The engine did seem to be partially operational so maybe the pilot attempted to use what thrust he had left trying to go back to the airport, and then realised that he would have to make an emergency landing.
That is the first time I’ve seen a turn to final where the bank angle exceeded the altitude 😳 all that matters though is living to fly again tomorrow, well done friend.
I know nothing about aviation, but, when he banked that hard I was stunned - just watched a lot of videos. Couldn't believe he didn't stall the wing....at a low speed. I *think* I understand the basics - apparently not.
Bank angle doesnt kill, G loading does. Turn to final like that is fine as long as the wings are unloaded, sure if he added load (Stick aft) it all would have come undone. But was a deliberate and practiced maneuver
@@AeroSimGaming im guessing you’re just trolling due to the nonsensical statements you made that couldn’t be more incorrect. If so, haha good one. If not, you may want to study.
@@Paul-ll1bt Yup I thought you guys were going awfully fast but then again that’s something you glider guys have a vastly better handle on than fan chasers do. You do it all the time and the prop guys hardly ever even practice a spiral down from right over the airport.
@@drizler If you're low at least go fast. So you don't stall and do the cartwheel with the plane. I once calculated it. We entered the turn with ~150kph, so super fast and exited with 120. With the flaps set like we did right there, stall speed is ~95kph. So it was speedwise a pretty safe turn. In hindsight the river bank would've been safer. But for me being the glider pilot i practiced the going back to the airfield a lot.
Heightwise the trees arent the problem. Its the steep turn at the end. I'm the Co-pilot in this flight. And since I am a glider pilot, I trained a similar maneuver a lot. Thtas why we did that. The river bank is in hindsight the better option. But we landed safe, so its okay i guess.
@@Paul-ll1bt especially the last turn right before touchdown looked scary - I was worried you'd hit the ground with a wing. But on the other side judging height based on a video is a hard thing to do. You guys did an absolute great landing! Congratz! What was the reason for the engine failure? Carb icing? Unlikely? Fuel starvation? Mechanical failure?
@Michał Nowak The last turn was by far the scariest thing of this flight. I looked out to the right and there wasn't much space left. Some say about 1,5m. The spark plug in cylinder no. 2 failed, causing the exhaust valves not to close. The engine was shaking pretty violent and we had no more power.
i learned those turnbacks after EFATO in 1997. This was a partial power engine fail engine i can tell. A Partial Power EFATO Turnback. No need to lower nose under horizon due the first 180 degrees of turn you sort of keep the altitude with some power you have. But you are lower at the 180 deg point than a No power EFATO Turnback. I practiced Partial Power EFATO Turnbacks from 400 agl and No Power EFATo Turnbacks from 800 agl. Piper Cherokee. ELM channel CFi taught me those.
by all means, if you can, use the partial power to get back to the field, just be on the ball, an engine running partially WILL EVENTUALLY QUIT, so best manage your energy on the assumption that it WILL DIE ON YOU at ANY TIME
@@CFITOMAHAWKIt's the Rotax Engines, they are a bit more modern than for example Lycoming or Continental and mostly used in LSA. Could have definetly cut the engine but it wasn't really necessary.
Partial power engine failure from crosswind leg 500 agl. No big deal turnback to do. I used to practice them simulating a partial powr emerg. from 400 agl turning crosswind. Good practice..
I run a flight business in South Korea. I purchased the FK-9 and FK-14 in 2016, but I still haven't received them. If the official sees this article, please answer it. And if you have the same case as me, please leave a comment.
You think that's bad..... I ordered an Airbus A380 in 2007 and still haven't received it. I'm still paying for the T-hangar at my local grass strip. Infuriating.
@@michaelkohler3942 Hat dieser Motor nur eine Zündkerze? Weil du schreibst „DIE“ Zündkerze ist gebrochen. Ich kenne es nur so, dass die Motoren pro Zylinder zwei Zündkerzen habe . Fällt eine aus, sollte der Motor immer noch mehr als brauchbar laufen. Oder ist die Zündkerze so gebrochen, dass keine Kompression mehr auf einem Zylinder war? Das vibriert dann natürlich ordentlich.
@@KarlAlfredRoemer Es sind natürlich 2 Zündkerzen. Und es ist genau das passiert. Die Auslassventile standen durch die Bruchstücke wohl offen. Bis ca. 4500rpm hat man das auch nicht gespürt. Erst bei Vollgas hat es geschüttelt.
Heidewitzka auf der Mönchsheide - den Platz kenne ich sehr gut von BBSW und Trainings. Ist ja nochmal gut gegangen. Was war denn die Ursache? Ich konnte es leider nicht richtig erkennen, gab es einen Grund nicht die Querbahn zu nehmen? Gruß aus EDKB
Ich war noch nie auf der Mönchsheide. Aber die AIP kennt nur RWY 10/28 (Grass). Taugt die bei 1:30 rechts im Bild sichtbare „Querbahn“ für eine Landung?
@@avigator nee würde ich gar nicht mal so pauschal sagen. Je nach Wind hat es da am Platz auch ordentliche Leewirbel. Jetzt war er auch noch relativ dicht an der Querbahn bereits dran. Ich denke der Pilot hat in dem Moment richtig entschieden, da er die Situation beurteilte und im Cockpit seine Entscheidung getroffen hat, mit positiven Ausgang. Man darf nicht vergessen die Kameras verfälschen auch viele Eindrücke. Natürlich kann man sage er hätte den Queranflug etwas weiter rauslegen können, um dann mit flacher Querneigung die ganze Länge der angeflogenen Bahn zu nutzen. Aber hey, lass uns fair bleiben, hinterher ist man immer schlauer und RU-vidpiloten sind immer besser. In der Notsituation reagieren wir alle unterschiedlich, und er hat es geschafft. Dank Video kann er für sich rekapitulieren, ob er beim nächsten Mal andere Optionen wählt, oder den Anflug taktisch anders ausführt. Das muss er am Ende selber entscheiden.
@@avigator Die Querbahn nutzen wir mehr für Außenlandeübungen etc, nicht wirklich im Regelbetrieb. Liegt vor allem daran dass man über die Windenseile rollen muss. Dazu sind es nur ca. 500m und an beiden Bahnenden sind halt Bäume die bei Wind sehr turbulent werden. Also zum so landen ist die Bahn nicht offen.
@@adventureswiththecrazyvet to be honest, I knew from the beginning that engines don't spin. This was just a social experiment. And you were my first lab rat.
You have to initially turn 45 degree bank and not 30-35 like in here. With that shallow turn, the circle is bigger and you will lose more alt in it. Also to realign with the runway will require more bank angle like here. Use flaps on the realign to avoid stalling it.
Yeah that's easy to say afterwards or from a keyboard. When being there you need a couple of seconds to think and get things sorted out. It wasn't the best approach possible by any means but it worked out just fine. So we're happy
It's for CO. Sometimes the exhaust can be a bit leaky in these kind of planes. Since the heat being just a hole in the firewall in these things the possibility of a CO poisoning is pretty high.
There was no problem with the engine. It did not stop. It was not rough. The pilot was able to reduce power several times, with full control. This is clickbait. This is how people make money now. They fooled everybody but me.
Look for a too tight bend in the sensor tube going to the VSI. I had that for years in a Cessna 150 and never could quite understand it until I finally tore the tubing out and replumbed it myself. A kink will make it do just that . Mine used to show I was still dropping at 300 FPM when I was turning off to taxi in and I always bobbed like that. Of course it had to be in the worst possible place to get at so it got put off for a long time. Keep in mind it might not look like a real kink but rather a rather sharp bend in the tubing.
0:54 “Motor problem!” with a lot of forest ahead. I have no idea to turn back or what (had the engine stopped). With adequate power the answer is clear.
@@Paul-ll1bt just saying the prop which appears not damaged,doesn’t appear to be any excessive vibration,cant see any vibration through his camera,the prop is spinning which looks to be around idle power.we use this configuration to practice forced landings as a student pilot and beyond,this was either a precautionary landing though engine sounded ok or a simulated forced landing at engine idle adopted by us pilots to closely simulate an engine out.An aircraft acts a bit different in a real engine out as you don’t then have the prop wash going over the control surfaces which aids greatly in controlling the aircraft,when the prop is not spinning there is no prop wash and the controls become a bit heavier and controls inputs are a little less responsive and an aircraft having power issues doesn’t delay getting off runway centre line and definitely doesn’t delay shutting down engine apon touchdown,just saying.
@@Rich6270 Well the prop isn't damaged but the engine is. A spark plug in cylinder 2 failed, so no compression there. It shook pretty violently, I know that because I was in the other seat at that flight.
also ganz ehrlich - ich finde den Anflug und vor allem die letzte steile Rechtskurve ins Final unverantwortlich - man sieht regelrecht wie die FK9 langsam nimmer fliegen will (fliege selber auch das Muster). Wars nur ne Übung? Die Rechtskurve bleibt trotzdem kritisch. Ist nur meine Meinung. Bei einem echten Motorausfall wäre ich im Abflug lieber parallel an den Fluss, aber nie mehr über den Wald
Nein es war keine Übung. Der Motor war echt aus, leider. Auf die Äcker unten am Rhein, wäre aus jetziger Sicht definitiv besser gewesen. Zur letzten Kurve. Die war mehr als schnell genug, wir waren nicht ansatzweise an Stall Geschwindigkeiten. Daher haben wir ja auch so lange zum Aufsetzen bzw. Bremsen gebraucht.
@@Paul-ll1bt ja, nur wenn man live dabei ist kann man es wohl am besten einschätzen. Danke für deine Reaktion/Antwort. Zugegeben kann man im Nachhinein leicht analysieren. Hatte nach dem Start mit einer Da40 Diesel auch schon vollen Kühlwasserverlust (Tiehlert TDI). War nicht lustig. Deshalb ist der Austausch unter Piloten umso wichtiger. Holm- und Rippenbruch bei allen weiteren Flügen (für Nichtflieger: ein guter Wunsch für den Fliegerkameraden)
Also ich sehe in der letzten Kurve kein Problem... deutlich über Stall, er hat ja richtig gut Geschwindigkeit mitgenommen. Man muss mal bedenken, dass man sowas auch mit viel "Gefühl" fliegt. Hier im Video sieht das knapp aus, aber wenn man das live miterlebt, dann spürt man einfach, wie man die Kurve nehmen muss und hat natürlich auch wesentlich mehr Übersicht. Er hat ja nach der Kurve noch richtig Luft um sanft aufzusetzen. Wenn man sein Flugzeug kennt und beherrscht macht man das fast blind.
I want to show respect but I am troubled. The pilot had enough power and altitude to set up a final approach, but instead, reduced power at low speed while turning just before landing, risking a fatal stall. Irresponsible. This looks staged and irresponsible. Am I wrong? 1:22 After turning back to the airport, he cuts his power. Do not believe that the aircraft spontaneously lost power like that. He is well below standard “maneuvering altitude” (~230 meters?) and not close enough to land. This is not the time to cut power. Unless you want to earn money by posting on RU-vid with dramatic content. 1:34 He cuts power again. He isn’t even setting up a final approach? And he cuts power? I don’t think so! This is BS! 1:39 He cuts power again! He is not even lined up with the runway! BS! 1:47 The change in apparent propeller rotation from CW to CCW is proof positive that he is again reducing power before attaining a safe configuration. BS! 1:51 His vocalization of terror proves his rightful anxiety as he acknowledges how close he is to crashing and dying. Refreshingly authentic! IMHO he should have his license revoked and banned from RU-vid.
@@richardlewis3799 I think you know nothing about flying. How many landings have you made? The video is clickbait. The power failure was faked. Seems you understood nothing of what I wrote.
@@OnerousEthic Maybe it helps if you can actually understand German instead of just guessing what is happening. From the way both persons are relieved after touchdown, you can tell they were happy they survived the ordeal.
