REAL Lost of thrust on Takeoff.
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- Опубліковано 12 вер 2024
- For those of you who have been following the channel or podcast for any length of time, you should know how big of an advocate I am for pre-takeoff and abort plan briefings. On this day, that advocacy paid off and we were able to handle an abnormal situation with only a minor inconvenience to our training schedule.
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Music: Epidemic Sound - A Morning in Hindsight - Nebulae
Hope and a Future - Edgar Hopp
Well done, Sam. You're doing all my video editing from now on! Would like to chat about this flight with you privately when able. Meanwhile, if I may, I did notice your learner left some runway behind when taking 02. Respectfully suggest always making that a tight turn since runway behind is one of the things that is useless to a pilot.
Thanks Phil! We can definitely chat more when I see ya! 👍
I own a 150L with an O-200A, and I’ve thrown a lot of money into dealing like partial loss of engine power on the initial climb out of the day. Here’s what I’ve done:
- Have carb heat flap inspected.
- Check for mud dauber nests in fuel vent.
- Repack new coil in mag.
- Taxi leaned.
- Add belly sump STC.
- Do large drains on wings, gascolator, and belly sumps.
- After normal run up mag check, run engine to 2400 RPM for at least ten seconds looking for power loss.
- Do normal takeoff. If engine can’t do at least 2500 on initial climb out, something is off.
Mine normally climbs at around 2510 to 2540 RPM until it gets to thinner air and then climbs at 2560 to 2600. After the first climb out of the day, there is usually no lowered RPM issue. I’ll go right off the runway at 2560. and get 2610 at 1500 AGL and higher.
Good job handling this situation! This is why we train for this. And a good reminder that takeoff is one of the most critical phases of flight.
Absolutely. Thanks for watching!
Nicely handled, great video.👍 Had a club plane experience something very similar (I was not the pilot). It was also a 'carburetor problem', the carb had become loose and was letting extra air in, disrupting normal power output. Excellent video, great outcome!
Glad to know I’m not the only one then haha. Thanks for watching!
You know I just got an idea about this sort of thing. First off I'm not a pilot or a engine technician. I'm just familiar with diesel engines used in trucks, so this idea is obviously open to being criticized as not viable for whatever suitable reason.
The idea is to have a replaceable can of ether plumbed to direct spray into the air intake of the engine. In an emergency you could call for the injection of ether to get a few more precious seconds of power out of a engine to aid in finding a landing area that would be more hospitable than group of trees. It doesn't matter if the ether injection ultimately destroys the engine as all we are interesting in is a bit more precious time to choose a landing area that won't outright kill us.
I'd love to hear thoughts about this idea.
Interesting idea. I’m no mechanic or engineer so I can’t speak to the viability of it either, but thanks for watching and sharing your thought!
Excellent message. Great flying.
Power Plant Failures are becoming an epidemic.
Preventive maintenance must be improved.
Well all in all I think maintenance tends to be good most places, and I know it is at my airport. But these things happen 🤷🏻♂️ thanks for watching!
Had this happen at between 50 & 100ft on T/O in a S
C206 coming off a soft wet, grass strip. From 10 to 20 flap at 55 kt allows the aicraft to pop off the ground a little more easily, but being very conscious of airspeed, nose down a little.
I know std t/o is 10 deg, but a go around is full power and full flaps.
I was about to tweek off the flap.
A counterweight pin, on the rear end of crankshaft, disintegrated and let loose, taking out both magnetos, with the prop coming to a sudden stop.
Both airspeed and landing configuration were important.
The answer:
I turned my hand over, selected full flap while pushing the nose down for airspeed, landing straight ahead.
Suffice to say, safe landing, and positioning the aircraft against the side fence, so the strip wasn’t closed.
What a nightmare and great learning opportunity. Partial power issues are so common in near-crashes- this, Christian's, and Phil's are examples of that. 300ft AGL is wild. And watching you scramble to take over the throttle was a moment.
Wow!!! Awesome job!!
Well done!
Great job Sam!
I was surprised when he told the student to "now put your toes on the bottom of the pedals", presumably to prevent a beginner from inadvertently applying brakes during the takeoff run. Good luck handling something unexpected and violent during the ground run, like a sudden main wheel flat tire. What he SHOULD have done from day one is to train the students in keeping the feet in the normal position, consciously not touching the brake pedals at all. This becomes natural very quickly, and that way you are in position to instantly use the brakes if needed. No need to reposition your feet while experiencing unexpected deceleration and/or side loads.
Sorry, going to have to wholly disagree with you. You absolutely do not want or need your feet on the brakes when you’re taking off. This is why people say “heels to the floor” and why I take it one step further to “toes on the bottom of the pedals”. I don’t know anyone who teaches students to keep feet up on the tops of the pedals for takeoffs.
Happy to see the good outcome ❤
Same thing happened to my instructor, but much worse. Turned out to be a problem with the primer. Flooded the engine.
Nice job handling a stressful situation. It appears you left carb heat on the whole time. Wouldn't you want to go carb heat cold after a few minutes with full throttle?
I experienced my 1st loss of power on a long x country flight a couple months ago. Luckily, it was carburetor ice. Turned the carb heat on for a minute and got full rpm back.
Great job handling your situation as well! And yes I would have turned the carb heat off after a few minutes, but as you see here, I was on the ground already after a few minutes had passed :-) carb heat on was giving me slightly more power and it is SOP for landing anyway. So I left it on and focused on flying the plane 👍🙌🏻
Great handling!
Well done sir!
I’m a low time rusty old pilot just curious about one thing I noticed in this excellent video. It looked like you didn’t activate the electric fuel pump as part of troubleshooting. Is that because you already noticed fuel flow was nominal?
Thanks for watching and for the question! There’s no fuel pump in a 150. Generally there’s never any auxiliary fuel pump in any high-wing airplane with a carbureted engine. 👍
I had some loss of engine power in a 172 a couple of times. There was an issue with the needle valve
First of all let's identify the problem - the problem is engine failure on takeoff at around 400 + or - 100 feet and what to do. These are my ideas. {1} before takeoff, do your normal1700 RPM check for magneto operation. However, I propose setting the parking brake and go MAX power for 60 seconds with the idea being if there's something about to break, THIS is when you want it to break - I actually timed your problem takeoff - you noticed a problem at 33 seconds after she pushed full throttle. If you pass the 60 second test, chances are pretty good you'll get to pattern altitude on your real takeoff {2} The GA community petition airports of runways 5000 feet or less to procure designated emergency landing spots where a GA aircraft could land straight ahead in the event of failure at 300 to 500 feet AGL. We want to DIScourage 180 turnbacks at low altitudes. {3} Flight schools with C-172's and C-182 get the BRS mod which is available right now. PLEASE !! On a more macro level, we need to transition to more reliable engines - ideally Diesel engines that use Jet A. Delta Hawk finally received certification on their 2 stroke 180 HP Diesel Aircraft engine and hopefully the cost will be competitive with conventional piston aircraft engines. Other ideas include the concept prototyped by the Merlin Ultralight new wing design which at first glance it's a normal wing except just in front of the ailerons is a rectangular cutout - very narrow and inside this "box" is a hidden propeller powered by an electric motor. This is a PERFECT idea for an emergency source of thrust in case the main engine fails. So you could use this to assist to get airborne, or have it on standby in case of piston engine failure. Of course the other idea is of hybrid power where if the piston engine fails the electric torque motor keeps turning the prop. The OTHER idea I have swarming in my brain, is single engine aircraft with C/S props modify them to be able to go the feather position so you can have better glide ratio if the piston engine quits. That's my 2 cents worth.
LOTOT can be deadly. I've thought about what my priorities would be in the event of a complete power failure given how little time there is to react. 1) keep the nose down to maintain speed and avoid a stall 2) cut fuel 3) unlatch the door. Now I include this as part of my pre-take off brief and ensure that anyone sitting in the right seat knows what to do. In the event of a partial power failure I would try to do do exactly what you did. Great job.
No need for new abbreviations when the rest of your comment is a long essay.
For others who might not know, he meant “loss of thrust on takeoff”.
why is unlatch the door part of checklists in this situation? airframe damage and being trapped?
@@fluke196c That's correct.
Could it be the primer?
Don’t think so, primer was in and locked. Unless something was broken internally with it. 🤷🏻♂️
What was the cause of the power loss?
As I mentioned in the video… I don’t know. Did you watch the whole video?
Are you not making the impossible turn??
He made a full circuit with part power - downwind, base etc.
Like woktnq mentioned, I went completely around the pattern and landed on the same runway I took off from. Would never do the impossible turn here. 👍
Handled the situation well sir, I think if I may critic you, You should ditch the Ipad, or consider getting a different yoke mount or strap the iPad to your leg. You couldn't see the RPMs without looking around the iPad and you couldn't see the flap position, it's more of a literal "out-of-sight-out-of-mind" thing. Overall you both did great
Appreciate the thoughts! I can actually see the Rpm’s with little issue and since then, have even gotten a new yoke mount that does allow for more visibility on the tach. As for the flaps, the indicator is actually up along the door frame on the pilots side in a 150 👍
@@NorthwestAeronaut your butt was also an accurate RPM indicator, I bet.