Williams Jennifer Walker Linda Lewis Sharon

Minor edit at 28:27 - the AC is 91-92 (not 91-92).

Moore Eric Moore Maria Thomas Brian

Thomas Mark Thomas Paul Walker Larry

South bound wind?

A speech writer. :)

Were you attempting a 2 point fly on , or 3 point flare ? Cheers , Dr. J .

Did you fly over your strip and check the wind sock? Wind socks don't lie.

Verbal excrement

The best ever flying video on utube. Dipping tanks rocking wings gently and water checks , never trust gauges, check for wasp nests. Great video.

Yes... Saftey First... An A.Q.P. a Airline Qulified Pilot... As the Best type of quilified pilot to fly with...

Your right, those larger wheels really look just right.

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.

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 😂

Thank you for sharing your experience to turn it into a teaching moment to help others learn from your experience. Selflessly and humbly opening up to a failure is a vulnerability not many people would do, and I admire you willingness to do that as an effort to help others. That is a true servant to the good Lord. .As pilots, missing one minor thing can turn tragic and this video brings this to light.

Stick with teaching ground school to private pilots. Quit flying. You're not that good of a pilot and you're not going to make a good CFI.

I hate how much I love them.

The answer here is your runway does not have enough margin for a go around. You took the chance, and unfortunately, you got bit.

"Asking for help" - THE ONLY DUMB QUESTION IS ONE THAT IS NOT ASKED! If you're not sure on/about something ASK someone else who's done this before! Best advise ever ! 🙂

It didn't have shoulder harnesses before? Yes, perhaps the best upgrade you can do! Maybe second is a Steves Gascolator. =) Looking forward to the next video.

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/

I don't like all the music over your discussion. It takes away from the content. Thanks.

A bone stock IO-360 rebuild is close to a year at most engine shops. Post COVID has slowed everything down.

This is an excellent analysis. All pilots and student pilots should be aware of all of this.

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.

That’s a bold assertion that the departure brief eliminates 100% of these types. I suggest looking into Sidney Dekker as well as Todd Conklin.

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.

No smelly breath all over my airplane.

I've had a couple crunches, and one of my partner's I should have anticipated because the same envelope design had a failure the months before. Yes, the adversity is the best prep for the next steps up.

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.

Shouldn't need to lean it out after startup, there's an idle mixture adjustment needle on the backside of the carb. I mention this because you're already setting up a swiss cheese scenario you mention in your previous videos. There's no reason that 0-235 shouldn't run at a nice slow 550 idle without playing with the mixture control. That's very important going into your short strip. If you can't get the idle right, you should investigate further, intake leaks, etc.

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.

I appreciate your candor and teaching.

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

5000-hour multi-engine pilot. This is the best explanation of VMC I have ever heard. I commend you. Hopefully, multi-engine pilots (both low and high time) will view this video. And maybe, just maybe, it will save some lives.

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.

Thank you so much for this great video! 😀 I am working on my Sport Pilot license and currently have 67 hours. How do I have 67 hours and no license, I hear you ask. Well, I am waiting on a check ride and do have my own plane so, whenever the weather is fit, I go out and practice, practice, practice. I have all the basic stuff down good so lately I have been focusing on emergency situations. The checklists I have been using were pretty much generic so I have been working to add things I thought should be there and rearrange some things to flow better with my aircraft. Your departure and emergency check lists and explanations have given me a lot of good ideas to add to the checklists I have been been working on. My plane is a 2008 Flyitalia MD3 Rider and, as far as I have been able to find, is one of only two in the US. So, there is not a great deal of information available. Recently I had been thinking about the Return to Airport (a.k.a. impossible turn) maneuver. I asked my CFI if we could go up to 3500 feet and simulate that maneuver to determine how much altitude was lost and how the plane reacted. He thought that was a great idea so Saturday we did just that. After a few tries at altitude we went back the airport and did it for real. At 800 to 900 feet AGL I could easily make it back to the airport - in fact I had to slip a lot because I was usually too high when making the runway. This gave me some good numbers to use in my after rotate emergency procedures: If less than 300 feet land straight ahead on the runway. If between 300 and 800/900 land straight ahead off field (or to a field to the side depending on wind). If 800 feet or higher, execute Return to Airport (again depending on wind). Terrific stuff for my checklists! Again, THANK YOU!

thanks for showing the receipts!

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.

Nice video thumbnail. That is Sligo airport (EISG) in Ireland. My home airport.

Don’t know if this means much, but when I check winds I check surrounding reports with special consideration to those up wind…. My theory is I can see what’s coming.

Flying that 140 with Ben at Weclome there was probably the most fun I have ever had flying! I have to find a 140 partnership at some point... loved flying it so much.

Have used the Vividia VA-400 for a number of years and happy with the results. As others have mentioned, good information from Savvy on this, in addition to Dave Pasquale from the Air Dave youtube channel. That 140 looks immaculate.

Thanks for sharing. As a missionary pilot myself, I can resonate with many of the things you said. One way strips are particularly challenging. Neat to hear the providence of how you were able to continue to develop professionally "because" of the accident.

Excellent video please keep them coming

I'm curious why you didn't rebuild the carburetor and potentially the mags yourself?

What a beautiful location. Enjoying the series.

Super cool!

A private License is a license to continually learn.

What about Australia’s VH?