Pilot Short Story | Stuck on a Feeling 

What you mean is that you made the "impossible turn"?

@@mauricioamado5975 No it was direct after taking off the ground in a height of about 2 meters. Then landing again straight on the runway we took off.

@@mauricioamado5975 we have here in Germany a lot of 3km length runways easily available for training of such things. It would be harder to do on 500m runway 😅 but still on quite day everyone should train this.

@@matthiasthum1126 Fantastic, thanks!

@@Postelnikov I'm envy of you!😂 Here in Argentina I fly on a 900m grass runway

This comment surprises me. At least when I got my EASA PPL it was not only part of the practical exam but has also been done in proficiency exams afterwards here in Sweden. Usually the examiner as you are accelerating down the runway for take off they will say "Hey look, a moose has walked on to the runway" and you are expected to act as if that has happend, power off, keep it steady and show you're in full control and don't panic. When they are happy you are they will usually then say "ok the moose has gone, continue with your take off". Of course this is thanks to the fact we have a 2.5km runway though in the small GA planes you could do that several times before hitting the end of the runway.

I agree, every student should practice an aborted takeoff at least once. A pilot must be willing to pull the power and abort whenever something is not working well.

How would static full power damage props and stabilizer? FOD?

@@j_taylor Small grit, sand and stones from even the best hard surfaces get picked up by a vortex that forms between the prop and the ground. It wears down the edge of the prop blades and will remove finishes/paint from the leading edges of the stab from the material picked up and blown back. Look at any prop and you can see the wear if not chips along the edge. A lot of aircraft owners will not make rapid power advances on TO letting the a/c gain a little rolling speed before advancing the throttle to minimize the effect.

Great question! Aborted takeoffs are not generally tested during FAA Private pilot airplane single-engine examinations. That being said, it's a good idea to practice them with a certificated flight instructor. It might save your life!

Good to know!

It seems hard to believe, but while aircraft have "standards" in their spec's to perform to, in the wide world of aviation, there are a LOT OF VERY DIFFERENT planes. What sounds and feels right in one can be very VERY wrong in another. That's why you'll find so much importance insinuated on "Experience on Type"... because very literally, even a Boeing 727 is different enough in sounds and feelings to a 747 (for instance) that a pilot from either one WILL screw up trying to fly the other... not even a matter of "if" but "when"... In Private Aviation, there are a LOT of "older" and "vintage" aircraft, too. Some are ridiculously different for "what sounds healthy" or "just isn't a concern" compared to others, like the vibrations you'll get from a tail dragger versus tricycle landing gear alone... That's enough to "trick" you into either a false sense of security in the tricycle (with more experience in tail draggers) or freak you right out in the tail dragger (because tricycle gear don't shake like that)... Story... to boot... I was once invited along in an older AN-1 (Antonov/Russian make)... AND being the "new guy" to the plane, I was stuck in the right side front seat (co-pilot)... AND everyone assured me "An idiot could fly her and land safely."... SO what the hell... I went. That friggin' clattering crate sounded like she was twisting her guts out coming to full power, and airborne we didn't get over 90 knots... I was about a hair's breadth of jumping out even rolling on the ground! BUT no... Nothing to worry about. The fact is, "stall speed" in the AN-1 is so low that it won't even register on the air-speed indicator. An idiot REALLY COULD land her safely with just a little paying attention! Of course, if I was ever in a Cessna that sounded or rattled like that, I WOULD have jumped out before we got off the ground. I'm no world-class pro', but I know when a reasonably modern plane sounds "like hell"... haha... Anyways... Hope this is helpful as much as amusing. The reality is a bit more complicated than we expect "at first blush". ;o)

@@gnarthdarkanen7464Very good examples. And another factor why would pilots take off anyway - is indeed the human factor. Your mind is set for take off. It simply IS. You can train yourself to let go of that goal quicker. But still, mentally, you have to let go first. So valuable seconds will pass from noticing something out of the ordinary and the decision to switch from take off to landing, to abort. Your first thought will probably always be: it cannot be THAT bad, can it? Other circumstances might count in as well, like a much shorter runway. An unfortunate abort might send you into the woods. Of course ending up in the woods from higher altitude a bit later will be much worse. But thats not what your brain will tell you in those few seconds you have. It’s important to always think ahead and train yourself to expect a failure during takeoff. But in the end we are humans and have limitations.

@@birds_eye_view Well, if you listen to Petter over on Mentour Pilot or Mentour Now (channels on YT) he discusses quite a bit about all the "briefings" that commercial pilots do... a briefing before they get to the plane, another just after the walk-around, and a briefing for take-off... and then a briefing for landing... while they get through the checklists, and a final approach chatter... to get everyone in the cockpit/flightdeck on the right page(s) for the situations as they arise and change... I get that we (G.A. Pilots) don't have the options... BUT one COULD still cheat and bring along an electronic recorder, giving the best "brief" on each leg as we go, just for posterity's sake if nothing else, and to remind us to talk this stuff through BEFORE we're at "zero hour" and stuck in the middle of the process when sh*t starts slipping sideways and we don't know what to do. It might only invent work for some, but for those who have enough experience to start getting over-confident, it could help just slow up and take a breath every once in a while. Make the active choice about where to draw "that line in the sand" and what to do about the problem, while you're still in the last minutes of relatively uneventful flight before you're struggling and slipping behind on short final. I only ever really get to play in ultralights, but I certainly talk to myself all the time... Nobody there to challenge me about "sounding nuts", and it can help organize thoughts AND make solid decisive boundaries... where I'm comfortable, uncomfortable but doable, and when to scream like hell into the walkie-talkie for help... haha... ;o)

Do you mean that in addition to the usual runup you also go full power at the hold short line? If so, I don't believe that's really necessary as full power is baked into every takeoff (unless the aircraft manual requires it). Just monitor engine parameters as you set takeoff power on the roll. It's also useful to pay attention to how long it takes to reach rotation speed, as that's a great indicator for engine power output. As to doing a full-power runup while lined up, I must say that the one place I like least at an airport is stopped on a runway with my back to incoming traffic (that I can't see). While I trust my fellow aviators, it's nice to be able to verify their actions.

@@akiko009 Sort, of. I used to also go full power in the run-up area if one is designated or off to the side of the taxiway before reaching the hold short. The DPE’s point was a hypothetical premised on if I, at some point in the future, were to choose to do a run-up at a hold short. And yes, I tend to agree that it is a little scary to sit on the runway. What I have actually been doing is the 50/70 rule, but that doesn’t let you observe static RPMs like the man interviewed in the video recommends.

The GDL helps keep track of the aircraft while the Sentry provides ADS-B In, GPS, CO monitoring, etc. So in essence, redundancy!

It is. Typically a stuck valve won’t damage a pushrod. The rockers are floating.

@@flyluv737 I didn't think about it being stuck open. If it were stuck shut I'm sure that would be a different story.

RU-vid search Mike Busch exhaust valve for an exhaustive deep dive into why they can fail.

RTO is not part of the Practical Test Standards for private, therefore does not need to be taught.

@@scarybaldguy Seems to me a private pilot is far more likely to encounter the need to reject a takeoff than a commercial carrier, so I'm wondering why the standards are structured that way.

I did, but only because the engine stopped.

@@UncleKennysPlace That's a very good reason!