My engine failure story: I apologize for the length, some may enjoy the read. Finerpoints, thank you for another great and IMPORTANT Video. I was flying a Cessna 206 with a STOL kit on SKIS at 7,500ft. Was returning to base after dropping fisherman off at a lake. It was a beautiful day, sky clear. I decided to fly a little higher than normal for my 40 minute flight just to enjoy the view. Top of descent; it was normal practice for me to switch to the tank with more fuel for descent and landing which I usually leave 1 hour of fuel for this purpose. This model 206 you only have the option of running off the left or right tank, not both. When you switch from one tank to the other you must pass through the OFF position. I called this the aircraft's achilles heel. During my fuel tank selection from right to left, the shaft of the fuel selector broke in the OFF position. The fuel selector was moving freely and I was fairly certain the selection was in the OFF position. I focused my attention to the fuel flow gauge, hoping I was wrong. About 5 seconds later my fear was confirmed as the fuel flow gauge started to fluctuate then instantly dropped to ZERO. At that moment I knew there was no hope at getting it going again. My speed was already slowing rapidly and was descending due to being trimmed for cruise. Immediately looked below, left and right, and banked a bit to look behind. I was too far from any lake I could see. Nothing but trees below and rocky terrain. Shit, I said to myself. I tightened my seatbelt and shoulder harness TIGHT, broadcasted MAYDAY on 126.7 (a lot of people on this freq where I fly) and did the same on my base airport MF frequency which is an FSS-RCO. They acknowledged my transmission. I turned on my ELT and just continued flying straight ahead which happened to be towards lower/flatter terrain with smaller trees. I still was not sure where I was landing exactly. I did mess with the fuel selector more and turned the fuel pump on but nothing. Through 4,500ft I see a small lake behind some trees ahead. It looked like I may be able to make this small lake and avoid landing in trees. I updated FSS with my attempted landing location, later measured on Google Maps as 600ft across and 2600ft long. The side and end of the lake I was approaching had a small inlet with a grassy area and smaller trees. I was too low to attempt landing down the length of the lake. I had to land across it. I passed over the small trees, over the grass. I was a little bit too high. I pitched down towards the snow, then selected flap zero in the flare and the plane settled into the snow stopping about 100ft from the trees on the opposite side. (I anticipated the depth of the snow would stop me quickly, which it did.) I was sitting there on this small frozen lake, in silence. The only noise was the sound of the turn coordinator gyro spinning. "Holy F***"; I said out loud. I shut the aircraft down and got out. I called FSS on my sat phone giving them my exact coordinates. Then I enjoyed cup of coffee from my thermos and took some photos. Ten minutes later, I hear an aircraft. It sounded like a Dash-8. Searching the sky over the trees I see it. It was literally flying straight towards me. It passed overhead at about 1000ft and circled around it was an amazing sight considering my circumstance. I went back in the aircraft and turned the radio on to speak with them, thanking them and letting them know I was ok and FSS knew my location. 15 minutes later a Police PC-12 which also heard everything that was happening flew by. 20 minutes after this, a Medivac S-76 helicopter from my base airport approached and landed beside my aircraft to pick me up. When I saw it approaching shut the ELT off and grabbed a couple items and left my aircraft on the lake. Onboard the helicopter heading back to the airport the crew told FSS I was onboard and safe. FSS informed the helicopter crew that a C130 Hercules from Trenton AFB was also enroute and would head back. I was AMAZED at the quick response by so many. During my forced landing I did not feel afraid, I was full of adrenaline and intensely focused on landing as my life depended on it. Two hours later sitting at home. I realized my hands were still shaking. A week later I was back to the air, at times flying the same aircraft. The Cessna 206 was registered as C-FBGB for many years. A year after the incident the aircraft was sold and is now registered as N700GR and is on the FAA BARR list. Last I could find online was located in Ft Lauderdale Florida. Unknown if it is still flying. After many years of flying single engine aircraft over unforgiving terrain. You can't always have a safe landing site below you. However, if you stay focused, don't panic. Don't stop flying your aircraft. Stay vigilant and aware of your gliding range and options around you as you fly along. You can increase your odds at the best possible outcome. Altitude is life insurance. I used all of mine that day. A funny note after all of this. When I opened my phone later, a text was sent to me with a photo attached. It was a picture of me and my aircraft on the lake taken by a friend in the Dash-8. They said look at this. They didn't know it was me. I told them yeah, that's me. It was a great laugh! I'll never forget that day.

@DmitryIve

4 жыл бұрын

Thinking about getting a ppl, lurking some videos on KZread - unbelievable story, mate, glad it ended up well!

@darrylday30

4 жыл бұрын

I’m pretty sure I flew and/or worked on C-FBGB out of Thompson Manitoba about twenty five years ago. The registration sounds familiar. Glad you got it down in one piece. BTW, I’ve had two stuck valves, one broken valve seat, one smoked engine (oil pump) and a 3 x 5 foot piece of fabric come off the wing and wrap around the tail all in my first seven hundred hours. Got it back on the ground each time. Emergencies aren’t nice but it sure is comforting to learn you can deal with them if you need too. One very strange side effect of all this is my dreams. I still have falling dreams but I don’t wake up. I hit the ground, I get out, I order parts and start fixing it. Still trying to find out if anyone else has the same dream.

@TheFinerPoints

4 жыл бұрын

Thanks for that story. It's always helpful to hear how it has gone down for people. I like the flap 0 in the flare thing

@flyingclint589

4 жыл бұрын

I’d love to see the pics of your event somehow.

@Winglet520

4 жыл бұрын

@@flyingclint589 Have them on hard drive, but won't have access to them for a week or two. Email?

"Airspeed is life"... That got drilled into my head during flight training by my primary instructor who was an Air Force Reserve jet jock based at Navy Moffett. He had me memorize the engine out procedure for every plane I got checked out in. He said, "as long as you maintain a safe flying speed, you'll maintain control and that is the key to survivability. Great advice. Knock on wood, I haven't had to use it once! Great video.

As a flight instructor and an air traffic controller, I cannot agree enough about Aviate, then Navigate, then Communicate. In an emergency, the Pilot is the PIC, and ATC will help. Even the brief call that you illustrated can get the ball rolling. If you have passengers, I recommend having a passenger dial 9-1-1 on their cell phone before the forced landing touchdown if time permits.

Finally had time to watch the entire video. Biggest takeaway I have from my in flight engine failure was picking a field, commit to it, and fly the damn airplane. I lost mine at 4,000' AGL. The entire process took about 4 minutes start to finish for me. Utilize anybody in the airplane to help you. My non-pilot wife was with me during mine. I handed her the checklist and had her read through in flight engine failure while I was turning, calling ATC, running through my memory list, and finding a field.

In a glider EVERY landing is a engine out landing. Speed is everything, assessing your glide angle to your chosen field. You *always* commit to the only approach you have.

The student seems calm and doing pretty good for pre Solo. Must have an awesome instructor!

Some people die at 30 mph. Some cant die at 300 mph. When things go south, I love the slo-mo that comes with it. I feel it buys you more time. Training can make the best use of that time. Former motocrosser who has been in the slo-mo crash scenario. Good stuff as always.

Great stuff man - and you published this one on a weekend that you were running a FIRC!? Well done!

October 2019, at about 400' to 450' AGL, during climb out, my engine failed and I landed in a nice friendly field approximately 90° to left of me. Funnily it was one of my smoothest landings ever and even wierder it was exactly one year, almost to the hour, after my check ride. I fly a weight-shift flexwing.

Thanks for these lessons. Valuable stuff!

Great video, thanks!

MAN! I love this stuff! I always learn so much!

One of the best videos I've ever seen on the subject ... thanks.

Great video and great information

I like the idea of getting into a base so you have options on when to turn to the field. That was helpful, thanks. As always Jason, I love your passion for teaching.

Great video!

Fantastic video!!!!

Outstanding reminder to PRACTICE safety.

Great lesson.

One of my favorite things to practice in a sim. Xplane 11 with a VR setup, I'll pull the mixture randomly to see what I can make. Also see how difficult it is to return to the field after takeoff.

Your explanations are the BEST!! Thanks for helping me learn.

@TheFinerPoints

2 жыл бұрын

Thank you! I'm so happy it helps

Another awesome video. I passed my exam and I "aced" the emergency landings but if I'm honest with myself, the examiner was giving me a few pointers here and there... the most obvious being "remember, this is not a glider" :D I should keep practicing to get more proficient at nailing that field. PS: Audio is a little off, a bit distracting.

excellent video

I've had three in 35 years of flying, all GA, all ended with an outfield landing, no damage, no injuries, all fuel or engine related. As I fly and cover the ground, I take great interest in where I may be able to set the aeroplane down and take very seriously how high I fly over built up, forested areas or water. Oh yeh, and stay in practice.

THANK U MAESTRO!!!

what's great about this is you take your student all the way to the field. in practice with my cfi we would run through the checklist and then abort the procedure after a few minutes. on my checkride the examiner didn't call off the procedure until we were on final below five hundred feet, meaning flaps were down and i was ready to land in the field i'd selected.

Had an engine failure in a 210 a year and a half ago. Was able to find a suitable field and land uneventfully with no damage to the airframe.

No matter how many times you demonstrate this, it is almost impossible to teach how fast things should happen if/when that actually takes place. That 30 seconds note in the post is spot-on.

You are awesome! Love a flight with you in my Columbia 400.

@TheFinerPoints

4 жыл бұрын

That sounds fun 😊

ABCDE, BACKWARDS 7 to fix problem. Good video!

Great video sir👍 I was taught on the go around to pull the yoke first then power which feeling uncomfortable at low speeds to do. Would you suggest differently?

So there I was on my downwind when my instructor keyed up the mic and said, simulated engine on direct to runway 1 3, reach up pulled the power, looked at me, and said get us to the runway . As I turned for the runway, what is your best glide? 76kts that's right, no flaps until you know you have the runway. As I neared, the runway pulled 1 notch just as I turned to line up on the runway. As I straightened out full flaps and nailed the center line. Did a few more of those that evening. Love the way my instructor just comes up with stuff to throw at me to keep me on my toes. Like coming in for a landing in full ground effect calls obstruction on the runway GO AROUND.

One thing that helped me with emergency landings was having a really solid idea of how much altitude each 90 degree turn costs at best glide.

I love the chair flying method you talked about. When I was working on my PPL, my roommates thought I was a little weird when I was sitting in front of my laptop with a checklist in one hand. One tip that I got from an old CFI was to roll the trim wheel all the way aft. This will give us an approximate best glide speed when it settles down, if the plane is rigged properly. Also, make your aim point at the 1/2-1/3 point of the landing area because it's better to go off the end of the runway at 20 MPH than to come up short at 65 MPH.

@feetgoaroundfullflapsC

4 жыл бұрын

All the way aft trim is only for very nose heavy airplanes. If not, it can produce a stall.

@ArcticMayhem

4 жыл бұрын

@@feetgoaroundfullflapsC try it some time, you might be surprised. Pull the power out, pitch for best glide, and start trimming it back. I'll bet you'll be within 5 kts of best glide speed when you hit the stop. I've only tried it on Cessnas, but it worked on all of them if they were rigged properly. If you have to use full nose up trim to stay level in cruise, you are WAY out of the front of your CG envelope.

@feetgoaroundfullflapsC

4 жыл бұрын

@@ArcticMayhem - Im a CFI. Again, tell your CFI to be more specific. That can kill you if you suddenly try that on a not forward CG airplane. Its BS saying it applies to most or all airplanes under most CG's.

@ArcticMayhem

4 жыл бұрын

@@feetgoaroundfullflapsC I'm also a CFI. Again, I'll suggest that you or anyone else should try it when practicing engine out procedures. I think you will be surprised. But like anything, it should be practiced before you actually need it. The same lesson should include a discussion on trim stalls because it WILL trim stall when you add power on a go-around.

@feetgoaroundfullflapsC

4 жыл бұрын

@@ArcticMayhem - I used to put a blue line on airspeed indicator for the Vglide speed and a blue line paint dot on the trim too for the Vglide position. Lately fly mostly glass panel. Im semi retired. Want to have a thrill?? Try my username with full aft trim. Yihaaaa!!

How could anyone give this video a thumbs down?

If your student is struggling with landings he might be better to get different sunglasses- I struggled with similar glasses and realised it was destroying my peripheral vision. Changed glasses and next flight landed like a pro 6 times :)

Great video. I am a newly qualified pilot in the UK. After establishing the best glide speed I would be saying "Where's the wind?" All comments welcome.

One of my absolute biggest fears, is an engine failure, in a single engine aircraft, *AT NIGHT.* During the day, one's options are endless. At night (even on a perfect VFR day), it becomes a whole different ball of wax. You simply don't know what's beneath you!! I guess one can minimize the risk by following roads and such, but still power lines and, all of that good stuff, could be lurking below. Those things are bad enough to spot during the day, but at night it becomes near impossible. Another thing I do at night, is fly as high as I can, to get the best possible gliding distance!

@TheFinerPoints

4 жыл бұрын

747-pilot it’s so refreshing to hear a pilot that evaluates that risk appropriately… The whole game is changed at night, the whole risk equation changes.

@bmgarrity

4 жыл бұрын

I'm with you 100%! I fly as high as possible at night and try to keep airports within gliding distance. Unfortunately, that's not always possible.

@747-pilot

4 жыл бұрын

@@TheFinerPoints Jason, thanks for your response! Love your videos, and I really appreciate your little nuggets on aviation safety!! And, BTW, your videos on Lazy 8s and Chandelles were a lifesaver, when I got my Commercial certificate!!

@747-pilot

4 жыл бұрын

@@bmgarrity Very True!! At night I alter my routes, even if it makes them longer. And potential landing spots are always constantly running through my mind!! Some may say it's overkill, but I think it's worth the inconvenience!

Be careful. Some aircraft do not recommend slipping with full flaps. I like to slip clean so I always have the option to go to full flaps before the threshold. That way if I’m low Ive minimized the drag and may be able to stretch the glide.

On my check ride the mock engine failure occurred within gliding distance of an airport... He had just had me do an in flight plan for a deviation to an alternate airport, just as I finished up the paper side of that (fuel, airspace, etc) and set the airport into the GPS (I had done all the planing old school and was flying dead reckoning mixed with VORs before the deviation so he was good with GPS use at that point) he pulled the throttle back to idle the examiner smiled when I pitched for best glide and turned toward the airport that was off my left wing right as the engine RPM changed... I assumed ok he will have me set it up etc.... nope he said great choice take it all the way in... I tuned in the radio made the blind calls (uncontrolled and wasn't busy) I made an acceptable landing... his only complaint in our post flight on that maneuver was you didn't have to hit the brakes that hard you had plenty of runway ... memory is a funny thing because I'm pretty sure the end of the runway was coming up fast. Our preflight He was also surprised my flight plan was done for 7500 feet, he said he thought most students are afraid to go that high. He had me plan for an airport in the middle of the north Carolina mountains. The terrain was all mountains and woods with stretches with no good landing sites except for interstates and airports so I wanted an altitude that would provide engine out options.

What online course would you recommend for the written?

Are you allowed to forward slip with full flaps in a c172?

An* but great video

@TheFinerPoints

4 жыл бұрын

just fixed thanks

i have practiced engine failures and EFATO, but not had the experience of a real one to date

Immediate checks first?? Fuel, air, spark. Then best glide V.

If you had your choice to put the plane down ,would you do hilly land or a water landing?......Hal

If you ever have to ask yourself where the wind is coming from, that’s a sign your priorities are goofed up. That information should be front and center at all times. I wouldn’t waste time calling controllers or FSS on the radio. 99% of the time, they drop the ball, distract you and waste your precious time. If you survive the landing, you can usually radio other planes from the ground or phone out. Opening doors on a Cessna 100 / 200 series in prep for forced landing is stupid, and a waste of time. Maybe it makes sense on a Cherokee. But it’s going to be a distraction, and the plane flies differently than you’re used to with doors open. If you doubt this, go fly with the door open. Wind noise cues are now unusual, plane flies in a skid, can’t hear the radio, etc. One more thing: do you see those light-colored things separating the fields that your choosing from? Those are roads. No discussion of landing on the beach or the highway? For the love of Pete, if there’s a road, land on the road! You can’t see furrows and ditches and holes from the air, but roads are always flat enough to roll out on without hurting yourself.

I wonder if he can stick the pen to his beard 😂

11:12 no carburetor heat in before adding power for the go around?? Not used to troubleshoot engine?

@TheFinerPoints

4 жыл бұрын

5feetgoaround fullflapsC150 it’s fuel injected and the pump was simulated on

@feetgoaroundfullflapsC

4 жыл бұрын

@@TheFinerPoints - Ok, thanks. I also use the base leg as key position. I use the Alternate Air if descending while cold, to warm up those cylinders on the descend. At So Cal that lever is not used much i think..

i thought your student had a cigar above the ear xd

3:56 - you touch upon a very weak point in GA. We need more (refreshment) procedure training in GA, including the memory items of emergency checklists. The old school solution is to get into the aircraft and do all procedures in a real cockpit on the ground, which is great when you have your own aircraft. But if you rent from the flight school, all aircraft maybe occupied. So the picture of the instrument panel and middle console is a great way to run through all checklists before flights. Especially when someone is flying several different types occasionally. I am currently trying to put together a little more intelligent software for this, where you can point and click (without having the checklist in front of you), and then get your actions vaidated, missed items pointed out etc.

Nothing to focus your attention as when you HAVE to make the landing!

Hey JM - Something to add here. Glide speed is dependent on actual weight, right?. Most times pilots aren't at max gross. I would have several glide speeds written on my checklist based on if I was alone or had passengers. ( Source Engine Out Survival Tactics book ). Could make a difference!

@rnzoli

4 жыл бұрын

Not so much for 2-seaters (the glide speeds are so close, 1-2 knots difference), but for 4-seaters hell yeah, even the POHs / AFMs give multiple best glide speeds depending on mass. Another reason to do the mass and balance :) and deduct the fuel burnt, if significant.

I was taught the following workflow, Speed- 70kts (C172) Field- select landing spot Fault- check the systems Final- select key height Flaps- as neccesary to aiming point.

If I chewed gum during training my instructor would tear into me big time :) Never chewed gum flying again.

@landonp629

4 жыл бұрын

Gum can certainly help with air pressure changes. I guess such changes don't bother some people, but I'm not one of them.

61 knots is a very relative speed. This number was not chosen randomly. Studies show that in a perfect world IE nothing protrudes the cockpit via crumpling, a human body can survive a dead stop at that speed. Any more velocity, the angle which the aircraft strikes must decrease in order to survive. This rule is not a design requirement for twin engines or greater.....go figure.

If at a remote location with no ATC, actuate your ELT. Hopefully, it’s a 406 with GPS location and a remote switch. If time, try 121.5, anyway. There might be an airliner on freq.

Video title feels grammatically awkward.

@TheFinerPoints

4 жыл бұрын

haha, thanks

“We are two minutes in... the goal would be thirty seconds to this point”. In a helicopter you would have been on the ground ninety seconds ago. Of course that might be just how I remember autorotations from my helicopter training from many years ago.

That gum-smacking.......