I would not blame anyone for feeling that way about me. I never want folks to believe I am something I'm not. I would not post if I felt I had nothing to offer. This was a good guy right here. It's a shame. My aviation background -Grew up on a private airstrip (Parents still live on an airport, S36) -Started flying the 6 pack at about 5 yrs old in our 1955 C310. Couldn't see out the window so no choice 😅😅 -Learned how to fly left seat, T.O. and land at 12yrs old in our Gruman AA-1. Had that bird for 20 years. All my left seat time was in that airplane. Really fun to fly! A poor mans RV 😂. -550 logged hrs as a SIC/AP/Student Pilot or whatever someone wants to call it with my Dad. He logged those hours, flight time only not passenger time. My Mom also flew SIC, she took leasons in the early 70's. She never soloed but learned to takeoff & land. She flew SIC when I wasn't there. Once I was around 12 she became the back seater. She was scared of flying so once I was up there full time it made her more at ease. That always made me feel good. -Never got my pilots license & never soloed -Flew W my Dad for over 40yrs in 5 different airplanes, 35yrs in piston twins. We had two Cessna 310's and a B55 Baron. 10 yrs in the Baron and 25 in the 310's. Then we had an F35 Bonanza for about 6 years. -Have flown all over the country including to OSH 9 times in 3 different airplanes. CRM was a best practice for us. It was fun and rewarding. The twins keep you busy so if you can run as a crew it really helps with workload. Especially in IMC or when we had to deviate for weather. Had an ENG failure at 900ft AGL W my Dad in our F35 Bonanza right after T.O. over the town of Goodland KS. We were able to perform a gear up landing in a field and walk away. Video on our channel about it. -2 year degree in Air Traffic Control Passed the FAA exam and was accepted to go to OKC for training Did not pursue (Long story) So there it is for what it's worth if anything. Aviation is a passion for me and if I can help one person not die it's worth getting dumped on. Appreciate the comments.

My cousin out of Mesa Az had a single engine failure off a dual engine Beechcraft plane. He went straight and landed on a road with no incident. He received a FAA Award for his airmanship!

Saw the procedure for single-engine failure on takeoff of a twin on Dan Gryder's Channel a few days ago. Man, you have to absolutely be prepared for that to happen on every flight. He actually did it in real life and filmed the whole thing. From what I remember, your actions needed to be Call Engine failure, identify the failed engine, Gear Up, Blue Line, and then fly straight until you gain enough altitude of at least 1,000 ft. You can then start thinking options.

It just MIGHT be a good idea to have in your mind that you EXPECT the engine to fail every time during takeoff, that way you are always ready for it. If it doesn't happen, fine, just carry on with the flight

I have had many emergencies..what I learned is that ,,with good training..all major emergencies,,after the fact..all seemed to be in slow motion. Fly the airplane, find a Field, trouble shoot.. know this in an emergency

Great video thankyou. I watched Juan Browne and Scott Perdue comment on this one and you have highlighted something they only brushed on, which is human factors. Thankyou for covering this. More recently, Juan Browne really pulled apart VMC theory after a recent stall spin fatality in a light twin. Juan's well detailed explanation was absolutely fascinating. I have no doubt the pilot of N5251C knew all this and more, but you could hear the fear in his voice after the engine failed and I can't help but agree with you that his extensive knowledge and experience was a long way from being put into practice. Clear security camera footage showed the aircraft flying past in clean configuration (inc left prop feathered), right engine at high power, but the 310 was slowly sinking, not climbing. Still, this very experienced pilot kept trying to press on hoping to gain altitude, despite VMCA fast approaching. (In a simulator, he would have, at this point accepted the aircraft wasn't going to climb (despite being a turbo), cut the good engine, substantially decreasing vmca and flown slow with wings level into whatever he had in front of him.) Relentlessly flying on, he kept sinking and finally pulled up to avoid a power line just short of the crash site dropping airspeed below VMCA and his fate was sealed. I must support Dan Gryder in his quest to have pilots regularly train for abnormal scenarios such as these so, as you say, it becomes instinctive.

Love your from the heart advice instantly subscribed well done brother ✌🏼

I guess there really is no way to know until.....😮. Makes ya think, tnx!

"Fuck the runway, farmer won't mind we cut down some of his crop. Case of beer in return is standard to make amends." --After 4 hours in a glider & deciding we ran out of thermals to make it back to our home strip. That part of eastern Germany is full of lovely flat terrain -- precisely what you should look for in an emergency. No, it is not embarrassing, the only concern anyone will have is if there are any injuries.

Density altitude exceeded the airplanes performance. A cooler day at a lower airport elevation and he would still be with us. You cant fool density altitude.

My two cents worth. I went to college with a guy who, had he not tried 'the impossible turn', would be alive and well. After college, he worked for a small startup, and after some time, he became president of this by now very successful multinational manufacturer. His pay was commensurate with his position, allowing him to acquire numerous aircraft. He was quite a confident guy. And his confidence got him killed. Because he failed to 'aviate, navigate, communicate'. I have less confidence in myself, but somehow managed to react sensibly in TWO very critical situations that could have ended my life. My dad was a crop duster pilot who 'augered in' in 1957 when I was 2 yrs old . My brother flew T38s in the Air Force. I preferred a different form of flying, where you never leave the ground...if you get my drift. Being tested in an emergency is clearly a scenario that I had no training for, but somehow I pulled through. 'Life is like a box of chocolates, you never know what you're gonna get'!

The runway behind you, the sky above you and the fuel back at the pump does you no good when you are taking off when a engine quits. You are no longer flying - you are landing; make the best of it straight ahead.

Great video. You should look at the crash of C310R N87297. Truly the single most videoed crash available.

It's hard to think of a Cessna Twin that's worth a damn in the engine-out portion of the "envelope". As seen here, the various 310 iterations--even with turbocharging and Vortex Gens--are marginal, same with the 401/401A... not sure about the later 4xx models. I don't blame the Cessna engineers, as they are pressured to achieve _everyday_ low Total Operating Costs, and so the _rare_ occurrence of a complete engine failure is less than top priority. Every twin pilot would do well to hit the realistic simulator twice a year... cuz that "engine-out checklist" has to be burned into your muscle memory--zero time to grab the printed version!

Being prepared for the unexpected is why you train for AQP as explained by Dan Gryder’s KZfaq channel Probable Cause

A belly landing is NOT a belly UP landing unless you flip the aircraft. Haha! I'm sure that was just mis-spoken.

I always read every accident report i could get my hands on. I wanted to know what caused others to end their PIC time!

If I understood it right this guy froze from fear. Unfortunately this is a very normal reaction that can be extremely difficult to stop and usually you don't know how you will react before you have been in a life threatening or scary situation. Others become more systematic and are capable of things they could never have imagined. This is the reason too why some people don't do anything when they are in a life threatening situation which can be very confusing to people. I don't know I you can really prepare and find out how you will react until something happens. Perhaps being avare and to imagine different situations and really imagine how to react and to not freeze. But it's possible this guy had imagined something like this happening too he was just not able to react and follow the plan.

On a lesser note I had the throttle stick open on an off-road motorbike and it is all consuming. Your mind goes blank in fear. I would handle it much better now.

Experience means fuck all! This guy proved it!

VMC roll. The turbocharged engine could actually be a contributing factor.

I made a successful 180 and another 90 and landed safely on a engine out BUT I was in a challenger Ultra lite

Nr of hours in a logbook doesn't guarantee anything. It's more the mental game of making annoying safe choices (fast) vs. tempting bad ones and it's so difficult. In a way it has nothing to do with flying but more with the gene pool. A rookie pilot may already be a better pilot than a 10000 hour pilot will ever be.

well, when you get a multi engine rating, you learn how to fly with one engine . Lose one engine on take off.?...Do not turn in the direction of the failed engine, and you do not make a tight turn; or you will stall and hit the ground. I knew an ortho surgeon who had a twin. He took off fromt the Sugarland airport and lost both engines , right off the bat.... stayed straight over the runway and beyond, ending up by the front door of some woman......The plane was a total loss but he did not have a scratch ! Reason for the engines to quit ? the mechanic had used detergent oil....I remember that one, about 35 years ago. These guys need to stop communicating with ATC. They need to fly their planes and stop the ATC/ BS. Just state an emergency and focus on landing that baby, straight ahead.......no damn turns, going back to the airport.....Shish unless you know, for a fact, you will be able to do it ; usually they dive into the ground. Wrong attitude and not enough altitude to recover that stall....and spin. Over and it is so avoidable......

The main problem was the tower should have never told the pilot to turn into the dead engine. Also the pilot should have refused the direction! Sad either way!

Wonder if this plane was equipped with Vortex Generators (lower Vmc), from ~80kn to 71 kn .... more controllability in engine out operations. Also, which engine failed? Left Engine is critical engine.

We don't like folks who present such better videos than folks who have a gazillion hours from spaceships to paragliders.... i.e blancolirio,..etc. I'm going to hold my nose and watch your videos instead..LOL :)

but isnt the airport you just took off from the closest airport?

AQP

When turning, he stalled the ruder going into an unrecoverable spin.

Non-pilot,retired,problem- solver,machine designer,……how about,a Fed.mandated ,small plane mounted parachute sys.,auto- deployed,stall induced system?! ( ya, aviation-world,this shocked me too !? Gods help F/ his ‘family’!