Excellent decision, better to be on the ground wishing you were up there than up there wishing you were down here. Fly safe

My grandfather once said: "It's better to be five minutes later in this world, than five minutes earlier to the next". He meant that in relation to driving and speeding, but I say that to myself all the time - sometimes it's just better to take a minute, and work out a problem whilst you're still around to do something about it.

Every take-off is voluntary. Every landing is mandatory.

Good decision process. You will be an old pilot and not a bold pilot. Thanks, Stefan.

Stefan - great decision to abort your takeoff...why take a problem into the air when its a lot less stressful to sort out the problem on the ground. When I did my first training in the Cirrus simulator at Cirrus AVIA I noted that the airspeed was dead, so I aborted the take off. Charles the trainer said its amazing how many people take off with a dead airspeed indicator in his sim sessions. Safe Flying - Robin

Good call and invaluable advice for anyone. "If you want to get somewhere fast dont try flying - take your time". My father taught me to call "AS Alive and increasing", then to look at the Ts&Ps. And now you know, on that type, a longer run-up/warm-up sorts that issue. Great video, thanks for being so open.

5:59 - Are they hatin'?

If you are in doubt, there is no doubt. Weather you are in a hurry or not, do not compromise, yield to safety. Excellent video. Thanks.

Excellent. I aborted a couple years ago due to a dead mag - took me 4-5 seconds to call it off, thinking the mixture was too rich?? A good friend and very experienced pilot later gave me his advice, in that he's always looking for a reason NOT to take-off during the take-off phase. Events like this are rare, but we have to be ready for them. Thanks for posting - this one is great viewing for the ab-initios especially.

My first and most relevant take off abort was in a Piper Aztec that I was flying to Lord Howe Island with some friends for a few days. Somewhere between the run ups and the take off roll the prop pitch cable for the right engine jammed (frayed in the cable guide) and it never went back to full fine for the take off. So as I looked for full power being developed by both engines the right was under reading. I closed the throttles and as you did rolled through to the runway end at Archerfield. It couldn't be repaired in time for our accommodation bookings so I put everyone into a C-182 and did the trip in that. I'm very lucky it didn't happen en rout or past the point of no return as there are no maintenance services on Lord Howe and getting a new cable over there wold have been a nightmare. Plus I wouldn't have been able to feather the engine if there was an issue. Three adults, one child and a raft. And a shit load of water. Great flight though. I'd add that to your trip bucket list for a great video if I were you.

Incredibly helpful Stefan. I just did the same thing in my Cirrus, only in my case it was the manifold pressure that popped into the yellow. I aborted the takeoff on Friday Harbor Island (Washington State USA). My mechanic told me something similar; essentially that the engines was still warming up due to colder weather. I flew the rest of the afternoon with a few more take offs - no issues with a warm engine. I am a rusty pilot getting back into flying after 25 years and new to the Cirrus, very challenging moment indeed. Thank you so much for your fantastic videos.

Great educational video! I aborted a take off recently as well: My CFI and I decided to do a short field take off at a runway intersection. We had plenty of room, but, as we accelerated down, those trees at the end got too close (and tall) for my liking. I simply cut the power, and although my CFI was surprised at my action, I just told him "I'm aborting" and stuck with it. What I learned is that when you make a critical decision like this, for God's sake dont change your mind again; those few seconds I cut the power used up too much runway for us to probably make it. And although we could totally have made it and flown off happily initially, it just didnt seem right to me. Maybe because of a lack of experience, but as you said, when in doubt, there's no doubt!

Just goes to prove the point that emergencies (or many other aviation related decisions) do not present themselves in convenient, cut and dried proforma. A sound decision making process has to take account of this and have, as it's goal, the simplification of time critical decisions (as much as possible). Your process achieves precisely that and you made a completely sound series of decisions here. Bravo and thanks for your channel.

Loved that you covered this topic, and the significant importance of making that decision. One could only imagine the problems you may have encountered, had you had an oil failure only 10-20 seconds or more after takeoff, had you simply ignored the high oil pressure and said 'Nah, she'll be right'. Always better to take the safest option and check things out whilst on the ground. Thanks for sharing!

Stefan, just wanted to let you know how much I appreciate your channel. So many pilots on KZfaq like to play it off like it's all so easy, and this can result in a lot of frustration for people trying to learn, like me. You acknowledge the every day difficulties and bring an honesty and humility to your work, and I feel I learn more from you than most of the others. Cheers from Los Angeles...

Oh god, that MSFS2020 looks amazing!

It’s always better being on the ground wishing you were in the air than being in the air wishing you were on the ground. You made the right call taking the safe option. Excellent video!

An excellent video, Stefan. Very educational. I can't fault your decision making process.

Well done! "If you're in doubt, there is no doubt." That's a good phrase to remember even if you're not a pilot. ;)

Hi Stefan, rewatched this one tonight - your comment to contact maintenance made me smile. Don’t get me wrong, very sound thinking and I liked the way you shut down and took a breather. I was remembering a 2014 event where we rejected a takeoff in a 777 (I was the “spare” captain in the jump seat for a longhaul to OZ). As the power went though 60% N1 a config warning went off (it’s REALLY loud)m I think 2 or 3 of us had a silent grin to ourselves after the initial startle because we assumed Old Mate was still turning on the tiller when he gunned the engines and triggered the “CONFIG MAIN GEAR STEERING” (I’ve done it a couple of times 😬😁). A second later we all spotted that it was, in fact, a “CONFIG SPOILERS”, meaning they were sensed not down when they should have been for takeoff. The handle was down and everything appeared correct but the warning wouldn’t go away -what can you do? Same as you, idle the engines (just below the 85kts ground speed that would have jammed on maximum autobrake) and rolled off at the next exit. Now here’s why I’m smiling - I called engineering while the two in the front were dealing with other stuff - engineering had a look at the telemetry and said……… “I don’t know, just try it again”! So we did, never heard another peep out of it.

You did the right thing, and you are definitely seeing a good example.

Fantastic decision making Stefan! A well planned take-off profile is always so important. Too many times it's happened where a take-off was continued after ignoring better judgment, with nasty consequences. Keep up the great work, and well done!

I'm a pilot myself. I agree with your decision completely. Could you have said "The heck with, let's go for it!" and everything might have been fine. Or the oil, being thicker than normal, might have stressed something. And... well, as the old saying goes: "There are old pilots, and bold pilots. But no old, bold pilots".

Good video Stefan. One additional self call I make as I taxi to runway hold point is after checking T&P's "if engine fails on takeoff...I'll control (yoke, stick forward)" and actually push it forward. Muscle memory will kick-in and save your bacon should it happen. This in a situation where you have an engine event with either runway remaining or not. The instinct is to pull back out of fear where in fact pushing forward will maintain airspeed.

This is brilliant. Well done Stef. Good decision making under pressure I can see your life flash before your eyes in this video for a second. Scary. Coming from Flinders makes these videos so much more.enjoyable. I used to drive past Tooradin and it's beached ship every week as a child on the way to Drouin. Take care mate and safe flying :)

Wow. I wouldn't have thought of that, re oil quantity. Interesting. Great lesson, cheers mate.

I do the same call outs when I am rolling, the only thing I do different is that I increase the power while holding the brakes, T&P in the green and then I release brakes to start the role. Then I check it again during the rolling phase as well. Thanks for the great tips and great airmanship.

Good vid. Never be shy about chopping power when you do that roll out cross check. Been there done this myself. Rolling out, look down and airspeed indicator is dead. Cut the power and ease on the brakes. Simple loose pitot tube behind the panel fixed it and I wasn't trying to fly the plane blind to airspeed...

"about there" is when the panic set in lol

I'm the like number 6001🥳 BTW very good video and... wise words👍

Thanks for the advice! CPL student here, and I found it very useful. I had a similar issue today - oil pressure was borderline yellow on run-ups, so I decided to see how it went on takeoff, and abort if necessary. Oil pressure went up to mid-yellow area on takeoff roll, so I aborted takeoff without hesitation. Went back to the flying school, and after inspection by an instructor, the aircraft is now off for maintenance.

Great vid as usual Stef. I aborted a takeoff recently in a 172 that I hadn’t flown in ages. Strip around 1000m, trees at the end, I noticed that it wasn’t making full power RPM. Pulled throttle back and aborted. It turned out after talking with someone on the field that it had been fitted with a cruise prop and so full power indicated an RPM at the very bottom of the green! So all fine in the end but I didn’t regret my decision for a minute. Also, something to remember if you abort...assuming you are still on the ground, keep that yoke ALL the way back for max aerodynamic braking effect.

Safety above everything else! Delightfully insightful, thanks.

Good call ...is a good call. Calling maintenance another good call. Intriguing that a detail like a larger oil tank could create a "glitch" like that ... and even more the fact aircraft familiarization is LITERAL ... EVERY aircraft requires familiarization . Lesson learnt. thanks for the post,

Good call Stefan - one of the beauties of aviation is you never stop learning....

As they say "There are bold pilots and old pilot but no bold old pilots". Take the right call,well done you did.

Great bit of learning for me in this one. Much appreciated ! If in doubt, there is no doubt. Nice

Really like your vids Stefan. Your down to earth love of aviation is infectious!Loved this post extra because it contains such a big lesson we can all learn from presented in such a neat, simple and interesting way! Thx 🙏🏼

Love this. I had a magneto failure during power checks last year and it does take a few seconds for your brain to look and absorb the data "this isn't right" and react. Good job.

I think you did exactly the right thing, Stefan. Good procedure, good decision. Better than getting up in the sky and finding out you had a blocked oil line that resulted in a catastrophic failure.

Interesting that the oil temp gauge didn’t leave any clues. Great work.

At the start I thought that was Microsoft Soft flight simulator 2020 XD

Great decision and excellent video. You presented this video in an analytical format, which was interesting. The bottom line was, you simply put safety first. Well done ! You’ll NEVER go wrong doing that.

On shorter runways I pick a decision point. In the bonanza it is usually 1000' of runway left. This could vary if there is a runoff. If something isn't right after that point, I'm flying the airplane. Something like a door popping open shouldn't total your airplane in the fence at the end.

Excellent video. So informative and easy to understand. I’m just transitioning from ground based sims to actual flying lessons. I will always follow your procedures and excellent tutorials going forward!

It reminds me of that other guys 3 strike rule. If he answers negatively to his 3 check questions, one of which includes his mental fortitude, he won't fly. 2 out of 3 requires deep consideration before deciding to fly.

Hey Stefan.. thanks for the great tip, will make sure all my T&P's are green on my takeoff run. I actually saw you the other day across from my flight school "Learn to Fly", wanted to come over and say hi but had to leave or else I'd have missed my slot in the circuit.. and you know how crazy it gets in YMMB. I fly a Sling2 btw.. would love to fly the Cirrus one day for sure though :)

Great, rather be safe than sorry. Enjoyed the video. Thumbs up.

You made the best choice! However, and I may be wrong, in the video the CAPS handle was covered, and regarding the stripe that can be seen coming out from beneath the cover, I would say that the lock pin was also inserted. This can be really dangerous as in the event of an engine failure just after departure just at 400ft (minimum CAPS deployment height) would make you lose vital seconds which can save your life. Safe flights!

Wise decision Stef. I hope all the pilots will take note.

Greetings from Colorado, brother! Excellent, thorough and professional presentation, mate. Love your channel.

I called off going out for kinda the same thing. Though on the Cherokees you can see a lack of pressure due to the engine being at idle, to which I wasn't aware of at first. However I did realize it on my way back, though all the instructors gave me credit for actually looking...though as an A&P its in my nature.

Awesome video. And very nicely explained. Step by step. Liked your way of approach to emergency situation.

Interesting vid as always Stef.

You can always go around. I love that song. Cool!

The bloody coffee shop ....😂😂😂

A great reminder! Loving the vlogs and sharing your aviation experiences with you!

Thanks for sharing, Stef. I vividly remember being stuck for 15 minutes at the hold-short line down the far end of Rwy35L returning to the apron from 35R in the traffic chaos last week (I was waiting for so long that CloudAhoy auto-stopped on me!) and wondering why they wouldn't let me cross the displaced threshold... the one that you just tore through at high speed. Now I know! (It's your fault. :-) )

Great vid. Excellent decision making process.

Hey Stefan it’s Nikolas again, great job on making the decision to abort that take off due to the pressure difficulty. I’ve never had to abort a take off and I hopefully never will. Also just an update on getting my rpl, I’ve got my pre area solo exam on Sunday which I think will go well, but I’m really exited about doing the rpl exam in a few weeks and getting a Nav Rating because I’m going to finish my rpl before I turn 16

As a wise man once said "Better To Be On The Ground Wishing You Were In The Air Than Being In The Air And Wishing You Were On The Ground"

Well played, why risk it! I took the cowling off the C172 I fly because I was uncertain about a loose dip stick column, so 1 hour later and opinions of instructors of way more experience , we took off 1 hour late, but secure in the knowledge all was good. Per your message, if in doubt reject,inspect,decide.

Good call aborting the takeoff. One of my fondest aviation memories is still the first time I did a go-around. The realization that I didn't have to land, but could take my time and have another go was a huge lesson learned and actually made the whole landing process a lot less stressful.

Very good video. As a pilot anything you are uncomfortable with is a reason to stop and take a closer look. Really enjoy your videos. Keep them coming!

6:00 they see me rollin they hate it.... lol

Great decision. You can never be to careful when it comes to aviation safety. Thanks for sharing.

Comes back to my takeoff briefing before EVERY takeoff (even solo). From brake release, prior to rotation, ANYTHING out of the ordinary, I will immediately reject the takeoff by pulling power to idle and using wheel brakes as necessary. Upon which, we have 3 options...

Great one, thank you! Quick decision process, good job.

You are brilliant! Practical with great wisdom!

Love it! Way to play it safe.

Always better to be safe than sorry. It takes a fair bit of concentration when departing an airport and this is why the PIC must always demand a sterile cockpit. Thanks Stef.

Stefan, Correct Action and budding pilots will learn an important lesson from this, I was once told by my Regional Manager, if your running late, don’t take chances, I would rather you be late for the meeting in this life, than be early in the next. Think that can relate to so many jobs, especially to flying, why take a chance taking off when like you did, you can stay on the ground and seek advice. ✈️

Great decision, it really is amazing how long it takes for the decision to abort from a "not sure", as opposed to just a straight out issue/failure.

Good decision, I learned couple of things too from your video. Thanks!

Smart flyer ! Nice to know your making the right decisions. 😎🏁

good airmanship mate!

ngl love the detail you go into some vids are clickbait but this is a nice video to watch

I love your periodic table mug mate, got on sat on my desk right now

Good video and decision, but I don't like having a pile of loose articles on the passenger seat. I always secure loose stuff, except when I take my Springer Spaniel flying. I tried to belt him a couple times, but he won't remain still/in place until he falls asleep.

GREAT video, not only did you do the correct thing, but you learned something at the same time. Good pilot! !! !!!

Right decision Stefan. I’ve made the same decision when my water temperature gauge went crazy. You are rather on the ground and wish you were up in the sky than up in the sky and you wish you were on the ground. Love your videos and style. Subscribed!

Excellent decision making and analysis. Thanks for sharing!

Great video, mate! I really like your conservative approach to safety. I hope this will be an example to many others. Cheers and have a great day

Nice video thanks for sharing. Not sure if I’m a fan of your scan flow however. Bear with me here. On the G-1000 I don’t do a run up until the engine oil temp is as per POH you have to click through a few pages to read the actual oil temp. Just using the green section of the gauge is vague, and using cylinder temps is not as accurate as your cylinders may be warm but the oil is not. Thick cold oil will result in (slightly) lower performance not to mention not good for the engine to request full power when cold. Some instructors go off cylinder temps before conducting the run ups, but If the oil is not warm, the entire bottom of the engine is not warm. In the critical seconds of takeoff - I’m taught to check static rpm first, (there’s no point TRYING to take off if your not producing takeoff power) then I’m taught to check T and P. Once again, your engine performance is more important then airspeed at this point. THEN check airspeed last. (Not to mention if there’s a problem with ASI it doesn’t take precious seconds to interpret an airspeed reading as it does with T and P’s) On our aircraft the airspeed takes a few seconds to register. Although I’m absolutely no expert, I feel like this is a better priority sequence to work through. If you have performance, airspeed will follow. In your case, you have airspeed, you might not have 100% performance. Tick tock. Your already going much faster to start diagnosing an engine problem. Thoughts?

Well done. So many unfortunate circumstances could be avoided with good solid decision making like this.

youre a great pilot mate..... Love ya work👍👍👍👍👍👍👍

I like the checks. When I fly the Cirrus I have two calls which are "temps and pressures in the green" but I'm basically sweeping that whole MFD to make sure everything is where I expect it including EGT and CHT. That check is as I get to full power, just after the SR20 "changes gears 😁" (aka when the prop changes pitch off full fine). Just after that you should be going fast enough to get airspeed so my next call is "airspeed alive by two" because I'm checking that not only both airspeed indicators (PFD and backup) are moving but are ballpark the same reading. I borrowed that from the airliners where in a 737 the monitoring pilot will call 80 knots at which point the other pilot checks their airspeed and the backup to ensure they also show just over 80. My only minor technical point (again shamelessly stolen from airline operations) would be that I'd try to make a simple "stopping" call to ATC. That way if they are planning on landing someone right behind you they can send them around etc. No details are actually needed, just "Kilo Juliet November is stopping" then once you are all sorted and at a safe speed you can then follow up with "minor engine issue, request taxi back to the run-up bay" or whatever you want or if you have something more serious you can call for the cavalry.

First thing you look at is your rpm/mp/ oil pressure/ vacuum if applicable not the airspeed indicator

Sept.2019, just found this. Best decision on your part ever. Beginning Subscription !

Best choice. And the smartest. You did great. You are a responsible pilot

Wonderfully instructive. Going to the SR22, did you read through a lot of systems documentation? Although on a different scale, I remember reading QF32 by Capt. Richard de Crespigny - he read A380 manuals solidly for three months. Also recently spoke to Qantas first officer trasitioning from the A380 to the Dreamliner - an 18 month process! There is such a depth of knowledge in good pilots. Do you have to memorise non-normal checklists? By the way, I like the Qantas Dash 8 Q400 model.

That's normal in the Cirrus sr22 like you said about the cold oil. Usually at start I will make sure my oil temps are 160-170 before take off.

All aircraft engines have a minimum oil temperature prior to applying full power. Mine (F35 Bonanza) is 100F. Pretty hard to get in the winter, I have sat for 20 minutes waiting on it.

excellent airmanship - thanks for sharing.

Great video!! Nice insights in to your thought process!!!

You are a great Pilot! Thanks for making it alive and exciting! I am learning so much from you! You have a great teaching style! Please sign up for the upcoming Real.Video too!

Good call. Great info. Thanks and continue to fly safe.

Obrigado por colocar legendas nos seus vídeos, ajuda muito pessoas que não falam 100% inglês, lendo entendo todo video.

Great video and terrific advice, congrats 👏 and

Seen a couple of your videos and this one is definitely the one that made me subscribe to your channel. Cheers mate!