Thank you for this, it was very insightful. I recently began doing circuits and noticed how much the focus has shifted to "knowing what to do if something goes wrong" I'll now be making my own mock briefings and bring them up to my instructor
One of the things I do with students in the pattern (an American circuit) is talk about where they would go for every moment in the pattern if their engine failed. Often you can get back to the airport environment should an engine fail but not always. During those cases you want to know your plan before you need it! Happy Flying! Where are you flying out of?
Very well done. As a 7,000-hour CFI, I ensured my students were aware of, and how, to provide pax briefings- pre-take off and landing. It’s part of my responsibility as a CFI. When giving flight reviews this aspect was 100% of my post-flight critique. Zero flight review recipients provided a briefing. Yes, they were told (emphasized) our aircraft had four pax on board before flight. Not one made the connection. Kind of frustrating.
A high compliment by someone who has mastered the art of teaching! Thank you! Have you ever used accidents to teach? I usually use specific accidents like NTSB Number CEN23LA366 which was an accident in a 172 where a passenger thought the rudder pedals were a foot rest and actually jammed the rudder during the takeoff roll resulting in the accident through Loss of Control. I find pictures and narrative drive concepts deeper than discussion alone.
So many engine fail on take off accidents. But most CFI's cannot teach those maneuver. My 1996 CFI did. 4 kinds. He had a 1995 video he did showing them all on a Cherokee, with winds too.
@@The_Flying_Mechanic So many engine fail on take off accidents. But most CFI's cannot teach those maneuvers. My 1996 CFI did. 4 kinds. He had a 1995 video he did showing them all on a Cherokee, with winds too. I took the training. He saved 3 of his students from accidents by doing those maneuvers. I will tell you the link for his 1995 video that he kept private for many years but lately not. Here: it is 1995 way. First and still only video ever teaching GRM and EFATO Possible Turnbacks and other low emergencies too, NO BS here. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-94li1apG-aI.html
Yes, the most neglected aspect of aviating. When teaching the pre solo guy, or the captain upgrade, we work on making an effective brief. Most of the stuff to brief should be done before the engine starts, and the most critical differences and emergency stuff right before lineup. We're making a plan, and trying to stick to it. Example for a 120: "The threats are, high DA, trees at the departure end, no emergency landing field to the right for a few miles. Performance is verified for rwy xx for the weight and temp. Abort point is abeam the windsock. The first fix is a left turn at 400 feet, and the first altitude is 1500 ft. When the engine quits, push push push the nose to one fist below the horizon or pitch for 75ish kts. Whaddideyemiss?" Example for a 121: "The threats are low vis taxi, wet runway, a special engine out procedure, and fatigue is starting to creep in. Performance is verified for rwy 25L for our weight and temp. First fix is HIPPR at 3000 ft. When the engine quits, pitch to 8 degrees and maintain V2+15, heading 250 degrees, 5000 ft. Whaddideyemisss?" Threats, performance, route (or kind of takeoff / training), emergencies. First fixes and emergency planning should be done right before the takeoff. TO brief items like performance, route verification / clearance, fuel req'd and on board, pic, left seat, right seat, normal, un-normal, mx items, etc, should be briefed before the engine starts, since you asked. :) You are doing a great job with these videos! Keep up the great work! flightsafety.org/asw-article/rethinking-the-briefing/ nbaa.org/aircraft-operations/safety/in-flight-safety/runway-safety/what-is-the-ideal-time-for-a-takeoff-briefing/
It may sound silly to other people, but doing this before you takeoff there’s a lot easier than doing it 300 AGL with no engine trying to make a decision on the spot. I am going to like and sub this channel. This was really good information. I do this all the time I even do it before I work on an engine or do a certain process. I talked myself through it. lol. Sounds silly, but I do it before and after that, I know what I did. I know what I touched, and I know what I will be touching this eliminates a lot of redundancy and confusion. Thank you again Mike KLZU PS sorry I had to mention this last thing that is just a bug in my butt for all you Cfi’s out there I am in A&P and I worked for Flight School and One that least taught things I see is tax correction ! I can’t tell you how many struts I have changed due to lazy teaching. I mean there is a howling wind out of the south and the runway is east west and I see the elevators pointing straight to the ground and ailerons at neutral! Why is this so common? I wish more of the mechanics would speak to their flight chief in order to remedy this because it’s a big part of landing. It’s just in reverse. so if you’re not practicing corrections for wind as you taxi when you come to land, you’re not going to be doing it correctly and you might be doing it dangerously in a high enough wind. That’s my two cents and I’m sticking to it 😂
After reading some comments and seeing the video, people don’t get trained to verify power/RPM, what to do if you’re not seeing the right power, gauges, airspeed, if you can’t land back on the run way, if you’re below/above 1000 feet.
Most piston engine fails are partial power. I learned Turnbacks Partial Power from 500 agl initial climb in year 2000. Cherokee 180. You have to do do a Teardrop Turnback, not the Hook Shape Turnback. On the first leg of the Teardrop Turnback you turn 40 degrees opposite the crosswind if any, then troubleshoot the engine while getting away from the centerline. Then turn 40 degrees of bank to the runway at Vglide. You also use turnbacks on GRM double flyovers, circling approaches and Box Canyon Turns too. Good to know Teardrop Turnbacks. The Hook Turnback kind is for total engine fails if climbed at over 700 fpm and some winds to help you come back.
I’ve heard similar procedures before but are you saying you turn into the wind during the teardrop? This would help setup the aircraft on a better return than if you had turned into the wind (assume a cross wind from one direction or the other on takeoff).
The principle idea of already heading 40 degrees to the right on take off after leaving the runway end is a good one. You're already better positioned to land opposite direction! Now the Impossible turn is more likely to succeed. Dan Gryder says go straight ahead, don't even try the Impos.Turn because you'll stall. So put it down. Don't stall. You turn, you're slow, ooopps. Done! I suppose each of us has to judge when, what, how much. how high, and can I make what/where in the particular situation handed to us. Scary stuff.
@happysawfish I usual do that when there are NO other good options (so very rarely) at normal airports. Also, I’ve practiced it at altitude and at remote airports when no traffic and hazards exist. In both cases, it’s aggressive nose down and turning to bring the aircraft around. There is no waiting. I like to Monitor RPM continually on initial climb and if it drops 100 on me, start moving. It’s a very debated topic. For the reason many say don’t do it (survivability) I see it as more survivable than being off airport in the trees a mile a way. I’d rather come in by the runway, across it, or even over run it and walk away or easily get rescued.
@@The_Flying_Mechanic My 1999 CFI is on Emergency LowManeuvering channel. He has many videos of EFATO and the one he did in 1995 about 4 kinds of EFATO Landings and other things for real, not sim only. The partial power Teardrop Turn is done first turn to the right, or with the wind to say 40 degrees, for 4 seconds, then if 400 agl, 40 bank to align to runway. The 444 Teardrop Turnback he calls it.. The 777 Turnback is for no power and if over 700 agl.
I am confident that USER caused accidents that fall into those category can be eliminated by verbally acknowledging the accurate performance and environmental numbers for a given flight. This obviously will not protect against those who are negligent or errant in their calculations/perceptions of conditions. Is it possible, that while it may not be able to eliminate all these accidents, the spirit behind this video is to help inexperienced or complacent pilots consider something that will improve the safety of their flights while understanding that its not an impervious suggestion?
@@outwiththem not sure how you conclude such from what I wrote. Though since you bring up living in ignorance, putting blame to one action or failure to do one action and blaming individuals leads to significant ignorance. You really ought to look into Sidney Dekker’s work. Try Dave Snowden too.
Your type-of-pilot stats are extremely flawed. They fail to account for number of pilots, flights, or hours flown in each group. 1% of a population creating 50% of the accidents is completely different from 50% of a population creating 50% of the accidents.
Yes. Unfortunately its actually impossible to estimate the accident rate per flight hours due to the in ability to estimate the population effectively. Even AOPA knows this so they only report accidents by certification level. My use of the statistic was not to say that the Private Pilot was the "worst" category but that going form Student pilot to Private pilot there is an interesting shift from nearly no accidents during this phase to a higher number. The point is when students get their plastic they start feeling over confident and end up messing stuff up. Though not a full picture, hopefully this sheds light on the fact I was simply attempting to make CFI's see the importance of this procedure. Thank you for the view and thought you put into it beyond my intended scope!
@@The_Flying_Mechanic I understand the difficulty in finding the needed information, and with an appearent gap in accidents that wide it is tempting to take a wild guess, However there should be at least some general data to back the guess, even if it has a large uncertainty range. 70 hours as a student was the national average to get a private certificate the last time I checked. Total number of each pilot cert is certainly availible, I just looked it up last year. They use recent medical certs as a proxy for "active" or inactive pilots. The hours of those involved in accidents should be availible in NTSB reports right along with their level of certificate. Though I don't know if that data is readily compiled, maybe I'll try some day when I have time. This wouldn't tell us the total time of the general population but it would give some insight to the sub-population, especially if it is low hour or high hour private pilots.(even more so if the date of cert issuance is availible.) And by using TT there is no need to fuss with dates.
I was never taught to do a departure briefing when I learned to fly single engine planes. I only learned it in multiengine training. Now I'm recommending doing it to everyone I know who flies singles.
@@The_Flying_Mechanic I think it's great that you're doing this. I know of two near-accidents that happened due to lack of a brief. One was when the plane was lacking power on takeoff. A brief could have stated that the plane must reach 70% percent of its rotation speed by half of its takeoff roll length. Another was a short field takeoff where the pilot didn't brief Vx and was struggling to remember the correct airspeed after rotation with trees ahead.
I did not see one of the best safety practices in your Cessna 140! SHOULD HARNESSES. or did I miss something. I had a minor incident where my shoulder harness saved my face! I fly a 1946 BC12D1.
My 140 was not equipped with shoulder harnesses. I just got a set of Hookers that will be going in next week during the annual. That’s why the absence of them. In addition, seatbelts is a pre departure checklist item rather than a briefing. The brief covers normal and abnormal operations for operational review. Thanks for pointing it out!
