BOSE GIVEAWAY - www.m0a.com/bose/ How did a turn back to the runway earn such a name as "The Impossible Turn"? In this video I simulate an engine failure at 500ft and attempt a turn back to the airport.
All pilots should know "A Possible Turnback" from An Impossible Turnback". I have a formula for small singles Turnback Maneuver. The 777 Turnback Rule. I taught aerobatics and 2 kinds of turnbacks in my 1990's CFI years. 4 kinds of EFATO and partial power too. For heavier singles i have The 999 Turnback Rule for heavier singles. Use this formula i used about a hundred times to teach EFATO Turnbacks when CFI. It works well. I have 3 engine fails on take off on Cherokee 180 and all i landed back with no damages ever. FOR TOTAL ENGINE FAIL Use the 777 EFATO Turnback Rule for light singles. The 999 rule is for heavy singles. The 777 rule can be done even when on preflight or driving to airport. Will I be able to climb over 700 fpm? Yes? Are the winds over 7 knots? Yes? Then mark the altimeter to 700 agl for EFATO turnback. THE 777 TURNBACK RULE NO POWER- FOR LIGHT SINGLES. Between me and my 1990's students we had to do 4 turnbacks due bird strikes, loose engine cowls an engine problems on take off. 4 airplanes saved i know. iGNORANCE of Turnback is not the solution, IGNORANCE is the problem.
Great video Jason on the demonstration of the Impossible Turn. During my PPL training, I j Had my Instructor demonstrate Engine failure on T/O and it was a great learning experience.
Thanks for the video and your thoughts on ‘the turn’. I fly a 172 out of a densely populated, urban area airport. I think about this turn a lot because I have no options straight ahead. It’s all homes, shopping malls, office buildings and densely congested city streets. There are no open roads, fields, lakes, etc. Landing straight ahead in an engine out scenario isn’t only certain death for me, but I’m taking some people on the ground out with me and that’s not a scenario I’m happy to accept. I train the turn back with an instructor. We train it at 700 AGL. The first 2 times I tried it, I would have ended up crashing into an abandoned hangar had it been a real event, but after that, I nailed it every time. I train it straight out and after I’ve turned crosswind. And I figure, even if I botch it, I’d rather crash land on a taxiway or other area on the field than into an office building off-airport. Below 500ft, yeah that’s just not possible in my aircraft.
Jason did it the wrong way on purpose. For power off you have to climb at over 700 fpm with some winds, turn headwind at Vglide 45 bank and use flaps if high. Instead he on purpose didnt climb at the real Vy, didnt turn Vglide 45 and then said, you see? This dont work. Didnt work because he did it wrong on purpose so he doesnt have to teach it later on. Afraid.
Its nice to post yourself breaking the FAA drone laws, Unless he had a waiver, but he does not say that. That means he didnt care for that FAA law. Some "good" CFI there according to dumb students.
When I started watching this all I could think about was the nasty comment I was going to leave about you teaching a horrible thing - And then you didn't make the turn. Great lesson! Thanks for sharing!
At my flying club we practiced this turn at 500 feet in a c152 and be it the instructor or me we made it. By the time the turn is completed we still were around 100 feet and almost at the threshold. One important thing though is there is no kind of obstacle around the runway ( no trees )
I like the straight out idea instead of turning back... However is it possible to do a reference of this situation at 1 or 2 'peculiar' aerodromes to see how the options change. Esp coastal or near coast airfield? (Of course using flight Sim 😀, unless you're up for that sort of challenge 😲)
How about doing a 60 degree bank turn? Yeah, the rate of descent will be faster, but the turn will be shorter. Of course, one would have to fight the urge to use a ton of back pressure in that scenario to avoid an accelerated stall (and the subsequent spin leading to a firey death), but at least when I do it in the sim under similar conditions (full tanks, one on board, 20 above standard) I am able to make it. It is probably not the best choice, but at my local airport there aren't many great options straight ahead for an emergency landing. I think it is a good tool to have in the tool belt, and in my school it is required to learn.
Great video. I'm wondering... Does it make sense to have a very detailed plan of action for your home airport on what to do if you have an engine failure on takeoff? You could pre-plan what you're doing, and where your emergency landing spots are.
I’ve done it nearly as low as 300 feet. Granted I was expecting it and my Aircraft is extremely nimble light glide ratio but if you bank it over quickly, almost in the Chandelle, decreasing your turning radius pitch the nose down to the ground increase airspeed you’ll get into ground effect and should make it. By pitching up and banking, you trade air speed for altitude that you’ll get back on the return.
The impossible turn is entirely possible. I just did my spin training with an experienced fighter pilot in South Florida and he had me do it in a 172M at 300 AGL. When the engine fails put the nose down immediately, bank the aircraft as necessary and stay above an airspeed you have determined is safe per the poh (load factor) and stay coordinated! Best glide and less than 45 degree bank will get you killed at that altitude! After 2 attempts, I made it every single time. I only have 260 hours of flight time. DO NOT ATTEMPT ON YOUR OWN! It's a last choice maneuver and if you don't know how to do it, it will kill you. However, it can be your only choice and every pilot should learn how to do it properly.
You should climb at the Vy, not cruise climb. You are supposed to turn headwind, not tailwind. 500 is marginal but most times i had landed opposite on c172 for practice with no power. Anyway, most engine fails are partial power and if not engine surging we practiced turnbacks from 400 agl. Do it right, not wrong.
So what if there’s nothing but residential/commercial directly south of 16 here at KRNT? Land straight ahead into houses? Or attempt the turn and still maybe land in the houses? Or the fence… Straight ahead on 34 isn’t great either since you end up going for a swim in Lake Washington :)
In most gliders you can usually make that turn back to the runway at 200+ feet.. If you are climbing at a good rate before a rope break and aren't too far out.
Glider 123 Yes. But glider pilots always give themselves a pre-takeoff briefing , something most power pilots don’t. If the former , then they allow for any cross wind and decide to make their turn in that direction. 2) They have already decided on their bank angle and the bug speed at that angle. (Usually 10-15% above stall at that angle). I’ve always found 50-55 degrees to be more efficient but it’s a matter of opinion. Because of this , a much faster setup for return can be made in event of a rope break , which is usually set at 200’ for practice. Of course it would be higher for powered aircraft but around 600-700’ should be possible in a 172. Now , there are other factors to consider, obviously. The height and nature of obstructions ahead at power failure . The headwind component on takeoff ( if it’s around 20knts or more then it will be easier to reach the runway , but during the downwind landing you run out of any control effectiveness at about 23mph! and after that opposite controls are necessary to keep straight.)
I think the key here is to practice engine outs with turnbacks at a safe altitude and to see how high AGL you need to be before the impossible turn becomes a possible turn. Then you at least have a baseline should it ever happen to you.
Additionally, a prop at idle has much less drag than a freewheeling prop on a dead engine. It's called the impossible turn for a reason. Many have tried, few have made it in an actual engine out situation.
BS. The ones that did it wrong and crashed get all publicity. I know 4 airplanes saved by turnback, one from 300 agl. They didnt crash, so they are not on NTSB Files. For every idiot that do Turnbacks wrong and crash, there are us 4-5 that did them right. Do them right, not wrong like here he did. He didnt climb at Vy on purpose.
I think a lot depends on experience and the type of aircraft you're flying. Some may be able to make it, some may not. It depends on experience, your aircraft and at what altitude the engine cuts out. Hope it never happens to anyone, I wouldn't wish it on any pilot but in the end, it's about survival, quick thinking and taking your best option at the time. If you're low and you've got a field that you think looks good to make an emergency landing, go for it. 30 degrees left/right could be perfect in that situation. Fly it to the end. In populated areas around your airport, even the grass surrounding your airfield might be the best option, if you can't make the runway. Usually there's plenty of flat land and grass around an airport but that also means attempting the impossible turn. It might be your only option. Just don't stall or spin the aircraft, that is certain doom. Know your aircraft capabilities, know your own capabilities and chose the best option so no one in the aircraft or on the ground gets hurt. Safe flying.
this is a cessna right? if so then you are right, its a very easy plane to correct, forgiving. But thats why you do these things in it, so you can learn and live and then live so you can hopefully make sure it never happens in another plane.
Actually many small airplanes can reach the runway from say 600-700 feet, but wont reach it from 1,000 or higher when power all off. It depends on angle of climb, winds and direction, airplane, pilot. etc. But this is an important maneuver we should all know and have as a another of our "Defense Tool" of sorts.. Like a gun, I rather have it and dont needed it-Than need it and dont have it. Knowledge is power.
@Shawn Huffman There are a lot of variables. Runway length, wind, density altitude, bank angle, speed, etc. And testing this out with an idle engine will give you better turn-back performance than with an actual dead engine with a windmilling propellor. I've practiced the impossible turn a couple dozen times. With a 15 knot headwind, you might actually be too high at a 1000ft turn back. With a long runway all the might matter is if you can complete the turn, and that might just be 200-300ft AGL. It's not a 180 turn. You gotta turn more than 180 initially, then turn back to realign with the runway. The best technique is 45-degree bank near the stall horn, don't use too much low rudder to quickly get yourself aligned because you'll risk spinning. There should be, in theory, a calculation that takes into account all the variables and just tells you the range of altitudes you can turn back at.
@@outwiththem Here's me demonstrating a turn back. One of my attempts is 300ft AGL, and there was still margin to go lower. These tests, however, are done with the engine at idle, which is less drag than a dead engine w/prop windmilling. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-UBDoTNaYGbQ.html Imagine you are taking off half way down a theoretical runway that is an insane 30,000ft long. You don't have to worry about undershooting or overshooting. Only the altitude lost to get turned around & aligned is what matters in that scenario. The best technique is to basically fly a steep turn 2 knots above the stall horn, and don't pull back very much if any (to keep your stall speed at the 1G stall speed). This method adds more drag, and reduces the vertical component of lift, but it reduces your turn radius and gets you flying towards the runway quicker. If you practice this, I highly recommend practicing the maneuver at high altitude first. Use your GPS to define a point, and switch into "OBS" mode to draw a straight line to/from it. Fly over the GPS waypoint at a level altitude at Vr speed. After crossing, go to takeoff config (full power, Vy climb). Climb to your pre-chosen "AGL" altitude, cut the power, give yourself 2-3 seconds to simulate the "oh shit" factor before you start turning around. Then when you turn around, you have to turn more than 180-degrees, because you have to get aligned with the runway. It's best to turn your crosswind into the wind. See if you can reach your GPS point before you descend through your "deck" altitude. The GPS point would represent your point of rotation, not the runway. So, if you're 1000ft horizontally short of the GPS point and on-the-line, you probably "made" it. Some heavier airplanes, you really have to "push" the nose down immediately after a sudden engine loss, because the airspeed will drop fast. Mark Patey did an "impossible turn" video his his bush plane. He could do it at 200ft AGL. Every plane is different, and executing the technique precisely and safely takes practice. It is a dangerous maneuver. I've also had situations where I simulate turning back at 1000ft AGL off a 1000ft runway, and I'm so high that nothing I could do could get me down, and I was going to overshoot. In those cases, it would have been better to continue upwind for 5-10 seconds longer, but it's incredibly hard to judge. If you aren't completely ready, it's really hard to judge in a real world situation whether or not you should turn back. 1000ft may be too much, or not enough. 300ft might be enough. It's such a complicated problem. A strong headwind on takeoff turns into a strong tailwind pushing you to overshoot.
Hypothetical - You have the option to turn 10 degrees and land in a farmer's field or 10 degrees the other way and land at a closed runway (paved/gravel/grass). Which is typically better?
Well it’s all part of the takeoff briefing, for example at an airport like bob hope you have a city at the end of the runway and about 8000 feet of runway making a the turn plausible at around 600 feet assuming you got a good head wind and are climbing out at around 70-75 slightly bellow Vy
I recently read an AOPA article that was saying if your flight path after takeoff was offset from the runway instead of flying runway heading, you might have more of a chance. Any thoughts?
The May issue of the “Sport Aviation” magazine has a great study regarding this turn. There are, of course many variables, all aircraft are different. It has been said with practice this is not so impossible. Just my 2 cents! I fly a Aeronca Chief, I’m practicing this at about 3500’. It will take some time but it is one of the things you hope you never have to do!
I don't fly Cessnas anymore IRL... but I recently did a quite extensive testing session in FS2020 and came to the conclusion that a 45 degree banked turn should actually work if you execute it sharply and you took off from a long runway at sea level ish altitude. The execution on the video was more like a 30 degree bank which results in a way too large turn radius and puts you too much on one side of the runway. I found the most complicating factor to be a short runway, in which case you won't be able to glide back to the runway no matter how well you execute the turn. But no matter how you prepare, of course nothing guarantees a 100% success when it happens. That, and because I'm a family man now, I don't fly anymore. The risks, while small, if realized, carry too high a price.
I refuse to believe you tried to counter a 5 figure hour pilot whom is the GOAT of flight instruction on an impossible turn you attempted in a simulator. It's probably best you stay out of the air for us all until you come back to reality. Kindly.
I ran this experiment a few times in the 207 and then I had to do it for real with a load of propane at Merrill. The key is to make your bank almost 60 deg but keep the descent going. It’s scary as hell at first but it kept me from landing at the swingers bar downtown.
Yeh, there is cfi who are saying it's possible, other are not, it's just confusing for us students pilots, if it happens to us imagine if i hesitate 5 sec and then try the turn since it's my only option (for exemple if i'm over a city or water) It's confusing for a fact but i guess everyone can have it his/her way
just don't let the airspeed bleed off and whatever bank you need to turn to a softer/smoother spot, just don't pull that yoke (and accept altitude loss) level wings prior to touch down!! In short, fly the damn thing to the ground!
Depends on the day and winds. I’ve done it during winter easily, but tried it again at 30c temps and no wind a couple weeks ago and was way short. Would’ve been much easier with a headwind on the departing runway to help with getting back
@@DanFrederiksen That is exactly what I posted above, but cant find it now. He did it totally wrong on purpose-to "Prove" to the ignorants and wimps that wont notice the contradictions what he is been saying on videos for years that a C172 with one on board only on a normal day cannot be Turnback to opposite from 500 agl. Lies all over.. Pathetic. With a good headwind you will have to use full flap to land.
Saw a video where a guy did it but not in a 172. Thought let me see it in a 172 and glad to see you also advise not to do that. That guy did a 60 degree turn back which is a big stall risk for the 172.
Simply love ur lessons, but it still freaks me out when u look at the camera for too long, i even look out the wind screen and windows in the vids, looking out for traffic for you captain. Stay safe!
A bit of theory on this... David F. Rogers. "Possible 'impossible' turn", Journal of Aircraft, Vol. 32, No. 2 (1995), pp. 392-397. ftp://ftp.pauleester.com/pub/users/joec/airplaneImpossibleTurn.pdf (to open this article, copy the entire link into your web browser, including the ftp:// prefix)
I think this is controversial because so many factors come into play. Runway length is a huge factor in making this turn. A short (2000’ or less) runway makes this extremely difficult because by the time you’re 500’+ you’re a ways away or you’re already crosswind with not much altitude to play with. Obstacles have a huge impact as well. Aircraft performance, atmospheric conditions, configuration, etc all have such big impacts that it makes sense that many CFI’s teach not to attempt the impossible turn. How many accidents happen in GA just from people flying a pattern incorrectly? The stress in a situation like this is huge and the margin of error is very small. At the end of the day it’s not about saving the aircraft, it’s about staying alive and minimizing injury to those onboard. Also a minor annoyance. Many of the videos I see of people performing the impossible turn don’t seem to account for the startle factor and reaction time. Even 5-10 seconds is huge in this scenario and unless drilled to the point it’s reflex valuable time, airspeed, and altitude will always be lost and must be considered a factor.
Logically, I knew you had survived this because you posted the video! BUT....my dinner was starting to churn in my stomach the closer you got to those trees. 😵💫 Thanks for the lesson.
I agree. When you try to break down the steps, you will know how impossible it is to do it (practically). You need to make a 225 turn back and make another 45 degrees to align the RWY. Basically, it is like a parallel entry of holding pattern.
That's over simplifying it. 1st. it depends on your pilots skills and how well you know your plane because this type of turn can be VERY dangerous. 2nd depends on your plane. A plane with a 20:1 or 30:1 glide ratio will not drop that fast. 3rd Airport obstacles.
Hello! It is important to remember that many pilots of many different training levels may try to make this risky turn with mounting stress and fear. This topic always comes with a lot of different factors to think about regarding location, aircraft type, experience level ect. But it is important to build a piloting mentality of having a plan that can fit in many situations while always keeping in mind what's the safest option. Thanks for the comment!
@@MzeroAFlightTraininghey I know it's an old video but I think you should get together with Chris Kirk in Miami Exec/North Perry. He does spin endorsements and on every flight he teaches how to do the impossible turn properly. I think it would be great because you have such a large following and it's the only thing that can save your life in many circumstances.
THIS IS ONE OF THE BEST VIDEO'S I HAVE SEEN YOU DO! AND THE AUDIO WAS PERFECT...AND I AGREE WITH YOU ABOUT THE 1000 FT LIMIT FOR THE TURN BACK...WE MUST ALWAYS DO THE SAFE THING! YOU ARE A VERY GOOD TEACHER! GREAT JOB!
Whilst I agree it can be a difficult manoeuvre, and that a low time pilot should not attempt. However most turbine, single engine, operators around the world have set heights for turn back procedures (usually between 600' and 100' depending on type). I understand you are training to the masses, however many SOP's and manufacturers prescribe turnbacks below 1000' (ie Cessna and Pilatus. Having flown the 208, PC12 and numerous agg aircraft, I can say that a turn back below 1000' is not only possible, but prescribe for some aircraft, its just a matter of which aircraft you are flying. I agree with your teaching methodology ( particularly for low hour, light single pilots) however it does frustrate me when an experience pilot prescribes an explicit rule that simply isn't true.
Check the poh. If it states no turn backs, then thats what you do. Its you whos going to have to explain why you turned back and crashed short into the field next to the airfield. Unless you fly a glider, no turn backs.
about to make the same comment... for the weekend pilot and depending on the aircraft I can see why they preach this but its definitely not "impossible"..
OK, it’s not possible to get back to the runway from below 500ft. What about just getting back to a more crash worthy environment? Page Field has nothing but urban sprawl surrounding it. Just getting back to an open grass field would be a life saver
From 500 agl, with a normal 10 knots wind and normal 800 feet per minute climb rate, and normal 45 degree turn at 65 knots , yes you can. Under that-Only with 1,700 RPM power left on engine. But never under 300 agl, even with good power left on engine..
The "impossible turn" may be impossible for average takeoffs in average airplanes, but not for every takeoff in every airplane. In fact, by the time some small airplanes pass the end of the runway, they are very high. Not only that, some small airplanes have glide ratios of 15:1 to 30:1 or more... and not all of them are motor-gliders. So... good general rule for average takeoffs in average airplanes, but not for every takeoff in every airplane. Know your airplane. Just try it out. Just make sure you keep the speed up and nose down while you practice... and practice quite a bit at 3000+ feet AGL first! Also, know what's around every airport you leave before you take off. There are some airports with no good place to land off the end of the runway. In those cases gain as much altitude as quickly as possible... so if you do need to attempt the "impossible turn" cuz there are no alternatives, you at least have a chance.
@Shawn Huffman - Saw a video of Pilatus maybe not at full gross doing it good from 1,000 feet. On sim they train them to do that if.. Full gross i think is 1,500 agl..
I too was taught to land more-or-less straight ahead below 800 AGL. I've gone to the practice area and practiced this, pretend the airport is at (say) 1000 MSL, climb out, engine failure, see how far I can get before I hit the "ground". 800 is indeed impossible in my plane. 1000 is doable if everything works perfectly.
I've tried this long ago when I was learning( '78) didn't work out well then..... started flying again last May after 10yrs. and the first thing my young, new CFI said in the pre-takeoff brief was( "IF we loose engine below 1000 we'll look for a crash site straight ahead, NO TURN BACK ) ... After watching the "cowboys" try this to as low as possible... I'll take what comes IF this ever happens... guess my new CFI was taught well from day one. Thanks for the great learning video.
I would say that every pilot should be well acquainted with the plane he/she is flying. For this reason it is vital to try, what would be the altitude loss in making 180 turn (at different conditions). I have tested my plane, and I know that it would cost me 500-600 ft. So, being above such alt, I would decide to return back to RWY. Jason has tested his plane, and he knows well, he will not be able to make it. It is a fact, no discussion about that.
Antonio, you are absolutely right. I have expressed myself in a way, which might be confusing for somebody. I tried to write about the same as Shawn in his comment below. Depends on the airplaneplane you fly. In other words, I should have wrote that in my airplane, I have measured the altitude loss in getting back to the piont above the RWY in the direction of the RWY used for takeoff + or - 180 degrees.
Petr D. Antonio is right. Then you have to correct for rwy reciprocal so you add up some 80-90 degrees to 270 making it almost 360 degrees, so you measure only a half of what it takes to return to the reciprocal rwy. Watch more successful turns and stimulate them. I agree that a pilot must know the limits of an aircraft he/she is flying and should ideally try to test it in a simulated situation so to understand the altitude loss, obstacle avoidance, unsuitable wx conditions, personal minima.
Hi Rob! You don't want to turn too much because you lose more of the vertical component of lift with a steeper turn. When you lose an engine you don't have any thrust and aren't creating any additional lift, so you want to conserve your remaining lift as long as possible. I hope this helps! If you need any additional clarification please reach out to us at support@mzeroa.com. Fly safe!
Depending on the airport/aerodrome you don't have to make the runway though. I'd rather land on aerodrome grass than on some recently plowed farmer's field - with the added bonus of potentially having fire crews with you in seconds. I think if this was for real, you probably could have rounded out that turn (at 3:10 in the video) and put it down safely somewhere. I know lots of pilots have died attempting this, but the ones that DO make it back to the field never make the news...
Some aircraft it is physically possible but at the end of the day, unless you have nothing but trees in front of you it’s not worth the risk. I’d rather ditch in water than crash land to the ground or go into trees😬 anything less than 1000ft I’m going to a grass field in FL. Or maybe the beach if the weathers nice 😝
Yeah this video is crap. He uses very poor technique as if he’s trying to prove it’s impossible. With a bit of practice and better technique (drop flaps to 30 as you aggressively pull up elevator to reduce speed to 65 the crank it over at 45 degrees using very firm yoke pressure to never let speed back below 65) It’s very possible at 500 feet and; depending on surrounding terrain; Might just save your life.
You may have been successful at 60 degrees. In the Air Force with the T6, 30 degrees 360 takes 2000, 45 degrees takes 1500 and 60 degrees take 1000. I encourage people to practice, some airports you best to only choice is to try and make it back due to lack of options. With proper practice/training most people should be able to handle a 60 degree bank back to the airport. I don’t like to call it the impossible turn, rather call it the difficult turn, as it is possible and should always remain a valid option depending on the circumstances.
Hey there, you have a valid point there. Some people may find it possible based off their knowledge of the aircraft and its capabilities. However, it’s not always the best option. Thanks for the comment and for watching!
I was taught that with a engine failure after takeoff one should look for a field no more than 45 degrees either side the departure course. Also you are taking off against the wind, you don't want to loose that advantage. As always, good video.
Funny how most of these so-called "expert USA CFI" shows how to do this maneuver the wrong way, BUT cannot show how to do it The Right Way. I fly gliders too. We do it from 200' agl.
@@craigmunson3097 With a good wind, specially a 10 knot plus quartering wind on take off, I have demo that same Turnback from 400 feet on Short wing Cherokees many many times. With 2 onboard, not just one..The strong wind makes a big difference. Im used to low turns as a crop duster..
Because even a training glider like a ASK21 has a.glide ratio of 34:1... Whereas a light aircraft typically has a glide ratio of 8:1. I fly both ASK21s and Piper tomahawks so know the differences pretty well. An ASK21 will glide over a minute from 200ft whereas a tomahawk.will drop like a brick and be on the ground in 14 seconds at best glide (71 knots). If you want to simulate this, go to safe altitude in a glider and then attempt this turn with FULL airbrake - or an airbrake setting that gives you 850fpm down. Airbrake from your "engine failure", making a note of your starting altitude. Appropriate airbrake will closely simulate the glide ratio of a typical light aircraft at Vg (about 850fpm down). Also factor in the surprise factor and decision time (give yourself 5 seconds for this). 500 will be too low. 600 maybe. 700, with regular practice (at safe altitude), is doable, but the optics are insane. Weather and wind dependent too of course. The key is constant practice. Instant reaction and readiness (eventualities) is essential.
@@feetgoaroundfullflapsC i have the utmost admiration and respect for cropdusters. that being said a pilot killed himself attempting the power loss low altitude impossible turn here at wgif winter haven airport. had he JUST flew straight ahead and landed on US 92 he would be alive to discuss the finer points of this long standing debate. most cropdusters can do the low altitude power loss impossible turn with ease. most average private pilots can not. my recommendation is practice this emergency procedure with a competent flight instructor at a safe altitude.
@@craigamunson If you dont know that turn very well, dont do it. The ones who know it like me, we have saved maybe thousands of airplanes and lives by doing it, and landing back at airport. Then comes a lazy ass that never wanted to do those exercises and also the lazy didnt maintain the airplane well, or didnt check the fuel well.. He loses the engine at 300 agl, and the lazy mofo tried the Impossibe Turn, and of couse, killed himself or a passenger he lied about "I know all maneuvers for emergencies" That is not my fault. THAT IS HIS FAULT. Will you blame the professional Gym coaches for the idiots that wanted to pretend they can run fast on a threadmil without any care or instruction and crashed on the floor due they were liars and fake runners. Dont blame the coach, blame the fake fuckk for doing that while avoiding instruction..
simple rule for determining impossible turn go-no go altitude above runway. 2+ times the vertical speed at best glide/ emergency glide speed. a cessna 172 shows 650 feet/minute negative at 65 knots best glide speed. 2+ times 650 feet = greater than 1300 AGL. less than that will not make the 270 degrees of turning at standard rate turn of 15 degrees bank 3 degrees per second.craig
This demonstraion was not executed properly. The author tells us something about 45° bank turns, which are visbly not there. And it took around 40 secs in the video to make the 180° turn, which is too long and proves that the bank was in average around 15° bank and of course it makes a wide turn radius. At 45° bank the IAS should be around 67 knots (at 1900 lbs weight, full tank, one person) and the turn duration to accomplish the 180° turn would be 11 seconds, with a ROD of 1067 ft/min, resulting in 193 ft height lost. It is nothing personal just flight mechanics and published performance in Cessna POH. The next time you publish flight tests, please put the camera on the instruments and show the gps-track, because whatching your pretty hair cut is not helpful.
