Fuel in the truck on the ground.

Aviation TikTok is awesome!

Saw the first part & clicked solely cuz I was like "He better have Tik Tok videos on there!!" 🤣🤣

Yeah agree also tik tok is absolutely wank , most of the videos from ive seen from there , posted on Reddit or other forums are cringe as out or stupid. I will never have a tik tok account ,I value my brain cells.

😂😆😂

I used to teach The Possible Turnbacks and "The Posible Turnarounds. You need to know when you can and cant. Never say never to a maneuver you need to know.

At some point, Harrison Ford must have had the same instructor and taken his advice.

@@msr1116 not sure about the same instructor, I live the UK, but it was advice I'm glad to say, that I never needed to act upon!

@@WayneM1961 ....My joke is somewhat wry....Ford is known for his mishaps, including one time actually landing on a golf course. He should have his license revoked---the man is both a menace and a danger in the cockpit. He needs to remain on terra firma at all times.

I remember doing an Instructor training course with the FAA, in 2005. They showed us a whole run of attempted golf course landings that ended in crashes.......too many things to hit and short, not so straight greens. Yeah, Ford survived, just!

@@philipjamesparsons .....ole Harrison should just sit on the front porch swing with Calista, enjoying the view.

I have been on a proofing flight. That is where they take the plane way outside the normal operating envelope. EG zoom climbing an A-340 to 60,000 feet after pushing the throttles to the wall and getting mach buffet. We went weightless 3 times. Te aircraft was also pulled through seriously tight turns too. I think we peaked at 5g - not that much less than a WWII fighter.

Hope they found the engine by now...probably laying in some cornfield...

5 G without wearing a g suit is extreme and can be dangerous for inexperienced aviators . I as ground crew on a jolly in an F4 phantom aircraft experienced 5.5 g . But I wore a g suit. The pilot was great because when he levelled out he inverted to keep positive g . You do not want to experience negative g . That is going past zero g and into minus 1 or even minus 2 . As an engineer on post flight maintenance we would record figures from the g counter. Negative 2g was rarely recorded.

And the copilot had probably landed with only one engine a hundred times in the simulator. It’s the #1 thing that pilots practice.

I'm glad you appreciated it, but I'm sure any fearful new flyers on that plane was literally freaking out and panicking, lol.

10/10 genius

Any landing you walk away from is a good one. If you can use the airplane again it was a great one.

Worst comment Ive ever had was a wheelchair passanger telling me he broke his back 15 years ago.. that landing was so hard he thinks he thinks it might be fixed !!!

Read about a Southwest flight that was absolutely brutal (and I hope the captain could take that hard a ribbing...): "Ladies and gentlemen please stay seated while Captain Kangaroo bounces us to the gate..."

Lol, those comments sound like a deliberate burn of the captain while also making passengers laugh and hopefully release some stress that the landing caused them, so comments like that serve multiple purposes, genius.

After a hard landing, the pilot apologize and said we could now pull our socks back up.

This practice was incorporated into flying several years ago. ...when I Di do my training in1991. ....it wasn't !

Where I will be doing my training and probably working as a CFI for some time, there is a 4 lane highway with reasonably minimal traffic right next to the airport. Lots of corn/soybean fields too I guess, but the highway is just an extra runway right? 😀

When I took lessons a year or two ago, we did exactly that every time. Holding short on the taxiway, just before we went onto the runway, we'd go through a pre-flight briefing that included exactly what we'd do about engine-out at different parts of takeoff. In our case the runway was at least 4x as long as what the plane actually needed, so most of the answer was "come down and land on the runway". Beyond that it was the huge open fields ahead of us and more fields left and right - lots and lots of options. But we still went through it in the pre-flight briefing, every single time.

I do it every time. I brief straight ahead or no more than 30 degrees off the nose. If above 800' with the prop (single eng turboprop) feathered I'll turn back. Not feathered... straight ahead.

Yep, engine failure on takeoff is right in my pre-flight runup checklist/brief. "If the engine fails after we're airborne, we will not attempt a 180 back to the runway. Airspeed to best glide (Vg), flaps as necessary, power as available, declare an emergency, fuel to shut off, mixture to idle, ignition to off, battery master off, crack the doors before touchdown in case the frame gets torqued so we're not trapped. Avoid obstacles as able and put down at best spot you can find." Not sure how others do it, but as I'm running the lists, assuming I'm PIC and doing the brief, I'm also touching each item on the list to get that little muscle memory reminder of where the heck each of these items are.

I was taught in my first few hours that the priorities are skin (yours), license, tin (the plane). And that you ALWAYS sacrifice tin for skin.

That's awesome, well done!!

It's never good to focus so much on accidents that are nearly statistically impossible like that. Very proud of your progress!

I watch Air Disasters at the Airport waiting for my flight. If I get WiFi on board I watch during the flight. Addicted to my Air Disasters

@@jasoncentore1830 yup. dk why its so addicting, but it is

@@jasoncentore1830 that’s me too 😅

I like that idea on best places to land in case of emergency. I'm going to add that to my list of notes. Thanks

@@HarryStar56 My instructor said that a 150 / 172 will turn on a dime, so he taught me (with enough altitude, doesn't take much) you dive, flip, and land. He said to only do it if there was no clear landing forward, but we did it time and time again and as long as you keep an eye on your airspeed .. they do flip on a time with enough control authority.

Every plane is different. My plane has a 9:1 glide ratio (horrible) with the prop forward. 23:1 (excellent) feathered and can easily make a turn back if >800'

@@melcrose Not so. A 45 degree banking turn at 80 mph will take about 700 feet of side space to turnback 180 degrees. With a headwind will take slightly less.

@Mike Kabakov experimental. Lancair 4P with a turboprop engine

I subscribed and continue to make poor life choices

LMAO...Darn right.....

Agreed

He seems to film a month in advance. He uploaded 4 vids last week so you just have to wait.

Unfortunately that story is completely embellished and the "hero" had a lot of experience but no liscence.

@@scheidtenatorgaming according to Mentour's video he had a lot of experience being on a plane, but none actually flying

blancolirio did a couple of videos on it about a month ago when it happened. One was an interview with the ATC guy. Search his channel...

Shortly afterwards, I posted a request to Kelsey to analyze that whole incident. Later, I received a lengthy reply from some random layperson giving me his analysis....at which point I rolled my eyes and just dismissed his entire response.

Dittos

Same here

Same here.

Same

Me too. 74 gear, you could teach physics. You would make an amazing teacher.

Flying machines are really a miracle of the machine god, brother

The machine spirit was working in union with it's pilots thanks to the Enginseer's efforts.

Each individual piece is actually easy to design. The difficulty is putting a precice specification together so when you assemble all the bits, it works.

Imaginary friends are stupid.

@@fredrikalfson1541 yes, but corporate-backed ones a tiny bit less so

Won't that also lose the last best of energy, potentially dumping you to the ground violently afterwards?

@ potentially yes, in the same way that flaring too high or too hard could cause the same issue. That's why you should practice it first, like for example, try making a precise power-off 180 to a specific spot on the runway. It works better in planes with manual flaps; in the Piper Arrow I can plant the mains on the same spot every time by working that Johnson bar and not touching the throttle. It's worth a try I think.

@@squirt.mcgirt That's not gonna fly so much in a C172/152 with electric flaps. My PA28-180 I can do this all day long with a Johnson bar.

I know a pilot who saved his plane doing this.

The lower the speed, the lower the flaps have to be. But with no power, better pop out no more than 20 degrees.

Some of them are now exceeding 50 to 1 without any special materials and some are over 60 to 1. There are even a few nudging 70 to 1 but the cost will bend your brain.

@@gordonlawrence1448 True. Mine was a Libelle 201 (with optional water in wings) and had a 30:1

In all my years flying gliders I've never heard of an engine failure.

I'm 62 and never had to do hand signals in a car.

I remember driving with my dad when I was little and he had to stick his hand out the window because the turn signal didn't work. Guess it's not quite same

@@thesteelrodent1796 it's done for fun!!!hehe

Yeah, but you are working for that windtunnel business. You are the expert. You KNOW things.

I want a bush plane so badly, but obtaining my PPL and buying a plane isn't in my budget anytime soon.

I've seen some of those STOL bush planes. Holy crap. They might as well be helicopters... I've seen some land and take off in like 20 feet.... Insane.

There are a few that can fly at 25kt and even the old AN-2 flew at 35mph if you had to go that slow. There have been some modified two seater gliders that have an electric engine and batteries. The engine is not much but will maintain level flight at 50mph for over half an hour.

If you look at 5:18, you can see how far the plane got before crashing. If he went straight, and not lost all that altitude, he would have gone a lot farther. There are trees there. He aimed at the only place that didn't have trees. Trees are bad, lol. If he didn't drift to the left of the runway, he probably would have made the flat part of the field...

​​@@Backroad_Junkie 100% agree. Landing straight ahead is fine if it takes you to somewhere soft where you can walk away. Crashing into trees, miles away from the airport where it may take time to find you is bad. The guy in the video did a great job to keep control and crash land on the grass. I'm sure this pilot walked away. This "always land straight ahead" is oversimplified. Depends on altitude of failure and terrain. The poor runway tracking may have been caused by being distracted by the engine starting to fail.

I'd hazard to guess "inexperience" actually... NOT that we should strive to get experience with engine failures in flight or anything... BUT a surge of adrenaline WILL make you over-work the controls on just about anything until you're used to handling a crisis, complete WITH that surge of adrenaline. You can't control those... The plane doesn't have to turn by banking alone... You can eliminate banking (in favor of altitude) and use more rudder to physically push the tail around and change your direction... Banking (most commonly) is used to assist, and rather like on a motorcycle, it diminishes the centrifugal effects of turning, by trading for a more gravitational feel pressing you DOWN into the seat... BUT the skill to reduce bank and add rudder instead, isn't always the easiest thing to think of when your heart's pounding about 150 bpm, and your mind is running through visuals of all the worst possible outcomes ahead of you... In the end, we're STILL sitting quietly behind our screens and second guessing. This guy was DOING what he did... and it's a life experience. Those just come at you, and for better or worse, it's how you can turn experience into wisdom. I'm THINKING, ideally, he could have under-used banking, and over-input on rudder to turn... This would buy some air-time, but introduced "sideways drift" (because planes don't have traction for sh*t)... Then as soon as he could be SURE he'd make it well past the water to the clear field, drop altitude (stick forward) to pick up a bit of speed in the intended direction for reducing altitude... AND in the last couple dozen feet or so, even flare (stick back) almost as normal, though probably lighter (say half what he'd normally use to land on the runway) and let it touch-down... I have played a bit in ultralights, back when they didn't require much of any certification... and a sail plane or two... So it's not frequently needed, but occasionally a good "trick" to know to buy just enough space/range to get past a nasty obstacle or spot for the better real estate. Sail planes are kinda notorious for "antics" to avoid things when the wind-currents don't play nicely. ;o)

@@Backroad_Junkie two points, first: there are techniques to burn off altitude, second: the purpose of showing the video is as a teaching moment, a stall-spin fatal crash isn’t a preferred result and abrupt turns like that pilot was making were I’ll advised. Go watch videos of two pilots taking off together when one is familiar(PIC) and one isn’t. PIC will outline emergency procedures as part of the preflight process.

speaking of stall: I wonder why he didn't hold up the nose a bit longer. at least I didn't hear a stall horn. if this was indeed a Cessna "landomatic" he could have just about ended up with a normal soft field landing. (yeah, easy to say while sitting here watching a video, though my instructors did absolute loooove to put me into situations like this). EDIT: ah, never mind, watched more closely and saw it wasn't a Cessna.

being a piolet sounds cool but i have the big dumb so that's unlikely

Guys, Pilots are dumb just take a discovery flight and see if it’s for you!

@@JustSomeGuy38790 dont generalize them, *some* pilots are dumb.

@@sashathedonut Tell that to my grandpa and his brothers who are all pilots, they’ll probably get a kick outta that!

@@JustSomeGuy38790 just because a group of piolets are dumb doesn't mean all of them are

QFU?

@@youragaywaud It's the magnetic orientation of the runway you're taking off from. It should always be something that you check in the before take-off checklist.

@@emergencylowmaneuvering7350 I wish it were, but in the training arena, over-briefing and over-exaggerating each checklist item was our norm. Both latches were secured. Like most old flight school airplanes, this probably had 6,000 hours and 30,000 landings, and lots of loose, rattling parts.

@@prestoncox224 I taugh a lot on cherokees. The dont have only one latch like cessnas. They have a 2 latches. upper and lower. Very stupid to forget both. Yes, you can close the door in the air. If you know. If dont, then land. A waste of time and money .

@@emergencylowmaneuvering7350 Must be amazing to live in a world of absolutes. Factor in possible sheet metal/structural repair anomalies, bent/worn components, misaligned strikers/latches/hinges into your misguided, illogical and plain ignorant assessment. One wind gust can forever change the way a door latches,or IF it latches (C-177 Cardinal, among others). Based upon your comments, you sound bitter, like a washout who couldn't handle the industry. Anyone who is a true professional aviator would have a different approach, your true colors show. As an aside, Being a holder of A&P, CPL, FCC, CDL licenses, still working in the industry, chances are that I've actually had to fix/repair things that you would have no clue about. Enjoy being a one trick pony, and leave the critical thinking to the real professionals. You are an amazing troll though, best wishes with that career. I hope it pays well.

I like how you include non-pilot passengers in your briefing and give them something to do.

500 feet AGL seems a bit too low. I think 800’ would be a much safer decision point.

I used to teach 4 kinsd of EFATO on cherokees, grummans and cessnasl when CFI . We analyzed that accident about 5 years ago. He even tried to turnback from 200 agl to the paralel runway (Big mistake). Fell short and of course stalled it hitting the top of the berm. He hurt his back and his left sternon. He was lucky he hit the top of the berm, not 2 feet lower. He had 3 cameras on. Fairbanks alaska. video on youtube.

As soon as the engine fails, the mentality shifts to that the insurance company just bought the airplane, now use it to save your life.

omg last time i looked at Kelsey's subscriber count it was like 30 000, and it's almost a million now! so proud indeed

@@fjlkagudpgo4884 💯 agreed! I love his content.

I can confirm it really does make it more comfortable somehow since I started watching his videos I have completely lost even the slight anxiety I used to get while turbulence happened. Idk what it is about his explanations but they worked so well on my brain

I think perhaps the camera got ripped off. I did think the same myself.

Landing in "challenging" conditions is also a very satisfying end to a flight. :)

Ppppppæææ

Great point!

I love his attentive stare.

This is not a hard-and-fast rule. 800' only works for some planes on some days. It is VERY situationally dependent.

@@desertfresh3740 very true, thank you

agree

Seemed close to a pod strike.