SmartPilot | Emergency Operations - Engine Failure After Takeoff
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- čas přidán 6. 09. 2024
- SmartPilot | Emergency Operations - Engine Failure After Takeoff
An engine failure after takeoff is a
serious problem requiring quick action.
The aircraft is low and slow -
an ugly combination leaving little
time to select a suitable landing
site.
In climb, the nose of the aircraft is
quite high - 7-10 degrees nose-up.
The attitude providing best glide
speed is generally several degrees
nose down. When an engine fails
you must rapidly push the nose
down to the attitude that provides
the best glide airspeed. Inside the
cockpit this will feel like a very large
change - It will be a big push from
the climb out attitude, to the bestglide
attitude.
If you don’t immediately lower the
nose, your airspeed will rapidly deteriorate,
the angle of attack will increase,
and with the added drag
the aircraft will begin to descend at
an increasing rate.
If you continue to hold the nose up
without power, the critical angle of
attack can quickly be exceeded,
and the aircraft will stall.
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2:36 All things aside, that landing was awesome!
Love the cheery music over the "most don't make it" part lmao
I am learning to fly gliders before taking on powered aircraft. Seems like a good idea to be comfortable flying without an engine and to have a strong foundation in basic stick and rudder flying first.
Some basic issues:
1) If you are taking off from a familiar airport (or your home airport) all potential emergency landing spots should already have been mentally mapped on a scale from 'ideal, no harm done' to 'certain damage, but likely walk-away'. The last thing on your mind should be not bending the aircraft, the only important issue is the survival of everyone on board.
2) During initial climb, the only response to ANY change (engine sound, sudden wind noise, ANYTHING!) is to lower the nose to a safe gliding attitude and THEN start trying to figure out what (if anything) might be wrong.
If you find that you are suddenly flying a rather lousy glider instead of a properly powered single engine aircraft, the only probable cause you can influence is possible fuel starvation. Check fuel status and select the tank containing some fuel. If the engine seized due to no oil pressure you are sunk anyway and should concentrate on controlling the crash to the extent possible.
2:40 THAT was a smooth landing!
think its staged but still its smooth af
@@royhsieh4307 staged? lol
Great advice well presented. The AOPA has material on "The Impossible Turn", where pilots who lost an engine at low altitude try to do a 180 and don't make it. The one thing I'd add here is to keep the controls coordinated. What kills people in the pattern is skidding...over ruddering in a turn to bring the nose around without proper banking. That is a recipe for a low altitude spin, especially if the airspeed is dropping off. In an engine out situation it could be easy to get into the same messed up situation.
I liked the way the pilot was looking here & there for the runway
We just lost Bob Hoover today............RIP Bob, a legend which will live on 4ever!
endwood “... a legend *who* will live on forever ... “
endwood Bob GRANLEY is up in age too..him and his Harvard and Yak
Air speed is king! Never get slow, if you have airspeed you have a chance.
Yes, don't do what the Snowbird did at Kamloops lat year.
One must always be prepared for any contingency while operating an aircraft. Once, after departure, I realized that I had forgot to bring my favorite snacks. It was only through vigorous and thorough training that I was able to return to the airport and retrieve my snacks.
hahahah
They had an old fashioned popcorn machine inside an fbo I used to fly out of. First on my checklist was make sure I grabbed a bag.
As my father would say who is a pilot, " fly the aircraft as far into the accident as possible."
Yes he’s right
Did you not watch the video? That’s exactly what they quoted.
"Fly the aircraft as far into the accident as possible." Burning these words into my brain cells. New student here studying, reading, and learning as much as possible started online ground school going for PPL in the fall. Turn 50 at the end of the year no illusions here career wise but this something I have dreamed all my life. Training and training the PPL just the beginning I get it I am already planning on getting instrument rating very soon after and keep an ongoing relationship with a good instructor. Reading The Killing Zone and watching these videos really brings it home on safety, training, etc. Wish me luck!
@@eddiecuervo3045 good luck moosh, all the best
I wish we practiced power loss in a climb. Intuitively we know what to do, yet in reality pilots often fight a struggling engine on partial power loss, forcing the aircraft in a high AOA attitude with reducing thrust. This sets a pilot up for a stall spin unless they are trained to push the nose forward and maintain airspeed.
My suggestion to the FAA will be that we practice partial power loss in a climb, and complete power loss in a climb. Both maneuvers could be practice safely and would give the muscle memory to the pilot in the case of a real power loss during a climb out.
I am a retired airline pilot with 30,000 hours who now flies a Pilatus PC-12NG professionally. I must take recurrent simulator training once each year at Simcom in MCO. They teach us how to make a successful return to the field after an engine failure on takeoff, and what they teach works!! I have been doing the engine out return several times each year for the past 6 years and using Simcom's techniques, I have never failed to make a successful return. I have even made it from 600 feet AGL. Disregard anything the AOPA teaches. Here is the secret. Upon engine failure, immediately pull the prop control lever full aft to a semi-feather position, lower the nose, set approach flaps, slow to best glide speed keeping the nose down to preclude an accelerated stall, make a coordinated left turn which brings the airport back in view sooner than a right turn. Keeping the speed down with approach flaps keeps the turn diameter tighter. If you roll out too high, make an aggressive slip. If too low, keep the gear and full flaps up until you have the runway made. Landing anywhere on the departure airport, even if you don't make it to a runway, is much safer than landing off airport, especially at night. Even a gear up landing on the departure airport is safer than finding a safe off airport site. Also, if it is a towered airport, emergency equipment will be on the scene in minutes, If you crash miles from the departure airport, especially at night, emergency equipment may not even be able to access your crash site. On day 3 of my recurrent training, engine failure on takeoff and a successful return means I have passed my check ride.
I hope when this is happen to me I will remember all of it!
I made it a habit very early on (in like my first 10 hrs) not to rotate until at max take off speed and then enter into max rate of climb to 3000 feet. This way if something happens 15 seconds after rotate I have much more altitude / time to sort it out.
Another habit I formed early on was to shorten final so almost have to sideslip to make the threshold. Again, for safety margins should the engine have issues.
I fly like you...
same here this goes well into the saying speed is life
For joy flights, I would advise against flying out from populated area. Not worth the risk. Go to some remote airport with grassland at every direction would be a wise decision.
All good stuff, but after engine fails is not the time to decide where to land. Should have all that in mind pre take-off. For what it's worth, one of the best responses I ever saw to a simulated failure after take-off (not pre-warned) was by a guy who is now an experienced Commercial Pilot. Everything was done smoothly to perfection and the off field landing was set up calmly and would been totally uneventful if carried on to completion. The pilot at the time was 11 years old.
If you haven't reached 1000'AGL don't even think of turning back to the runway...
i would attempt turn back at 600-700ft
My AA1 loses 1000' in a 180-degree turn at best glide 89 MPH. Turning back unless I'm 1500' + is never an option. Before every take-off, I remind myself of that fact!
how about at night? i bet thats more challenging
“ continue flying to the scene of the crash”..that’s funny I like to continue flying past the crash, circling for another look...
I keep hearing about this "45 degree" cone to look for a landing site. Unfortunately, my local airstrip leads directly over the ocean. 45 degrees each side immediately after takeoff means getting your feet wet!
In Europe ( especially in France) we study that we have 30 degree left or right from runway axis for emergency landing.
me i just love to fly my air plane and get so high man then i fly down again nice and smooth safe landing thanks everyone
I have had the misfortune of a complete engine failure. It was a brand new engine climbing thru pattern attitude to circle and do first hour breakin. I was in a position of too high to do normal landing and not high enough to circle down. A beam the tower down and 500 above pattern altitude. A Lear on 2 mile final. I didnt have time to wait on him so I needed to get down fast without going fast. I was used to the airplane and very unusual attitudes including accelerated stalls, multi turn spinning, so I pulled full flap, intentional stall, kick sideways to slip the airplane sideways and down, my best short field landing and off fist turnoff, rather quickly. Fortunately my instructor drummed emergency procedures, taught me to fly the airplane not herd it around the sky. I had a little over 100 hours in type, 12 hours airobatics and about 10 hours glider time. It worked great. I was stopped across taxiway and getting out when the Lear flew by. Lessons: practice emergency procedures until the are automatic. get trainng In other types of flying. And most important, fly the airplane. Just fly it. Note: it turned out to be a small peice came out of the new fuel line and plugged the float valve in the carb open so it flooded out as soon as I pulled power back. in this case emergency restart procedures were exactly the wrong thing to do to get it restarted. We didn't know for several days what was causing it because it would come and go. so remember, the poh does not cover all possible issues. But, no matter what, fly the airplane and odds are you will be fine.
Commander Xorph oh yes, it had 4 ground runs over 3 days. About 3 hours total. It was one of the new fuel lines started flaking off peices internally and one stuck the float wide open so as soon as I pulled power back on climb out it flooded and died. It turns out engine restart procedure particularly the electric fuel pump on was exactly the wrong thing to do. 1 dead stick landing was performed in front of a Lear on a 2 mile final. It took several ground runs to find it as it was very intermittent. finally right after a ground run the tech rep climbed out and saw fuel draining out an overflow hose. That is how we found it. I put the old hoses back on and that was fixed. well, took fuel bowl off and made sure no foreign material was in it. That engine went something like 800 over tbo before I pulled it. It just goes to show, even new hoses can fail.
Made in China fuel hose. they use old plastic material and tissue paper for aviation hoses..
Turn back is completely doable, that's why you do an EFATO briefing. On the Sling 2 and Cessna 172 (two types I know rather well), 700 feet is more than enough for a full turn back regardless of wind. Tried it, completely doable. In fact you normally end up very high and need full flaps and a slip to get back onto the runway. However below 700 feet, don't risk it, land straight ahead.
Prob is when practicing. In a real efato, stats say most pilots die. Im going in the nice field straight ahead. Not end as a turning stall and spin. Besides, someone might already be on the runway after you.
The best video ever
Thanks
2:40 Damn nice landing. And great video.
Not good because too fast. It's dangerous if you jump into the air again due to a headwind gust.
It's safer to flare further until you stall and it makes the landing shorter.
Joker
Thanks for the insight!
Yup. May look pretty but really flat attitude and floated forever...
"if the engine quits, get to the attitude that gives you the best glide speed and when stabilized, you need to choose a landing site".
This is so stupid. I fly gliders... You chose your landing site BEFORE the engine givea you the slightest hint it going to crap out... You should actively look for landing sites as you climb... Don't wait for the engine to give out... if we do that in case of a rope break on a GLIDER, that was built to stay up there with no engine... I don't see any reason for a flying brick not to choose landing sites as soon as your wheels leave the ground... Actually, if you know the area, you should even be prepared BEFORE take off.
My A&P said he could turn back to the airport with only 500 feet of altitude in my airplane, a Cherokee 140. I told him no 1000 feet. Het got visibly nervous. I flew radio control for years. It's a no no. You never turn back to the runway with an engine failure just after takeoff.. I would not Waite fore the nose to fall, I would push the nose down. I think athe video is correct.
With some power left, say at least 1,500 rpm on engine. Yes you can turnback to opposite from 500 agl. Have done that many times and taught that to many students in my CFI years of 1990's... It is called The Partial Power Turnback from 500 agl..
I did and taught them maybe 100 times from 1992 to 1996 CFI years. All kinds of Cessna singles, All kinds of Cherokees, Piper Tomahawk and DA40's. And also Grumman Tigers. In 1995 i made the first ever video explaining how to do this turn (I used a Cherokee and 16 knots winds to demonstrate these turnbacks on 4,000 feet long Sebastian, Florida airport). I also taught 50 feet engine off and land on same runway as above. Examiners told me i was the only one teaching 4 kinds of EFATO in the whole USA.
I showed that video in year 2010 in my other youtube channel and they say with that i started the practice of others on that maneuver that many used to call "The Imposible Turn" and now the ones that are practicing it call it instead "The Probable Turn".. It is a matter of knowing how to do them safely. It is like accelerated stalls, if you dont know them, dont try them, thats all.
you guys make it sound like you have 20 minutes to spare after an engine failure, in reality youll have less than 1-2 minutes before touching down
Proper preflight planning should include knowledge of possible alternative landing sites.
Very very informative thanks
Just found your channel the other day and subscribed. :)
I had one engine failure with a twin engine with my father, we landed in a highway, and thank god we all are saved, engine failure cause, bird strike
I am a rtetired commercial bush pilot and have suffered 3 major engine failure. The answer to the story is to fall in love with your engine failures11!!!! ie., NOT REALLY, but you need to become a close friend. Remember bits fall off engine;s and you would be suprised how much one can taken in debery ie., take-off runs. Keep a good eye on the birds.
They of course think THEY OWN THE AIR !!!!!!!!!!!!!!!! BUT SO DO WE!!!!!!!!!!!!!!!!!.WHEN YOU LOOSE AN ENGINE YOU ARE LIKE THE BRICK LAYER IE., "IF A BRICK LAYER LAYS BRICKS WHY CAN'T A PLUMBER LAY PLUMBS. iN OTHER WORDS UP THE CREEK WITHGOUT A PADDLE IN A WIRE NETTING CANOE!!!! but !!!!!!!!!!!!!!! YOU HAVE TO HAVE A GO AND PUT THE SITUATION right!!!!!!!!!!!!!!
Thank you for video )
Good idea to climb at Vx with flaps at 10 because it gives one maximum climb rate to cruise altitude.
What about air density and take off weight?
thanks
Very good advise...
How often have you witnessed any evidence of water in your sump cup during preflight of any Cessna?
And the next best advice on handling engine failure after take off... watch this video again and again.
what a shame that I have came across with this channel so late....
Btw, how low is it to fly safely or legally?
What causes engine power loss in most cases?
Thomas Laux Legally the lowest altitude should be 500ft AGL (Above ground area) in an area such as an empty field or over a large water surface. I never heard of a leading cause of piston engine failure. An engine is very complex and many components are prone to failure. Here’s an interesting article: blog.aopa.org/aopa/2014/04/09/how-do-piston-aircraft-engines-fail/
André in UK 500' away from nearest person, vehicle, building, ground etc unless authorised (air displays etc) etc.
MajorLeague good advice! Allowing time to get the engine up to temperature too, it isn't a race or a squadron scramble.
MajorLeague Also fuel issues: Contaminated fuel, no fuel in the selected tank, or fuel selector in the OFF position. All of these come back to a lack of proper preflight and/or neglecting to follow checklists.
Mishandled fuel taps. Some checklists say "Switch to fullest tank" on final check prior to takeoff, I was taught to stay on the tank I carried out the power checks on.
If there is no parachute to carry it, or the plane is equipped with a parachute, I will never get on the plane
Just pull over to a cloud.
That will only work if you’re a real pilot ( glider) 😉
I don't even have a plane 😅
From my single engine training four decades ago, I’ve earned one thing. I will NEVER get in an airplane again with only one engine, unless it has a parachute. I don’t care how reliable the engines are, they still fail, and depending on when it happens that can ruin your day in a big way. Fuck SE flying.
I landed successfully on a highway ...
Is he saying attitude?
2:31 Did you notice the copilot's yoke move on its own?
That's what is meant to happen. They are connected to each other.
lol, could you imagine how annoying it would be if the co pilot controlled the right aileron and right side of the elevator, and the pilot controlled the left? That would be ridiculous and impossible to solo. But no, the yoke is connected to the other one, so they move at the same time.
+GamePlayWithNolan Is there a gearbox?
Doc Nathan Land // docnathan In planes that is normal I fly MD-11s for UPS
What is it with small planes? I've been driving cars for fifty years, and in all that time I've never had an engine fail. Neither have any of my friends. It's time that light aircraft manufacturers learned some lessons from the automotive industry.
donepearce totally different world. Car engines arnt stressed as much as aircraft engines are. Failures are very rare in aircraft engines but its worth being prepared on how to glide down and land. Car engines fail a heck of a lot more. If it does you just pull over.
There would be no aircraft accidents if planes used automotive engines because the planes would be too heavy to leave the ground.
@@singleproppilot Who said anything about using car engines? I said learn some lessons.
@@donepearce What "lesson" would you propose they learn from automotive manufacturers? It's pretty easy to make an engine that lasts 200,000 miles when it's going to be run at 10-20% power output the majority of its life, when weight and complexity are not concerns, and when you can spread development costs out over hundreds of thousands of units sold. Aircraft engines, flaws and all, are the way they are for very good reasons. All things considered, they are reliable and exceedingly good at the job they're designed to do. If you think you can build a better mousetrap, by all means go for it. You won't be the first to find out it's more difficult than it first appears.
@@singleproppilot It could be to do with volume of manufacture, but car engines tend to be built with almost no handwork. That in my experience is the key to quality, repeatability and reliability.
I would classify a Cessna as a glider
This guy is reading a script wrote by someone else as he calls " altitude " attitude numerous times
when did he inappropriately use the word attitude?
This guy is an armchair pilot who doesn't know "attitude" is an actual aviation term or what it means.
Sigh. What drivel.
You don't need to push the nose down - just let go of the frikken control column and stop holding it back, and the aircraft will continue to fly it's trimmed airspeed that it had before the engine failure.
Also, flick it over to 60 degrees of bank. You will not stall or spin if the G is kept light. See Dave Roger's "Possible Impossible Turn" paper from many years ago for the theoretical calculation for the optimal angle of bank.
I have demonstrated this turn in real aircraft after takeoff for decades.
Turning is easy., unless you are a complete klutz at the controls.
Making the runway may be hard, because most aircraft glide steeper than they climb out at, so unless you have a long runway or lots of headwind or an aircraft that climbs steeply, making the runway can be problematic. But the 210 degree turn is a joke. The fact that so many pilots struggle with a descending steep turn is not an indictment of the act of turning an airplane - merely a reflection upon their substandard skills and training.
I'm just a graduate engineer/ATPL/SAC/Class 1 Instructor/Class 1 Aerobatic Instructor, so what would I know?
so how do you keep the G low at 60 bank?
when it is around 2 G
You know guys, it's actually very true. I love it when no one actually goes and practice a power off turn back at or above 45 degrees of bank. In Australia anywhere above 700 feet is generally a safe height taught for a turn-back. I have tried it before (simulated of course) with delay factor. I always ended up actually very high for the runway! My advice is know each aircraft you're flying, and know specifically when you can turn back. On the 172, 700 feet is more than enough to turn back.
Andrew Boyd Do you recommend the use of flaps when there is no power in the approach? Wouldn’t this add more drag making the plane drop like a brick ?
Right mate.
Andrew Boyd - so, i just simulated this, an engine failure around 700 alt off of a takeoff (cessna). To add urgency to turning around, i lifted off from a runway that leads into a body of water. I even made the only angle of turn to reach land against the wind with 7 knots of wind.
I was able to turn and land with extra energy leftover. However, pickle had a valid response to you, and i'm not sure how'd i actually fare IRL. The turn was fairly sharp, at or around 35 degrees (i'll have to redo it to get exact figure). I could see myself making a slight error and rolling into a stall spin.
I did initially nose down slightly to retain energy. Made me feel safer and probably contributed to the excess energy.
For pilots like you, this manuever should be fine. For some pilots, there may be too much margin for error.
Disclaimer: using xplane 10 sim, quarter tank of gas, 400lbs of cargo (2 people, lunch, and ...equipment).
As a sidenote: say you don't feel comfortable turning in my scenario, is a water landing acceptable in this instance?