in the near hemisphere. No pull, no g, no stall. Zoom reserve airspeed will get us to that very near one with maneuvering. We almost always have to use full flaps if available and full rudder to stop slip to make that usually very near landing zone. Good job guys.
Zoom is from "Stick and Rudder." The "law of the roller coaster" covers how we can trade airspeed for altitude and altitude for airspeed. When low, airspeed and not altitude is life. Rather than try to gain altitude quickly, Wolfgang encourages ground effect acceleration or cruise acceleration to start zoom up over obstructions when near obstructions. This is safer than Vy because it allows maneuvering flight.@@AaronWbirdman
I'm really happy to see this video where the pilot flew the plane all the way into a survivable landing with no more than minor injury. Trees ARE SURVIVABLE! Every flight school should make sure that all their students see this. It's possible to quibble over additional items the pilot could have done, but how much can you do in maybe thirty seconds while still flying the airplane.
I agree consider wind and take advantage of it! Agree nose gear took some of the impact…Flaps at last 10 seconds? Perhaps…next plane… shoulder harnesses before avionics ..many thanks for this education.
I take it from the end of the interview he still does flight planning. So, he gave up on his "I'll never fly again" comment immediately after the crash. Good on him for picking up and moving on.
So glad he survived to tell the frightening story. My first instructor on day one lesson one said fly the airplane even if it is in to a brick wall, fly the airplane!
Sad, that Brian said he is done flying after this.... 😞 Great job walking away from this! I learned early on in my training to "fly the plane all the way to the ramp until the engine is shut off."
Well yes, he did say 'that's my last flight' or words to that effect shortly after the mishap...but then he advised that he now checks google earth/foreflight to ID good landing sites at unfamiliar fields. So I took that to mean he later decided to continue flying. Hope his new ride is more reliable!
@@FlyWirescottperdue lower speed at the time of impacting trees is also an obvious benefit. However you can achieve that safely is a winner. Into the wind, full flaps, and gear down, no?
Engine failures are very rare. I have not had one in 14,500 hours. They are usually because the pilot ran it out of fuel or oil. Oil leaks are very common.
Looks like fuel starvation. His own photos at the scene after he got out are damning. Not a drop of fuel anywhere, and no concerns about post-crash fire? Very strange!
You had me at "the sound of the trees brushing against the aluminum". Confirm one thing for us please? The reported 55kts is clearly a ground speed number, correct? I would not think a 210 could keep flying at 55kts IAS, but I'll go look at a POH for it. Lastly, very grateful for the suggestion on cruise climb as a safer choice. I think my training was all about gathering potential versus kinetic, but if you are not instant with an elevator push... the party ends real quick.
Brian, Great job. I've become increasingly anxious over the past 10 years about engine failure. I've had only one flying jumpers in the 80's in a 182 but managed to get back to the airport with no issue ( the whole top of the engine blew out from piston failure) I have flown mostly very high performance sport planes and slowly developed a real uneasiness about it. I remember conversing with Budd Davisson about 10 years back about climbing right after liftoff in a Pitts at steep angles and low air speeds because you could. He caution me that should the engine fail, even with immediate reaction, you still may not be able to push the nose over and down fast enough before stalling. He said with the uphill trajectory, the flat pitch on the prop which has now become a very effective brake you will either stall or will not have enough forward energy to stop the very high sink rate you just created. That put a stop to that hot dogging. In some ways I have decided the risk is just too high to put all my and my family's eggs in that single engine basket. Light twins are just about as dangerous and you have twice the chance of engine failure. Airframe parachutes, while not fool proof, could have been the savior of hundreds of people. All the IFR and night flying over the Appalachian mountains in a Beech Sierra, Oh my! One last piece of advice, everyone seems to forget to pull the prop back to course pitch if the engine is wind milling. You would be amazed at the difference in gliding distance gained.
For the sake of learning, I’m going to sound a bit like DG here, but including a self briefing of “I expect to loose the engine, there it is, pitch for best glide and fly to the ground at the places I pre-determined”. One of the locations I would have preferred-picked would have been to the right. Had he been “expecting” LOTOTO the instant it died, had he pushed then he would have lost less air speed and would have been able to land on that road going toward that highway. My take away from this is “preflight LOTOTO” with predetermined set down points and have a preconceived idea of what you will do when it happens”. So glad the at least know to push for best glide and to fly it to the crash as slow as possible. Thank you for the lesson reminder.
and if you "expect to loose the engine" you can climb at Vy, have more altitude when it happens, and be less likely to stall because you're cutting off some seconds from the startle factor and pushing that nose down sooner. Reinforce that "muscle memory" by chair flying and practicing in a simulator.
@@eds.173 yes that’s a good add to the point of eliminating startle factor and the slower reaction time from startle factor. Those fractions of seconds could mean the difference between life and death.
I am glad that you were able to walk away from this! One observation I made is that you left the prop forward. One thing I teach my students that have constant speed props is to pull the prop all the way back in the event of an engine failure. It will greatly reduce drag and extend your glide distance. I hope you get back in the air, soon!
All flying is mitigated risk, around 16:40 Brian is talking about practice and always wished we had practiced more etc, well he's right and you should run the possibility in your head, before and after turning the key. What are the options, what's my takeoff abort, where can I go if??? RTOT is deadly because you want to troubleshoot, total loss eliminated that possibility in this situation. Sterile takeoff, landing and sometimes even during flight to avoid imc etc, stay as far as possible ahead of your aircraft.
Did he really mean it when he said "I'm never flying again"??? Sounded serious to me and I wouldnt blame him after that!! Its all fun and thrills, until something stops working and life and death get real! Glad you made it as safely as you did! Very scary situation! Thats the thing about flying, there are so many things that have to work just right, everytime, and its all great while theyre working, but eventually somethings gotta give. Ive always loved flying, wanted to be a pilot but other than a few lessons and realizing it was going to be so expensive i just never did follow thru.
All of it is of interest. Mag on R, total lack of fuel all over the ground, zero concern about post-crash fire, ferry with the gear down (even though this will adversely affect climb AND glide performance, it was "convenient" it was down for this incident). Salvage removed and sold the aircraft before NTSB could look at it. Seems fishy as all hell to me.
@@paradoxicalcat7173 Well, we have to assume that he didn't have fire extinguishers strapped to his legs, and conveniently have a sport parachute strapped to his back.
Even if you have no other choice but the trees, if you continue to fly the plane, you are probably going to live. If you stall, and spin, probably not. I always want to know why the engine quit. Can you tell us why? Thanks for making this video.
Classic saying from my Instructor on my 1st night lesson."If you have to crash land at night, turn on the landing lights and if you don't like what you see in front of you, turn off the lights".😉
What's important to me is ground speed at impact. Strong wind and trees slowed the ground speed. Looks like at point of impact ground speed was nearly nothing.
@@mazerat4q2 Also no fire and no fuel staining evident on the snow or fuselage. Based on the damage to the right wing, the right fuel tank surely ruptured.
Scott - the ideal climb speed to avoid engine out is best climb/glide speed. The issue with a cruise climb speed is you have higher drag at that higher speed. So in the transition from cruise climb speed to best glide, you have lost energy. Because of that higher drag in cruise climb, you will have less energy overall. That is a fancy way of saying you'll also be lower in altitude. The best configuration for an engine out is when it happens to be at your best glide speed, as high as possible.
..listened a little further. Reaction time is a good point Scott! I'd be curious to see examples of this at altitude with various airplanes and reaction times to play that scenario out.
G,day from Sydney Australia. Thank you for your story and analysing the time management in the control of the plane. "My nickel on the grass" "I left the landing gear down" That drag penalty: could you have gilded left to the grass field? 🌏🇭🇲
Yep. Aviate, its all that matters. Impressive piloting, flew it into the crash....but it cannot be easy as he mentioned. Cant imagine the shock effect.
Great story, great lesson. As preparation for this kind of possible emergency, would practice in a reasonably realistic sim help to familiarize you with: Oh snap! What just happened?!? Pitch for best glide and get used to the sight picture at low altitude. Thanks very much to you both for this eye-opening video.
Gotta say, it's a lot of fun just seeing how the physics of changing the wind, runway length, bank angle, and reaction times change the outcomes. @@FlyWirescottperdue
I think a good VR or regular simulator could help a lot. I spent a lot of time in DCS world with an Oculus Rift VR headset, and it helped me a lot. It's true that you will have a windscreen full of Earth when you pitch down to avoid stalling, and getting this sight picture in your brain via a sim must be better than nothing.
Part of the reason for the brick like glide is the propeller running to the fine pitch stops as the governor tries to maintain climb RPM with the torque removed. When I owned a C-180, I made it part of my engine failure drill to pull the prop to MIN RPM ASAP after it quit. The RPM will still be close to where it was, say between 2000-2400, and MIN RPM if applied right away will make the governor will dump oil to move the blades coarse, trying to achieve the MIN RPM target value of down around 1000 RPM or whatever. With a CS/CW prop where the counterweights drive the prop to coarse pitch and oil pressure drives fine pitch, you will get the blades coming out of fine pitch even if oil pressure is gone as the governor provides an escape for oil trapped in the hub and the counterweights do their thing. When I did this I would notice an acceleration as the drag of the prop was reduced when I pulled the prop knob aft, IF I did it quickly. I was surprised at an owner not having a shoulder harness in his plane even in this day and age.
I’m wondering the same thing. I just had the impulse coupling spring break on my left mag. When that happens timing goes out the window and the engine will no longer run on that mag alone. Perhaps he was flying on one mag inadvertently and it failed.
Im sorry to say - I personally decided that I would never fly in a plane without a shoulder harness. Why would someone spend tons of money on an avionics upgrade and not put in 3 or 4 point safety harness. Also, after pitching down ( great job) pull the prop out to max glide.
Unrelated to your video... Just curious, why do many biplanes have their wings angled back? Usually aerobatic ones. Is this aesthetics or is there an aeronautical reason?
G'day, The basic idea is to adjust the Centre of Pressure to agree with the Centre of Gravity, while shifting the Centre Section of the Top Wing away from being above the Pilot's Cockpit. Look at a Cirrus Moth from the 1920s and compare it to a Tiger Moth from the 1930s ; now imagine wearing a Parachute & trying to get in and out of the two machines. The Gypsy was the Civilian Flying Club workhorse, but the RAF bought the Tiger Moth for training. Aeronautical Design consists of juggling competing objectives and choosing the preferred compromise. Such is life, Have a good one... Stay safe. ;-p Ciao !
Seemed to be small clear area just ahead when turning, the map doesn't show stuff like structures. The smaller vs large trees eventual landing is probably better. If it were large trees, is an attempt between or a smaller branched canopy hoping to slow down, though it is a lot higher. Also selecting a spot on takeoff, you probably conservatively only have half the distance already covered in the air to stay in the air and less with trees.
Could micro VGs have made a difference in this situation? Lower stall speed, more low speed control seems very advantageous in a takeoff power loss situation.
What/where is the ForeFlight feature discussed at the end to help identify landing spots ahead of time? Is that available only with the top tier description?
Something's up here. No apparent fuel leaks, no concern about fire. Engine just dying "as if shutdown" sounds like it ran out of fuel? No post-crash fire, no sign of fuel leaking anywhere. Photos taken immediately after the crash are pretty damning, IMHO.
The Salvage Company Sold the airplane before the NTSB could inspect the engine. We'll never know what went wrong.
Wow, that sucks
famous line to clint eastwood.....i gots to no@@MichaelVanHeemst
Is that legal? I would think that the insurance company would want a thorough explanation of why the engine failed? Did he run it out of gas??
This just doesn't sound possible. How do we have all of the failure records we have? Something stinks a bit here. Anyone else agree?
@@rsn2012 Definitely agree!
Excellent interview! Thanks for posting!
Especially in light of tonight’s tragic news….Jb.
Everyone has advice as to how this guy could have done it better… and they’re all sharing this advice from the comfort of their recliners. Engine out at 400 agl, after takeoff, in the woods? This guy did everything right, in the air, not typing into an iPad in his living room.
How do we know he did everything right at that altitude? He walked away! Great job sir!
I’m so impressed that the pilot thought to turn the airplane into the wind when it became clear that there was really no place to land but in the trees. The effect of that 20-30 knot wind on his groundspeed also helps explain the ‘extra-steep’ glide angle that surprised him.
He wasn't surprised by the glide angle, he was surprised by the pitch angle. That doesn't really make sense, I think what happened is his speed probably deteriorated well below the best glide, so he had to go heavy nose-down initially to get it back. That indeed must have been very scary at that altitude.
And it was a good landing!
Me too! Turning into that strong a wind may have have saved his life. I'm too lazy to try to figure out the decrease in G force at impact but it must be significant.
When I got my commercial, I practiced engine out 180s until I could do them with my eyes closed. My takeaway was that you could hold around 800-900 FPM descent straight, but once you turned, you easily exceed 1000-1500 FPM descent rate. Also, the effect of at least 10 deg flaps is beneficial for picking up an initial bubble of lift as well as a reasonable tradeoff off of lift/drag in descent, my guess is it gives you roughly 100-150' of total altitude benefit. All in all this was a really well done descent into a crash landing. Bravo, nicely done, glad you are okay.
Very few LOTOT scenarios at less than TPA will have a successful PO180 outcome. At a minimum you need to know what height you require for a successful PO180, I would guess very view private pilots know this number because they've never methodically tried it at altitude to learn it.
You gotta install shoulder harness long before you install new avionics. You just gotta!
I could not agree more - I won't fly with only lap belts any more. We lost a really great guy due to lap belts only in a very survivable off-field landing. :(
Absolutely!!!
And purchase a helmet .
That's a nobrainer
You are very lucky to have avoided serious or fatal head injury conking your head on the panel. I came upon a head on highway crash. The adults in front were gone, but I saw movement under the blankets on the back seat. Sadly the nine year old girl with only a lap belt had crushed her forehead on the back of the front seat. Mercifully she never regained consciousness. Hopefully this gruesome detail will persuade pilots never to fly without a shoulder harness .
Great job by Brian to fly the airplane all the way into the landing, no matter how unappealing the landing site seems to be. It's the Bob Hoover advice in action -- while it is good to land at a slow speed, it is horrible to fly too slow and stall/spin.
You do a great job with these interviews - you let them talk. Kudos.
Brian has the right instincts to be a good pilot!! Great job of handling that emergency.
Thank you both for a great discussion! The argument for a higher airspeed is compelling and I'll change my initial climb speeds based on this.
Near the end, Brian says he has changed his approach to flying because of his crash. After my own engine-out off-airport landing in 2021, I did exactly the same thing. My personal minimums have been revised considerably. Perhaps the most important change was that, as much as I love night flying, I rarely do it any more. I had no injuries in my incident in large part because I was able to pick out a safe landing area and put her down there with good airspeed, attitude, and control. If it had been at night, that would have been impossible.
I'm the same with my night flying... Just because I can, doesn't mean I should 👍
The reaction to pull up is strong in this situation or possibly turn for airport and with no power at this altitude you will stall and then drop a wing and spiral in , excellent job of flying the plane and recognizing the need to trade altitude for airspeed to keep flying for a controlled crash.. well done
Great job Brian and Scott for videoing this….the plane can be replaced!!!!
Thanks!
Thanks, Captain!
GREAT job at getting it down..AND MOST IMPORTANTLY WALKING AWAY. Very fortunate you’re STILL with us! Can you imagine an engine (OR 2) loss AT NIGHT?!
So glad he didn't attempt the impossible turn. This is one of those things that I think more GA pilots need to train for. And knowing what his minimum speeds were and maintaining those despite the urge to pull back... very, very useful.
Great interview, Scott. You allowed Brian to speak ad libitum, and it's fantastic to hear his story of survival.
What a thoughtful interview and well described event both in the aviation and human aspects. Thank you for sharing it. It's made me better.
Very fortunate. He's seen AQP videos before. Push that nose over. Yep, it will seem like you're going straight over. Good job man. So thankful you survived.
Thankyou for a great interview. A text book response to the situation. I'm amazed at how little damage occurred to the plane considering the C210 is considered fairly fast and crashed into woodland. What a well considered action to turn into the wind and reduce ground speed. This is one awesome pilot!
Quick thinking. A couple of thoughts: If possible, turn fully into the wind. That will lower ground speed, which is the kinetic crash energy you must dissipate when stopping. Into the wind is your friend. If there are trees, aim for the bottom and in-between. You want the trees to take off the wings if they are dense. Keep the fuselage intact. You did well.
Excellent point about the wind reducing ground speed! Not talked about enough.
Excellent job Brian- PLEASE make sure your next mount has shoulder harnesses installed!
At your home airport, you should know your options from any runway. When you fly into another airport, check your options as you arrive, it's usually not that hard to do. Also, note that treetops can be a great energy absorber, so much better than rocks, buildings, power lines, traffic on a freeway etc. Two pilots I know have ended up in treetops, and both emerged with zero injuries. Neither incident was the result of engine failure as it happens.
Scott
Another great video. Alot can be learned from this senerio. Glad the pilot is still around to talk about this accident. Not alot of time or choices to make other than fly the plane. Good job.
Todd
Scratching my head over why I would ever want to put my phone into airplane mode. This is just one of many reasons I don’t allow flight attendants on my Cessna 205. 😂 But on a serious note, thank you so much for some valuable lessons. You really had all of us sitting in the left seat with you. You did everything perfectly and if I come away with anything here, it’s the fact that I’m going to be shocked if the fan quits and your example has helped me plan a dead stick descent. Thank you!
What a great video! Very honest account of what was going through your mind. So easy to panic or pitch up and stall/spin. Thank you for sharing!! So glad you made it back and are flying again as well. Great job Brian!
I had 4 engine fails on take off while flying old cargo Cherokees in South America decades ago. But the first 3 were only partial power and i flew the downwind leg turnaround at only 200 agl. The third time i already knew turnbacks and i did it from 700 agl when engine surging at 600 plus agl. Cherokees. Most people forget to pop flaps out on emergency landings.
After those ROTOTs. And becoming a CFI in 1985 i always added two markers on Airspeed indicator.
1- A blue line on Vglide speed and
2- A small strip of alluminum foil under that Blue Line Vglide to easy see when you NEED FLAPS. The students and my pilots loved those lines. They called them Flight Indicators because they indicate what to do. Maybe those were the first USA GA DMMS lines but.. I never patented those indicators. I was just glad to have them there for our safety. Students and other pilots loved them and that was good to have.
Wow, what a terrific interview and analysis! I am adding "cruise climb" to my procedures, AND I have a new low altitude checklist for the 172R I rent - 1. open door latch, 2. fuel pump on. Forget all the other stuff for an sudden engine failure at low altitude!
Great point Brian on checking the airport environment on an EFB (or Google Earth) when planning a flight. As part of the pre-takeoff brief before taking the active runway, go through "when my engine quits at... I'm going to..." Lessens the reaction time from the startle effect. It helps to have chair flown this (even with a cockpit poster) or sit in the cockpit at the ramp and touching the buttons, levers, etc: Abort point, runway remaining or not, altitudes (straight ahead or how much can I turn or even a turnback). Memory or flow items; no time for a written checklist.
I'm not yet familiar with Scott's articles/talks on the turnback but those by Brian and Barry Schiff, Charlie Precourt, Russell Still, the late Richard McSpadden, are great.
Scott an old instructor said something simple which i think about before I take off." if the engine quitts after takeoff put the nose down and then you will see what you can do" I also hope I can think to pull the prop all the way out which makes quite a difference in our S model Bonanza. In my over 20000 hours of flying I have had only 2 engine faiures in the takeoff phase of flight both of which were in DC-3s so I still don't know how I would handle it in a single.
Some things you don't forget; props windmilling, and aluminum tearing apart on inpact are a couple of them. 30 years ago 4 of us walked away from from a crash landing after an engine out at low altitude. It could easily have ended entirely differntly.
What is props windmilling
A prop connected to a motor in my case, a 6-cylinder engine, stops producing power. The engine didn't hard fail like a connecting rod failure or seized engine, so there was enough speed/inertia to keep the prop turning. even though the engine wasn't running and producing power. It's a very hollow, low-frequency, dead sound. I don't know how else to describe it. I wasn't the pilot flying; I was actually in the back seat of a C-172. A couple of hours later I decided that I needed to fly my plane. I felt pretty certain that if I didn't, I never would have flown again.
Hello sir. Another great video!
Thanks Scott, good story with a good ending and yea, would like to know what caused the engine to shut down. It was about 11:30 one Friday night and I was in flight ops for a check hauling outfit at Love Field in Dallas. We had 13 Barons, 4 Bonanzas, a Mooney, a Navajo, a couple MU-2s, C-210's and a couple cabin class Cessnas. One twin had to reposition in Houston for the first return flight the following Monday for the Federal Reserve and that usually included whatever refugee Southwest Airline pilots or flight attendents we could stuff on board back to their Dallas Love home, but maybe based in Houston. The pilot of a C-401 was on his way back from Abilene and called in to say he was about 15 minutes out. I responded "cool, I gleefully responded, we can put on some fuel and I can turn you on to Houston", (his home base) in the 401. The Captain replied, "not sure we can take this airplane". I knew in an instant there was an issue, grabbed a flashlight and went out to the ramp. As he taxied in, the right engine was static, prop feathered. He shut down the left engine and I noticed the cowl on the right engine was afoul if you can guess what that means, I peered into the hole where there should have been cowling and an engine block and looked at parts of a turbocharger, pistons, gears, rods, bearings, more gears, and all manor of a totally nuked Continental TSIO520. I was stunned he was able to get that sucker feathered. It was blown to "itty bitty smithereenees" I've never seen anything worse since. He decided to spend the night in Dallas and see what we could do for him Saturday. Looking under the right engine, small bits of metal from this catastrophic event began to stack in the middle of the pool of remaining oil on the ramp. I asked the Captian, "when did this happen?" He said, "I just reduced power a little to begin the decent into Love Field and it just blew up". I said "I am amazed there was enough oil pressure to feather this prop with a hole like this". "I am amazed what was left ot the crankshaft didn't leave the block with the propeller!" It was really that bad. This engine had a reputation for cracked Cylinders and had a TBO of 1600 hrs as I recall, but we never had a cylinder make it that far. We never found out the culpret to this Kamakazi Continental, but we suspected it all started with a cracked cylinder somewhere even though our mechanics spent hours at every 50 hour inspection searching for that crack between the spark plug boss and fuel injector. I would still like to know exactly what started this engine destruction so we could learn how to stop it, but everyone who looked at it said the problem was obvious, "a handgrenade!"
That would of been scary as hell!
"I am amazed there was enough oil pressure to feather this prop". Isn't the prop always feathered at zero oil pressure?
I thought it's only aerobic aircraft where the prop goes to fine pitch at zero oil pressure.
The point he makes about the amount of nose down pitch required to maintain airspeed is what most light aircraft pilots need to hear and believe.
I didn't really get that part. In your average Cessna best glide is achieved at around neutral pitch. Unless your airspeed has already deteriorated well below best glide - why would you pitch the nose down at all?
@@alk672 A 210 is not your “average” Cessna. While a trimmed airplane will eventually get to its target airspeed after total power loss, a very powerful single will experience a significant loss of airspeed before that happens. My Velocity XL-5 RG had 370HP and could climb at over 3000 fpm. Simulated engine outs required a BIG push to maintain airspeed. What is often overlooked is the big push should also be accompanied by the big pull: of the propeller control to get the prop into feather or something that condition.
@@alk672 High engine thrust and high angle of attack and the associated excess lift is overcoming weight and a huge amount of drag during takeoff. If you abruptly loose all thrust your airspeed will instantly drop forcing you to aggressively lower the nose. This necessitates an immediate total pitch attitude change of approximately 20 to 25 degrees in most light aircraft. In a high drag aircraft like a biplane the nose down pitch required will be even greater due to excess profile drag. Most light aircraft climb out at approximately 5 to 7 degrees nose up AOA at an airspeed much closer to stall then in cruise. It’s a completely different scenario if loosing power at altitude while in cruise. The transition from cruise pitch attitude to a low drag glide pitch and airspeed is only about 5-6 degrees nose down and well above stall speed at the time the power is lost. Nothing happens fast. Simply lower the nose a few degrees, re trim for best glide and find something to land on. Loss of thrust on takeoff however, is life threatening requiring a quick response to lower the nose. I’ll also mention too that if any pilot neglects to simulate engine failures on takeoff in their aircraft they’re setting themselves up for one of two scenarios. They will loose their engine on takeoff and respond by correctly lowering the nose, but will land very hard and damage the airplane because they didn’t lower the nose enough. Or, they’ll hesitate trying to hold the nose at an attitude that they’re comfortable with for the few seconds before a wing drops and they spin in.
@@bwalker4194 interesting, so what happens if you don’t push the nose down below the best glide attitude? Will it just stall without ever dropping the nose?
@@alk672 because in training you are working with an idling engine and the prop is still turning. In a true engine out, the engine and prop are dead weight and the prop is producing drag.
Great segment. Fly the plane. KISS. Great life lesson in many respects.
Great video. Glad hes ok. Im having harness installed in our 15AC Aeronca.
Great video, Gunny. Great job Brian flying all the way to the crash. I was interested in your after action briefing because I have heard few concerning low altitude engine failure. The speed and pitch down angle you mentioned was common to me from crop dusting and my seven engine failures doing that were all six second deals. You experienced startle yet did not stall. To me that means the failure did not happen in a Vy pitch attitude. Airspeed is life down low where I worked so I taught staying in ground effect on takeoff same as in the field spraying. I also taught pitching to just over obstructions rather than well over obstructions, same as crop dusting. Because I always had zoom reserve airspeed coming out of fields and potential energy of altitude (200' AGL) going in, I was familiar with the significant pitch down when either slow or in a steep turn. Anyway, Gunny explains these things better than I do.
A huge advantage the crop duster or pipeline patrol pilot has concerns what Gunny said last, be aware of what is around. We live in limited vertical and horizontal spaces...low altitude orientation. High altitude orientation does not teach immediate turn at 1 g (releasing all pull on the yoke) to the obvious survivable landing zone in the near hemisphere. No pull, no g, no stall. Zoom reserve airspeed will get us to that very near one with maneuvering. We almost always have to use full flaps if available and full rudder to stop slip to make that usually very near landing zone.
Good job guys.
@jimmydulin928 - hey could you talk more about what you call zoom?
Zoom is from "Stick and Rudder." The "law of the roller coaster" covers how we can trade airspeed for altitude and altitude for airspeed. When low, airspeed and not altitude is life. Rather than try to gain altitude quickly, Wolfgang encourages ground effect acceleration or cruise acceleration to start zoom up over obstructions when near obstructions. This is safer than Vy because it allows maneuvering flight.@@AaronWbirdman
I'm really happy to see this video where the pilot flew the plane all the way into a survivable landing with no more than minor injury. Trees ARE SURVIVABLE!
Every flight school should make sure that all their students see this.
It's possible to quibble over additional items the pilot could have done, but how much can you do in maybe thirty seconds while still flying the airplane.
Excellent point!
I agree consider wind and take advantage of it! Agree nose gear took some of the impact…Flaps at last 10 seconds? Perhaps…next plane… shoulder harnesses before avionics ..many thanks for this education.
“I flew the plane…” and that’s why we get to hear this story. Keep flying the plane.
I'm just glad he's sitting there and able to tell us about it so yeah I suppose he at least made some good decisions and didn't panic.
I take it from the end of the interview he still does flight planning. So, he gave up on his "I'll never fly again" comment immediately after the crash. Good on him for picking up and moving on.
Fantastic information! Thank you both!
Quick thinking!!!
Glad you walked away!!
Props to Brian. Flew it as far into the crash as he could!
So glad he survived to tell the frightening story. My first instructor on day one lesson one said fly the airplane even if it is in to a brick wall, fly the airplane!
Great input from the pilot. Interesting. Of course too soon to know the engine failure cause . Thanks
Brian, you crash real good. Well done and stick with it... and keep smiling.
Thanks for sharing. Good lessons.
Every landing you can walk away from... Very well done!
Great job getting down and safe.
Great to still have you with us.
Great insights!
Sad, that Brian said he is done flying after this.... 😞 Great job walking away from this! I learned early on in my training to "fly the plane all the way to the ramp until the engine is shut off."
Well yes, he did say 'that's my last flight' or words to that effect shortly after the mishap...but then he advised that he now checks google earth/foreflight to ID good landing sites at unfamiliar fields. So I took that to mean he later decided to continue flying. Hope his new ride is more reliable!
That was so close. So glad you survived.
Brian, you are definitely an aviator! The lessons learned are: Fly the aircraft. Fly the aircraft. And don't forget to fly the aircraft.
@05:00 i completely agree about not doing the procedures at 400ft. It's simple, just fly the aircraft!
happy to see him alive.
Awesome video Scott and great airmanship Brian. I too am curious if putting in flaps would have given you just a little be more glide time.
About half flaps would be appropriate. Not for Best Glide, but for Min Sink…. And that speed maximizes your time in the air.
@@FlyWirescottperdue lower speed at the time of impacting trees is also an obvious benefit. However you can achieve that safely is a winner. Into the wind, full flaps, and gear down, no?
Curious Brian. Did you ever determine what caused the engine to fail?
Engine failures are very rare. I have not had one in 14,500 hours. They are usually because the pilot ran it out of fuel or oil. Oil leaks are very common.
Looks like fuel starvation. His own photos at the scene after he got out are damning. Not a drop of fuel anywhere, and no concerns about post-crash fire? Very strange!
You had me at "the sound of the trees brushing against the aluminum". Confirm one thing for us please? The reported 55kts is clearly a ground speed number, correct? I would not think a 210 could keep flying at 55kts IAS, but I'll go look at a POH for it.
Lastly, very grateful for the suggestion on cruise climb as a safer choice. I think my training was all about gathering potential versus kinetic, but if you are not instant with an elevator push... the party ends real quick.
The speed is ground speed.
Brian, Great job. I've become increasingly anxious over the past 10 years about engine failure. I've had only one flying jumpers in the 80's in a 182 but managed to get back to the airport with no issue ( the whole top of the engine blew out from piston failure) I have flown mostly very high performance sport planes and slowly developed a real uneasiness about it.
I remember conversing with Budd Davisson about 10 years back about climbing right after liftoff in a Pitts at steep angles and low air speeds because you could. He caution me that should the engine fail, even with immediate reaction, you still may not be able to push the nose over and down fast enough before stalling. He said with the uphill trajectory, the flat pitch on the prop which has now become a very effective brake you will either stall or will not have enough forward energy to stop the very high sink rate you just created. That put a stop to that hot dogging. In some ways I have decided the risk is just too high to put all my and my family's eggs in that single engine basket. Light twins are just about as dangerous and you have twice the chance of engine failure. Airframe parachutes, while not fool proof, could have been the savior of hundreds of people. All the IFR and night flying over the Appalachian mountains in a Beech Sierra, Oh my! One last piece of advice, everyone seems to forget to pull the prop back to course pitch if the engine is wind milling. You would be amazed at the difference in gliding distance gained.
For the sake of learning, I’m going to sound a bit like DG here, but including a self briefing of “I expect to loose the engine, there it is, pitch for best glide and fly to the ground at the places I pre-determined”. One of the locations I would have preferred-picked would have been to the right. Had he been “expecting” LOTOTO the instant it died, had he pushed then he would have lost less air speed and would have been able to land on that road going toward that highway.
My take away from this is “preflight LOTOTO” with predetermined set down points and have a preconceived idea of what you will do when it happens”. So glad the at least know to push for best glide and to fly it to the crash as slow as possible. Thank you for the lesson reminder.
and if you "expect to loose the engine" you can climb at Vy, have more altitude when it happens, and be less likely to stall because you're cutting off some seconds from the startle factor and pushing that nose down sooner. Reinforce that "muscle memory" by chair flying and practicing in a simulator.
@@eds.173 yes that’s a good add to the point of eliminating startle factor and the slower reaction time from startle factor. Those fractions of seconds could mean the difference between life and death.
I am glad that you were able to walk away from this! One observation I made is that you left the prop forward. One thing I teach my students that have constant speed props is to pull the prop all the way back in the event of an engine failure. It will greatly reduce drag and extend your glide distance. I hope you get back in the air, soon!
Not a bad suggestion to teach your students however at 400 ft you will not see any benefits of coarsening the prop pitch vs glide ratio.
Really? I disagree. FEATHER THE DAMN PROP! @@kiwidiesel
All flying is mitigated risk, around 16:40 Brian is talking about practice and always wished we had practiced more etc, well he's right and you should run the possibility in your head, before and after turning the key. What are the options, what's my takeoff abort, where can I go if??? RTOT is deadly because you want to troubleshoot, total loss eliminated that possibility in this situation.
Sterile takeoff, landing and sometimes even during flight to avoid imc etc, stay as far as possible ahead of your aircraft.
Did he really mean it when he said "I'm never flying again"??? Sounded serious to me and I wouldnt blame him after that!! Its all fun and thrills, until something stops working and life and death get real! Glad you made it as safely as you did!
Very scary situation! Thats the thing about flying, there are so many things that have to work just right, everytime, and its all great while theyre working, but eventually somethings gotta give. Ive always loved flying, wanted to be a pilot but other than a few lessons and realizing it was going to be so expensive i just never did follow thru.
Sorry to hear that. Maybe you should look into LSA... it is a way to get into the air that is less expensive!
At 14:54, it looks to me like the key is selected to Right, not Both. Could the loss of that mag be something of interest?
All of it is of interest. Mag on R, total lack of fuel all over the ground, zero concern about post-crash fire, ferry with the gear down (even though this will adversely affect climb AND glide performance, it was "convenient" it was down for this incident). Salvage removed and sold the aircraft before NTSB could look at it. Seems fishy as all hell to me.
@@paradoxicalcat7173 Well, we have to assume that he didn't have fire extinguishers strapped to his legs, and conveniently have a sport parachute strapped to his back.
Good job keeping the airspeed at best glide and accepting reality.
Even if you have no other choice but the trees, if you continue to fly the plane, you are probably going to live. If you stall, and spin, probably not. I always want to know why the engine quit. Can you tell us why? Thanks for making this video.
Classic saying from my Instructor on my 1st night lesson."If you have to crash land at night, turn on the landing lights and if you don't like what you see in front of you, turn off the lights".😉
Great job.
What's important to me is ground speed at impact. Strong wind and trees slowed the ground speed. Looks like at point of impact ground speed was nearly nothing.
An engine failure like that seems most likely fuel starvation. A cold icy day
@@mazerat4q2 Also no fire and no fuel staining evident on the snow or fuselage. Based on the damage to the right wing, the right fuel tank surely ruptured.
Scott - the ideal climb speed to avoid engine out is best climb/glide speed. The issue with a cruise climb speed is you have higher drag at that higher speed. So in the transition from cruise climb speed to best glide, you have lost energy.
Because of that higher drag in cruise climb, you will have less energy overall. That is a fancy way of saying you'll also be lower in altitude. The best configuration for an engine out is when it happens to be at your best glide speed, as high as possible.
..listened a little further. Reaction time is a good point Scott! I'd be curious to see examples of this at altitude with various airplanes and reaction times to play that scenario out.
Cruise climb is generally Best Glide or slightly faster depending on the airplane.
I've got several videos on this check them out.
G,day from Sydney Australia.
Thank you for your story and analysing the time management in the control of the plane.
"My nickel on the grass"
"I left the landing gear down"
That drag penalty: could you have gilded left to the grass field?
🌏🇭🇲
Regardless of cause, whatever training and mindset this guy has needs to be replicated across all GA pilots.
Speed is life!
Yep. Aviate, its all that matters. Impressive piloting, flew it into the crash....but it cannot be easy as he mentioned. Cant imagine the shock effect.
Great story, great lesson.
As preparation for this kind of possible emergency, would practice in a reasonably realistic sim help to familiarize you with:
Oh snap! What just happened?!?
Pitch for best glide and get used to the sight picture at low altitude.
Thanks very much to you both for this eye-opening video.
I actually did several videos on this very subject. Proposing how best to train for the 'Impossible Turn'.
Gotta say, it's a lot of fun just seeing how the physics of changing the wind, runway length, bank angle, and reaction times change the outcomes. @@FlyWirescottperdue
I think a good VR or regular simulator could help a lot. I spent a lot of time in DCS world with an Oculus Rift VR headset, and it helped me a lot. It's true that you will have a windscreen full of Earth when you pitch down to avoid stalling, and getting this sight picture in your brain via a sim must be better than nothing.
Brian, there are people who fly airplanes and there are pilots. You, my friend, are a pilot!
Unless we find out he ran it out of oil or fuel. Engine failures are very rare, pilot error is common. Many pilots fail to notice oil leaks.
Part of the reason for the brick like glide is the propeller running to the fine pitch stops as the governor tries to maintain climb RPM with the torque removed. When I owned a C-180, I made it part of my engine failure drill to pull the prop to MIN RPM ASAP after it quit. The RPM will still be close to where it was, say between 2000-2400, and MIN RPM if applied right away will make the governor will dump oil to move the blades coarse, trying to achieve the MIN RPM target value of down around 1000 RPM or whatever. With a CS/CW prop where the counterweights drive the prop to coarse pitch and oil pressure drives fine pitch, you will get the blades coming out of fine pitch even if oil pressure is gone as the governor provides an escape for oil trapped in the hub and the counterweights do their thing. When I did this I would notice an acceleration as the drag of the prop was reduced when I pulled the prop knob aft, IF I did it quickly.
I was surprised at an owner not having a shoulder harness in his plane even in this day and age.
Scott I suggest you to wear lenses with anti reflecting coat especially when you have light at you.
Good to hear a discussion with the pilot.
Good landing. Walked away. The insurance company owned the airplane when the engine died.
Great job pitching down! I noticed the ignition switch on rt. mag only, could it have been a cause?
I’m wondering the same thing. I just had the impulse coupling spring break on my left mag. When that happens timing goes out the window and the engine will no longer run on that mag alone. Perhaps he was flying on one mag inadvertently and it failed.
Im sorry to say - I personally decided that I would never fly in a plane without a shoulder harness. Why would someone spend tons of money on an avionics upgrade and not put in 3 or 4 point safety harness.
Also, after pitching down ( great job) pull the prop out to max glide.
Unrelated to your video...
Just curious, why do many biplanes have their wings angled back?
Usually aerobatic ones.
Is this aesthetics or is there an aeronautical reason?
G'day,
The basic idea is to adjust the Centre of Pressure to agree with the Centre of Gravity, while shifting the Centre Section of the Top Wing away from being above the Pilot's Cockpit.
Look at a Cirrus Moth from the 1920s and compare it to a Tiger Moth from the 1930s ; now imagine wearing a Parachute & trying to get in and out of the two machines.
The Gypsy was the Civilian Flying Club workhorse, but the RAF bought the Tiger Moth for training.
Aeronautical Design consists of juggling competing objectives and choosing the preferred compromise.
Such is life,
Have a good one...
Stay safe.
;-p
Ciao !
Seemed to be small clear area just ahead when turning, the map doesn't show stuff like structures. The smaller vs large trees eventual landing is probably better. If it were large trees, is an attempt between or a smaller branched canopy hoping to slow down, though it is a lot higher. Also selecting a spot on takeoff, you probably conservatively only have half the distance already covered in the air to stay in the air and less with trees.
Sounds like AQP for general aviation.
Inadvertent FLIT 👏🏼👏🏼
Could micro VGs have made a difference in this situation? Lower stall speed, more low speed control seems very advantageous in a takeoff power loss situation.
Could help a little.
What/where is the ForeFlight feature discussed at the end to help identify landing spots ahead of time? Is that available only with the top tier description?
4:44 It was a good landing!
Why did the engine stop?
Retractable gear? If so, was gear ever retracted? And what is the consensus, settle the plane into tree tops with gear up or down?
No, it was down. I suggest that gear is the least of your worries... if its down leave there, if its up, leave it there. Fly the plane!
Silly question! Would have a flight helmet been of assistance?
Not a silly question at all. Probably would have, very rare in airplanes like this one.
Ice cold under extreme pressure, that's impressive.
Something's up here. No apparent fuel leaks, no concern about fire. Engine just dying "as if shutdown" sounds like it ran out of fuel? No post-crash fire, no sign of fuel leaking anywhere. Photos taken immediately after the crash are pretty damning, IMHO.
When you go from “flying to falling” it’s all luck then. No amount of training or planning will help with that.
I was beginning to think you were never coming back
Does the gentleman still feel like he's never going to fly again?
No, he’s in a flying club now.
@@FlyWirescottperdueback on the horse.
Kudos for accepting reality and controlling your aircraft the whole way.
Glad he walked away