Complete disregard for safety. I also agree, preparing a student for emergencies is essential, but creating an emergency is just ignorant. I don't care what kind of pilot a person deems themselves to be but you are flying a machine. That machine will eventually have its own trouble, don't rush it. I hope the instructor advises the student: "Oh , by the way, don't try this"
Ugot, i trained in the US and killing the engine completely is deemed unsafe because you can go from practice to emergency unnecesarily. Im sure you want to ready your students for real life emergencies but im almost sure you can do it without having to replicate an actual one. What if you had to abort the landing because of a runway incursion for example? Or if you misjudged the approach and run out of runway? Safety first is what we teach and practice here.
@saturnotv "OR" is it because YOU are uncomfortable with it? While you were here in the US, you could have been towed to altitude in a GLIDER that DOESNT EVEN HAVE AN ENGINE! Do your same questions apply if this video had been shot from a US certified glider? I hink this video shocks you only because you have not done this, which tells me that "when" it happens to you for real, you will be equally shocked and unprepared. Then your odds of survival are small, because YOU WERE NOT READY.
Due to shock cooling (even on a hot day) you may be causing damage to your engine in such a matter that the event of an actual engine failure in flight may be more probable than you think with this aircraft. What about the next pilot who goes on a cross country and has a real emergency because you choose to practice forced landings this way? No disrespect intended, just want to share my thoughts. Other then that, its a cool video!
Great landing! I've only done this twice...If I may ask a question..The glide slope seemed a bit steep...was there a head-wind? I didnt get a good look at the instruments, am I right to assume you were at about 1500 feet? I wanted to compare it to my own flight. :) thank you and great job!
It is going to happen to you. That is a fact. There is only one question that you need to answer for yourself. "AM I READY?" If you do not KNOW that you are ready, then you are not. Only you can answer this question.
@gladanka I am truly grateful that you have pointed this out! From now on we will ship our single engine planes over there to SWEDEN and have them reassembled and fly them only in SWEDEN as engine failures are unlikely in your country. This is obviously cheaper and less trouble than leaving the planes here and flying them when we want and just being ready for it to happen when it does...You make a great point!
@UGOT2CTHIS I'm making a great point? you're the one who is coming with stupid suggestions. YOU are also the one stating false facts, you know it too.
@gladanka Dear Mr. Gladanka - I was making fun of you. Your notion that 1) being ready for an engine failure is not necessary because they are rare in your country, or 2) that you know many high time pilots that have never encountered an engine failure, is absurd. Taking the planes to SWEDEN and reassembling them is a stupid suggestion. Of course it is. It was never meant to be a practical solution. .
Now the fact that you have publicly NOT been able to recognize that I was only making fun of you, and your notion, is direct indication of your level of comprehension. The point of this video is enhance safety. We train for wind shear, low IFR, missed approaches, electrical problems, instrument failures, and Loss of Thrust on Takeoff (LOTOT), etc etc All of them rare. If you carry the title of PILOT, it means that you are READY for any, and at any time. Think about it.
@UGOT2CTHIS I've never said that you should not be ready for an engine failure, of course you should be cause it can happend. But telling new pilots that engine failure is something they WILL encounter is wrong and false.
So what. I have flown 13,000 and I HAVE seen it. You have now helped illustrate my point very nicely. You went from "This is a rare in Sweden" to "It can happen" Having a mental conditioning that is IS going to happen on every takeoff casues you to 1)be prepared for it 2) not be shocked when it does. You are interpreting the "literal" context, instead of the concept. When you takeoff and it does NOT happen, you go on and enjoy. When you takeoff and it DOES happen, you get to live.
Awesome.I belive every pilot should expierience this.As an instructor and an Ultralight instructor I teach this as part of the curiculum.ALL the NAY Sayers.Jsut wait till its your turn.You never sweat till the fan stops turnnin. At least my students will have a far better plan about energy mgmt. I guess Bob Hoover.Was wrong for demonstrating the art of energy mgmt. There are pilots and there are airplane drivers.This instructor is a pilot who is inspiring his student to be a pilot as well. Bravo
amazing, I am postulating to gestair in chile :) I hope to enter in this course, if I enter I will start my classes in 9 of january :), for me i would like to have this experiences, its fun for me but also I have to be carefull and secure of what I am doing. Sorry for my english :D
"you put your student in a real emergency" No - I put him in a real SITUATION. And he was able to live it briefly under the best guidance where the outcome was never in doubt. He got the chance to visit the land of OZ, but we brought him back. Its just like you will, only we won't be able to interview you afterward because you fly "not ready" and you assume that nothing will go wrong. When we got down he said "Wow. I need to see that again." And we did. Are YOU ready? No. Youre not.
Can't say I agree with this technique at all. In addition to shock cooling the engine, you put your student in a real emergency without the possibility of a go around. What if wildlife had been on the runway? (it was dusk near a forest, we get deer all the time) This is why they removed spin training from PPL. Too many people died during training.
The problem with this is that you gave your student an actual emergency. Another issue is that you probably don't train to raise the nose to get the prop to stop in the event of an engine failure...so that's not realistic either. The prop will continue to windmill at best glide speed when the engine fails, so you are not giving an accurate portrayal of what will happen. I do make my students land when we practice engine failures, but stopping the engine entirely is not necessary.
now that i have said all that, the FAA gives the pilot in command the total authority to do whatever is needed to land safely. i know your CFI would only take you to 500 agl and then full power and slap you on the back and say good job but let the CFI put you in a real engine out situation and lets see how you do then. got a good one for ya, cut the power back right after take off and see how the plane handles then.. fly safe have fun and remember, you are 1 of 30,000 people if you are a pilot..
the main purpose of flight training is not to learn how to fly the airplane but to learn how to handle an emergency. think back to your training, not you flight simulator guys you dont count, how much time was spent of emergency procedures and learning how to handle the aircraft in that situation. steep turns? part of emergency handling of the plane. stall? you are correct, emergency handling of the plane. my hat off to you sir for teaching this young pilot so he is confident and will be safe..
for those of you that have never cut the engine to do a dead stick landing will be the ones that will panick in a real emergency. no it is not required to do a complete engine shut off to a full landing but there is nothing against it either. if your CFI doesnt do a complete simulated engine failure to a full landing with you needs to have his head checked. how do you know what the plane does in a real engine out emergency if you have never done an actual engine out emergency? fly smart and safe
Shutting down your only engine was foolish IMO ....not trying to be rude or anything, just my personal opinion is all. Perhaps a maneuver like this is just outside of my comfort zone.
aopa.org pilotstories engine failure imc - Heres yet another guy who never gave a thought to an engine failure on a SE aircraft and was NOT ready. They wont let you fly gliders until you know how to deadstick it in EVERY time! Because there is no option to go around. Whats the difference? We used an engine to get to altitude instead of a tow plane in this video. I'm the one that pays the maintenance bill - and its worth every penny to be ready for the inevitable. Are you ready?
This could cause shock cooling to the engine, that's why in the UK when we do deadstick landings (With the engine still running) every 500ft we descend we run the engine at full power for 5 seconds to avoid that. Wouldn't want to cut the engine and try this if the airfield was in a built up area.
I've always been on the fence about this type of training. I think it's great experience, but you can guarantee if someone comes up short....or long, on that landing...a ticket would have been pulled. But, enjoyed the video!! Just don't forget to fly it all the way till landing :)
@MegaBuckBuck1 A ticket is a piece of paer you carry in your pocket. A casket is where you are put when you were shocked and surprised and didnt handle it right, and then the ticket makes no difference...Fly ready.
@MegaBuckBuck1 A ticket is a piece of paper you carry in your pocket. A casket is where you are put when you were shocked and surprised and didnt handle it right, and then the ticket makes no difference...Fly ready.
I don't get it. Why would you pull the mixture control and possibly damage your engine from shock cooling and not just pull the power over a field and make them come in to land it. Thats what myself and the instructors I know teach and it works well.
great job,,,I encourage you to do this will all of your students,,,for the haters,,,go fly a kite, sail a boat, ride a bike, because if you find a deadstick unsafe, you need to get out of aviation.
@tailwheelflier 100 agreed, too many Pipipilots in USA that cant fly under a little stress and fold due nothing. Those are the same ones that had increase the cost of flying by so many accidents and incidents. The ones that also in their cowardice, forget to make calls on the traffic pattern, cut you off, etc, loose control on runway, stall over houses, etc. and put others at risk. If you can't take the heat, stay out of my kitchen and let me cook safe without having to watch 4 flyingclods.
@john198119811 Thats funny. . I flew with 5 different instructors during my training and ALL of them did this to me. usually by cutting the mixture but one guy cut the fuel switch when I wasnt looking to make me think it was a real situation. Only the first guy would make me do actual "emergency" landings but it was an uncontrolled field with a 5000' runway so we had lots of safety cushion. Point is all my CFI's did it.
@john198119811 Thats kind of a silly statement since I have been well prepared for an engine failure and you have not. I have actually felt that icy stab of fear caused by an unexpected engine stoppage and an instructor with a stunned look on his face. (an academy award performance I must say.) I learned more about emergency procedures in those next 60 seconds then I did in all the rest of my training combined. You have to experience that feeling at least once to really get it.
@nanerrat John you have just hit the nail on the head. There are those that have trained for this and are ready. Then there are those that are aftraid to train for this and wont be ready.
Actually shutting down an engine and bringing it to a complete stop is an FAA requirement. It is not only allowed, it is federal law that you do it for multi engine. Why? Because the simulation is not the same thing. There is nothing illegal or unsafe about being in flight with a powerplant shut down in a single engine plane. Its the same exact powerplant that you use on the single that you use on the multi, and we do it all day long every day in multi training.
@UGOT2CTHIS Whatever the legality or otherwise, life is full of risks anyway. I think the balance of probabilities favours a little added controlled risk now against a greater risk through lack of experience a few years down the track.
@UGOT2CTHIS Uh......can we say BULLSHIT boys and girls!!! In more than 30 years and 19,000+ hours, numerous single engine and multi-engine checkrides, including 6 ATP type ratings, and countless airline checkrides, many with an FAA inspector administering the test, I have NEVER been required to demonstrate a landing with an engine really shutdown. Emergencies are ALWAYS simulated in training and checkrides. I have done several shutdowns and landings under REAL declared emergency conditions.
@SteveD328 I call BS on that.. I've seen twin otters do engine out landings often as well as other multi engine aircraft. But two is one and one is none right?
@Kopihucky And your point is?? I never said engine failures don't happen for real. I've personally had 3 in single engine aircraft and at least 3 in multi-engine aircraft. What I called bullshit on is the statement that it is required to demonstrate in training and checkrides with an engine REALLY shutdown. It IS NOT required to be demonstrated with an engine really shutdown, it should only be simulated. To actually fail the engine during training is stupid, I have scars to prove it.
@UGOT2CTHIS "nothing unsafe about being in flight with a power plant shut down in a single engine plane." You are totally right, in fact flying with no power in a single engine aircraft is so safe why bother with the added weight of an engine at all? Anyone who knows anything about flying knows it is completely safe to lose an engine just after takeoff in a single engine aircraft.. just add power and go around right?
@UGOT2CTHIS Do you have a multi engine rating? I'd be careful before speaking about "FAA Requirements" unless you are going to site the specific FAR. Could you please reference that for me? I'd sure like to know where it says in the FAR that you are required to actually shut down an engine on landing, and bring it to a complete stop.
@UGOT2CTHIS Yeah its called you pull the power to idle and put the carb heat on... Its not illegal to pull the mixture, just dumb. If my instructor had ever done that it would have been my last flight with him.
The poster is too real CFI for you, you are too puss to handle plane reality. I do Prop Stop landings like this but on a gradual way, no cold day (no shock cool). First a partial power fail & troubleshoot, then idle fail with FIRE DRILL which requires a total engine shutdown BY THE PILOT, not the guy on right seat. If he can't do it after a few times, he is likely to PANIC & KILL. Panicky Pilots are the root of all Aviation problems and demise of USA GA.
@UGOT2CTHIS Stopping the engine in a single engine aircraft, went from creating a simulated emergency to an actual one. If you don't make the runway on the first try, how do you expect to perform a go around? Reducing the throttle to idle is just as effective, and allows the pilot to perform a go around if necessary. It's important you make a safe learning environment for you students.
Heres a quote from Kyle Franklin, describing his engine failure last year: "As I leveled out, I started to pull and the engine quit. The way it quit and the sound of it quitting, I was like, this is not good. It wasn’t a sound I’d heard before." Kyle was not ready. Are you ready for an actual engine failure?
that's not how you do PFL's. i don't think it is legal (in any country) for you to intentionally shut down an engine. this works just as good with the engine on idle and warming it up every 1000ft or so.
As a rookie aviator with less than 1,000 hrs (had one engine out - yes, it is quiet), I've never purposely shut down an engine. Call me crazy, you know what I'm sayin'?
I know folks who have; I guess it is to each his own.
I can somewhat see the practicality of this training, but I didn't like to see the excessive nose down attitude like that, it's like burning away altitude- which is precious at at time like this. At such an altitude, I would have made a full 360 degree loop around at best glide about 1/4 mile from the landing zone and come in...if still too high, I would do steep s-turns until my altitude is right on gliding, that way I should touch down at the threshold. But, to each his/her own of course.
i did dead stick landing and engine shutoffs when i done my private pilot training in a 172 if your flight school doesnt then i pity you and your students and the poor innocent people on the ground the first time your engine goes out and u have no clue what to do
I have done totally dead stick about 30 times. The best way to learn is not to even idle. Although one time I had a quick descend and the engine would not start readily on a non-runway field.
Nice job on the landing. The only thing about this dead stick exercise was that there was absolutely no error margin. Hopefully the" idle dead stick" exercise was used many times before this one.
@crist95 Yes. With the engine at idle it performs nearly the same as if the engine were completely off, but you still have the engine available if you need to add power to avoid a "real" emergency.
I've simulated many engine outs at idle. When I did, the plane seemed eerily quiet even at idle. I know there is still wind noise but why is the cockpit still so loud?
@MNJack76 Um, thanks, I guess. I'm an active CFI, and a tow pilot for gliders. Sometimes we tow them into the air on days when they only have the option of landing on the runway - no thermals available...
I don't choose to do this particular maneuver to my students, but there are some aircraft in which I would not consider it a safety issue. I've had good instructors do this to me and would consider that IF certain perimeters were in place, it is not a significant safety risk.
Flared a little early....maybe this is normal for a Cessna to have a 60* nose down pitch diving @ 3700 ft/min to land in the middle of the rwy too..been a while since I flew one.
not a challenge at all from such a high altitude. the only thing would be trying to get down. but one 360 turn and you lose a thousand feet...bing bang boom
Complete disregard for safety. I also agree, preparing a student for emergencies is essential, but creating an emergency is just ignorant. I don't care what kind of pilot a person deems themselves to be but you are flying a machine. That machine will eventually have its own trouble, don't rush it. I hope the instructor advises the student: "Oh , by the way, don't try this"
sgsellsit 28 minutes ago
great job
LAWMANDA1 1 day ago
Ugot, i trained in the US and killing the engine completely is deemed unsafe because you can go from practice to emergency unnecesarily. Im sure you want to ready your students for real life emergencies but im almost sure you can do it without having to replicate an actual one. What if you had to abort the landing because of a runway incursion for example? Or if you misjudged the approach and run out of runway? Safety first is what we teach and practice here.
saturnotv 1 week ago
@saturnotv "OR" is it because YOU are uncomfortable with it? While you were here in the US, you could have been towed to altitude in a GLIDER that DOESNT EVEN HAVE AN ENGINE! Do your same questions apply if this video had been shot from a US certified glider? I hink this video shocks you only because you have not done this, which tells me that "when" it happens to you for real, you will be equally shocked and unprepared. Then your odds of survival are small, because YOU WERE NOT READY.
UGOT2CTHIS 23 hours ago
Impressive and reasonably steady POV. Well done.
iaink51 1 week ago
Due to shock cooling (even on a hot day) you may be causing damage to your engine in such a matter that the event of an actual engine failure in flight may be more probable than you think with this aircraft. What about the next pilot who goes on a cross country and has a real emergency because you choose to practice forced landings this way? No disrespect intended, just want to share my thoughts. Other then that, its a cool video!
DeathpantsX 1 week ago
Great use of S-turns on the approach, was there any sideslip involved on the final?
trechan 2 weeks ago
I would of thought flying a higher airspeed untill very short final would give you more energy to react to an engine failure on short final.
210482fmj 1 month ago in playlist Aviation
Great landing! I've only done this twice...If I may ask a question..The glide slope seemed a bit steep...was there a head-wind? I didnt get a good look at the instruments, am I right to assume you were at about 1500 feet? I wanted to compare it to my own flight. :) thank you and great job!
rcpilotp51 1 month ago
whoa....awesome landing! thanks for the video.
glennjridge 2 months ago
It is going to happen to you. That is a fact. There is only one question that you need to answer for yourself. "AM I READY?" If you do not KNOW that you are ready, then you are not. Only you can answer this question.
UGOT2CTHIS 2 months ago
@UGOT2CTHIS its a fact? what is a fact? ive flown 5000h and not had a single engine failure i know many retired pilots too who has not.
gladanka 1 month ago
@gladanka "Not yet"
UGOT2CTHIS 1 month ago
@UGOT2CTHIS I dont know how it is in america or where you are flying but here in sweden engine failures is very very rare
gladanka 1 month ago
@gladanka I am truly grateful that you have pointed this out! From now on we will ship our single engine planes over there to SWEDEN and have them reassembled and fly them only in SWEDEN as engine failures are unlikely in your country. This is obviously cheaper and less trouble than leaving the planes here and flying them when we want and just being ready for it to happen when it does...You make a great point!
UGOT2CTHIS 1 month ago
@UGOT2CTHIS I'm making a great point? you're the one who is coming with stupid suggestions. YOU are also the one stating false facts, you know it too.
gladanka 1 month ago
@gladanka Dear Mr. Gladanka - I was making fun of you. Your notion that 1) being ready for an engine failure is not necessary because they are rare in your country, or 2) that you know many high time pilots that have never encountered an engine failure, is absurd. Taking the planes to SWEDEN and reassembling them is a stupid suggestion. Of course it is. It was never meant to be a practical solution. .
UGOT2CTHIS 1 month ago
Now the fact that you have publicly NOT been able to recognize that I was only making fun of you, and your notion, is direct indication of your level of comprehension. The point of this video is enhance safety. We train for wind shear, low IFR, missed approaches, electrical problems, instrument failures, and Loss of Thrust on Takeoff (LOTOT), etc etc All of them rare. If you carry the title of PILOT, it means that you are READY for any, and at any time. Think about it.
UGOT2CTHIS 1 month ago
@UGOT2CTHIS I've never said that you should not be ready for an engine failure, of course you should be cause it can happend. But telling new pilots that engine failure is something they WILL encounter is wrong and false.
gladanka 1 month ago
So what. I have flown 13,000 and I HAVE seen it. You have now helped illustrate my point very nicely. You went from "This is a rare in Sweden" to "It can happen" Having a mental conditioning that is IS going to happen on every takeoff casues you to 1)be prepared for it 2) not be shocked when it does. You are interpreting the "literal" context, instead of the concept. When you takeoff and it does NOT happen, you go on and enjoy. When you takeoff and it DOES happen, you get to live.
UGOT2CTHIS 1 month ago
@UGOT2CTHIS Just because its rare it CAN still happen...god and youre suppose to be a flight instructor?
gladanka 1 month ago
I am at al loss to even respond to this...
UGOT2CTHIS 1 month ago
Awesome.I belive every pilot should expierience this.As an instructor and an Ultralight instructor I teach this as part of the curiculum.ALL the NAY Sayers.Jsut wait till its your turn.You never sweat till the fan stops turnnin. At least my students will have a far better plan about energy mgmt. I guess Bob Hoover.Was wrong for demonstrating the art of energy mgmt. There are pilots and there are airplane drivers.This instructor is a pilot who is inspiring his student to be a pilot as well. Bravo
s10pilot86x 2 months ago
amazing, I am postulating to gestair in chile :) I hope to enter in this course, if I enter I will start my classes in 9 of january :), for me i would like to have this experiences, its fun for me but also I have to be carefull and secure of what I am doing. Sorry for my english :D
Whitewyle 3 months ago
"you put your student in a real emergency" No - I put him in a real SITUATION. And he was able to live it briefly under the best guidance where the outcome was never in doubt. He got the chance to visit the land of OZ, but we brought him back. Its just like you will, only we won't be able to interview you afterward because you fly "not ready" and you assume that nothing will go wrong. When we got down he said "Wow. I need to see that again." And we did. Are YOU ready? No. Youre not.
UGOT2CTHIS 3 months ago
Why did the propellor stop spinning??
flanksteak2 3 months ago
Can't say I agree with this technique at all. In addition to shock cooling the engine, you put your student in a real emergency without the possibility of a go around. What if wildlife had been on the runway? (it was dusk near a forest, we get deer all the time) This is why they removed spin training from PPL. Too many people died during training.
purgatoryz 3 months ago
The problem with this is that you gave your student an actual emergency. Another issue is that you probably don't train to raise the nose to get the prop to stop in the event of an engine failure...so that's not realistic either. The prop will continue to windmill at best glide speed when the engine fails, so you are not giving an accurate portrayal of what will happen. I do make my students land when we practice engine failures, but stopping the engine entirely is not necessary.
quinnjim 3 months ago
not all instructor has the guts to do this, at least not mine...
my instructor won't even let me do the full stall...
by the way, that was a beautiful landing
yourcup0322 3 months ago
@yourcup0322 Then how do you plan to meet the requirements?
copperheadmarine 2 months ago
now that i have said all that, the FAA gives the pilot in command the total authority to do whatever is needed to land safely. i know your CFI would only take you to 500 agl and then full power and slap you on the back and say good job but let the CFI put you in a real engine out situation and lets see how you do then. got a good one for ya, cut the power back right after take off and see how the plane handles then.. fly safe have fun and remember, you are 1 of 30,000 people if you are a pilot..
toospeed31 3 months ago
the main purpose of flight training is not to learn how to fly the airplane but to learn how to handle an emergency. think back to your training, not you flight simulator guys you dont count, how much time was spent of emergency procedures and learning how to handle the aircraft in that situation. steep turns? part of emergency handling of the plane. stall? you are correct, emergency handling of the plane. my hat off to you sir for teaching this young pilot so he is confident and will be safe..
toospeed31 3 months ago
for those of you that have never cut the engine to do a dead stick landing will be the ones that will panick in a real emergency. no it is not required to do a complete engine shut off to a full landing but there is nothing against it either. if your CFI doesnt do a complete simulated engine failure to a full landing with you needs to have his head checked. how do you know what the plane does in a real engine out emergency if you have never done an actual engine out emergency? fly smart and safe
toospeed31 3 months ago
bravo bravo
smashpit63 3 months ago
that kid better get a AAAAAAAAAA for landing that well if it was me i be swiming with the fishes
prayb4udie 3 months ago
Shutting down your only engine was foolish IMO ....not trying to be rude or anything, just my personal opinion is all. Perhaps a maneuver like this is just outside of my comfort zone.
Nonetheless, I did enjoy watching it! :)
pitchpowertrim 3 months ago
what the hell is a "deadstick" landing?
codzomz 3 months ago
aopa.org pilotstories engine failure imc - Heres yet another guy who never gave a thought to an engine failure on a SE aircraft and was NOT ready. They wont let you fly gliders until you know how to deadstick it in EVERY time! Because there is no option to go around. Whats the difference? We used an engine to get to altitude instead of a tow plane in this video. I'm the one that pays the maintenance bill - and its worth every penny to be ready for the inevitable. Are you ready?
UGOT2CTHIS 3 months ago
@UGOT2CTHIS amen to that my friend. people who say is unsafe probably never set foot in an airplane without paying for a ticket
stevegauth30 3 months ago
This could cause shock cooling to the engine, that's why in the UK when we do deadstick landings (With the engine still running) every 500ft we descend we run the engine at full power for 5 seconds to avoid that. Wouldn't want to cut the engine and try this if the airfield was in a built up area.
TheMattyccc 4 months ago
hats off. nice landing. nice appreciation.
arnaud1180 4 months ago
I've always been on the fence about this type of training. I think it's great experience, but you can guarantee if someone comes up short....or long, on that landing...a ticket would have been pulled. But, enjoyed the video!! Just don't forget to fly it all the way till landing :)
MegaBuckBuck1 4 months ago
@MegaBuckBuck1 A ticket is a piece of paer you carry in your pocket. A casket is where you are put when you were shocked and surprised and didnt handle it right, and then the ticket makes no difference...Fly ready.
a7w8z3k9x 4 months ago
This has been flagged as spam show
@MegaBuckBuck1 A ticket is a piece of paper you carry in your pocket. A casket is where you are put when you were shocked and surprised and didnt handle it right, and then the ticket makes no difference...Fly ready.
a7w8z3k9x 4 months ago
good job
DjSatielll 4 months ago
I don't get it. Why would you pull the mixture control and possibly damage your engine from shock cooling and not just pull the power over a field and make them come in to land it. Thats what myself and the instructors I know teach and it works well.
navyocs 4 months ago
great job,,,I encourage you to do this will all of your students,,,for the haters,,,go fly a kite, sail a boat, ride a bike, because if you find a deadstick unsafe, you need to get out of aviation.
tailwheelflier 4 months ago
@tailwheelflier 100 agreed, too many Pipipilots in USA that cant fly under a little stress and fold due nothing. Those are the same ones that had increase the cost of flying by so many accidents and incidents. The ones that also in their cowardice, forget to make calls on the traffic pattern, cut you off, etc, loose control on runway, stall over houses, etc. and put others at risk. If you can't take the heat, stay out of my kitchen and let me cook safe without having to watch 4 flyingclods.
CFITOMAHAWK2 4 months ago
@navyocs Sounds to me like your too much of a pussy to properly prepare your students for the real world. Im glad I never had you as an instructor.
nanerrat 4 months ago
@john198119811 Thats funny. . I flew with 5 different instructors during my training and ALL of them did this to me. usually by cutting the mixture but one guy cut the fuel switch when I wasnt looking to make me think it was a real situation. Only the first guy would make me do actual "emergency" landings but it was an uncontrolled field with a 5000' runway so we had lots of safety cushion. Point is all my CFI's did it.
nanerrat 4 months ago
@nanerrat well i guess ill be looking for you in the NTSB reports.
john198119811 4 months ago
@john198119811 Thats kind of a silly statement since I have been well prepared for an engine failure and you have not. I have actually felt that icy stab of fear caused by an unexpected engine stoppage and an instructor with a stunned look on his face. (an academy award performance I must say.) I learned more about emergency procedures in those next 60 seconds then I did in all the rest of my training combined. You have to experience that feeling at least once to really get it.
nanerrat 4 months ago
@nanerrat John you have just hit the nail on the head. There are those that have trained for this and are ready. Then there are those that are aftraid to train for this and wont be ready.
UGOT2CTHIS 4 months ago
a plane is designed to fly
TheAviationdisasters 5 months ago
Nice use of S-turns to bleed off altitude in a hurry!
SenorSpode 5 months ago
Good way to thermal shock your engine
JJERSE 5 months ago 2
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JJERSE 5 months ago
@ssouthur They said they were training. Seems reasonable.
SoCalDualSport 5 months ago
@ssouthur Quit cryin. Are you old or something?
SoCalDualSport 5 months ago
Actually shutting down an engine and bringing it to a complete stop is an FAA requirement. It is not only allowed, it is federal law that you do it for multi engine. Why? Because the simulation is not the same thing. There is nothing illegal or unsafe about being in flight with a powerplant shut down in a single engine plane. Its the same exact powerplant that you use on the single that you use on the multi, and we do it all day long every day in multi training.
UGOT2CTHIS 5 months ago 2
@UGOT2CTHIS Single engine shut offs are illegal in Canada.. but multi-engine shut offs are required.
jmr604 4 months ago
@UGOT2CTHIS Whatever the legality or otherwise, life is full of risks anyway. I think the balance of probabilities favours a little added controlled risk now against a greater risk through lack of experience a few years down the track.
DARANGULAFILM 4 months ago
Comment removed
dborik27 4 months ago
@UGOT2CTHIS it is not a requirement to shuit down an engine on amultiengine airplane for test purposes
bryanpd1 4 months ago
Comment removed
SteveD328 3 months ago
@UGOT2CTHIS Uh......can we say BULLSHIT boys and girls!!! In more than 30 years and 19,000+ hours, numerous single engine and multi-engine checkrides, including 6 ATP type ratings, and countless airline checkrides, many with an FAA inspector administering the test, I have NEVER been required to demonstrate a landing with an engine really shutdown. Emergencies are ALWAYS simulated in training and checkrides. I have done several shutdowns and landings under REAL declared emergency conditions.
SteveD328 3 months ago 2
@SteveD328 I call BS on that.. I've seen twin otters do engine out landings often as well as other multi engine aircraft. But two is one and one is none right?
Kopihucky 3 months ago
@Kopihucky And your point is?? I never said engine failures don't happen for real. I've personally had 3 in single engine aircraft and at least 3 in multi-engine aircraft. What I called bullshit on is the statement that it is required to demonstrate in training and checkrides with an engine REALLY shutdown. It IS NOT required to be demonstrated with an engine really shutdown, it should only be simulated. To actually fail the engine during training is stupid, I have scars to prove it.
SteveD328 3 months ago
@UGOT2CTHIS "nothing unsafe about being in flight with a power plant shut down in a single engine plane." You are totally right, in fact flying with no power in a single engine aircraft is so safe why bother with the added weight of an engine at all? Anyone who knows anything about flying knows it is completely safe to lose an engine just after takeoff in a single engine aircraft.. just add power and go around right?
Kopihucky 3 months ago
@UGOT2CTHIS Do you have a multi engine rating? I'd be careful before speaking about "FAA Requirements" unless you are going to site the specific FAR. Could you please reference that for me? I'd sure like to know where it says in the FAR that you are required to actually shut down an engine on landing, and bring it to a complete stop.
rxheartbreakrx 3 months ago
@UGOT2CTHIS It may be required for MEL , but it is not required for SEL. You must still be using extremely old FAR's
trfflyboy 3 months ago
@UGOT2CTHIS in mult-engine aircraft, not single engine aircraft.
markhokanson 1 month ago
@UGOT2CTHIS Yeah its called you pull the power to idle and put the carb heat on... Its not illegal to pull the mixture, just dumb. If my instructor had ever done that it would have been my last flight with him.
ritualghost 1 month ago
@ritualghost
The poster is too real CFI for you, you are too puss to handle plane reality. I do Prop Stop landings like this but on a gradual way, no cold day (no shock cool). First a partial power fail & troubleshoot, then idle fail with FIRE DRILL which requires a total engine shutdown BY THE PILOT, not the guy on right seat. If he can't do it after a few times, he is likely to PANIC & KILL. Panicky Pilots are the root of all Aviation problems and demise of USA GA.
CFITOMAHAWK2 1 month ago
@UGOT2CTHIS Yes it is required, for the multi-engine rating NOT the single. Read a PTS lately?
Pilotguyr6 2 weeks ago
@UGOT2CTHIS Stopping the engine in a single engine aircraft, went from creating a simulated emergency to an actual one. If you don't make the runway on the first try, how do you expect to perform a go around? Reducing the throttle to idle is just as effective, and allows the pilot to perform a go around if necessary. It's important you make a safe learning environment for you students.
Commercial ASEL, AMEL / CFI, CFII
TDokken 5 days ago
Heres a quote from Kyle Franklin, describing his engine failure last year: "As I leveled out, I started to pull and the engine quit. The way it quit and the sound of it quitting, I was like, this is not good. It wasn’t a sound I’d heard before." Kyle was not ready. Are you ready for an actual engine failure?
UGOT2CTHIS 5 months ago 5
I learned to fly with sailplanes; flying thermals is the only way to fly!
Killerbeez10 6 months ago
that's not how you do PFL's. i don't think it is legal (in any country) for you to intentionally shut down an engine. this works just as good with the engine on idle and warming it up every 1000ft or so.
chrisklein21 6 months ago
As a rookie aviator with less than 1,000 hrs (had one engine out - yes, it is quiet), I've never purposely shut down an engine. Call me crazy, you know what I'm sayin'?
I know folks who have; I guess it is to each his own.
mmichaeldonavon 6 months ago
This has been flagged as spam show
@sammie1392 Exactly
stearmandriver 6 months ago
I can somewhat see the practicality of this training, but I didn't like to see the excessive nose down attitude like that, it's like burning away altitude- which is precious at at time like this. At such an altitude, I would have made a full 360 degree loop around at best glide about 1/4 mile from the landing zone and come in...if still too high, I would do steep s-turns until my altitude is right on gliding, that way I should touch down at the threshold. But, to each his/her own of course.
PhillipMcLoins 6 months ago
try a doorstart if the prop is still turning
Otaku155 7 months ago
Was it me, or did the tail scratch?
tinyman12323 7 months ago
@Alexandredc11 Agreed, screw shutting down the engine, thats scary,
snorkelinatv08 7 months ago
i did dead stick landing and engine shutoffs when i done my private pilot training in a 172 if your flight school doesnt then i pity you and your students and the poor innocent people on the ground the first time your engine goes out and u have no clue what to do
brentarnold5001 8 months ago
Look out this one, this is what happens in real situation. They did the newspaper front page with that
watch?v=VKC8pXJxPQw
7FP3 8 months ago
@danielallenhv Are you guys for real? This is routine part of any persons pilot training.
chris37865 8 months ago
I have done totally dead stick about 30 times. The best way to learn is not to even idle. Although one time I had a quick descend and the engine would not start readily on a non-runway field.
jaytomorrow 10 months ago
Nice job on the landing. The only thing about this dead stick exercise was that there was absolutely no error margin. Hopefully the" idle dead stick" exercise was used many times before this one.
kelzclive 10 months ago
wow, we usually set the engine on idle and pretend that its an engine failure
Ahmidsviper 11 months ago
So its perfectly safe doing this exact same exercise but with the engine on idle?
crist95 11 months ago
@crist95 Yes. With the engine at idle it performs nearly the same as if the engine were completely off, but you still have the engine available if you need to add power to avoid a "real" emergency.
F1FanaticGT3 11 months ago
@danielallenhv You bet!! agreed
JoblessDerrick 1 year ago
I've simulated many engine outs at idle. When I did, the plane seemed eerily quiet even at idle. I know there is still wind noise but why is the cockpit still so loud?
dmoser1952 1 year ago
Great effort to land quickly...
5StarDirector 1 year ago
Every body walks away harmless? Yes. The plane can be use againg? Yes. OK. THEN WAS A PERFECT LANDING.
MasherTroll 1 year ago
@MNJack76 Um, thanks, I guess. I'm an active CFI, and a tow pilot for gliders. Sometimes we tow them into the air on days when they only have the option of landing on the runway - no thermals available...
I don't choose to do this particular maneuver to my students, but there are some aircraft in which I would not consider it a safety issue. I've had good instructors do this to me and would consider that IF certain perimeters were in place, it is not a significant safety risk.
doolittleraid 1 year ago
Flared a little early....maybe this is normal for a Cessna to have a 60* nose down pitch diving @ 3700 ft/min to land in the middle of the rwy too..been a while since I flew one.
chair5432 1 year ago
not a challenge at all from such a high altitude. the only thing would be trying to get down. but one 360 turn and you lose a thousand feet...bing bang boom
DVA7475 1 year ago
very nice!
fsC130J 1 year ago