Could you just slow down a bit please?

1.25x speed makes this better

Blah blah blah…..!

I love practicing slow fight :)

Not impossible. The unlikely turn.

The most important point is the psychological one. Most GA pilots, if faced with an engine emergency, are not well trained enough to properly assess the risk/benefit ratio of the impossible turn. Panic mode will set in, and their brains will revert to neurological alternate law, and they’ll usually instinctively try to turn back. Either they need to be trained a la AQP and then left to make the decision for themselves in the moment of an emergency, or a standard protocol needs to be established that’s the average safest course of events…which is undoubtedly to NOT attempt the impossible landing. Keep wings as level as possible and find the most suitable place to put the plane down.

Human factors was not considered in this video. That makes the impossible turn even less posible. Dont do it! Straight ahead, don’t get dead.

The technique described involving best glide speed is wrong. Push forward to get a much higher speed and do a steep semi split S at minimum g s. This gets the turn done quickly. You will be low and fast. It is not necessary to get to the runway, only more unobstructed area on the airport. Another technique is after takeoff and local obstacle clearance turn 30 deg off the runway heading towards any downwind crosswind. The turn back into the crosswind gives a better chance of making the airport. 172 type aircraft the turn should be done above 90 knots. The pushing and accelerating in the dive will reduce the g s in the turn which should be at least 60 deg bank. G s are only pulled at constant speed and altitude. This diving bank can actually be done near 1 g. In a 170 it can be done at 400 ft. AGL.

Depends, a friend of mine had total engine failure at 600 feet. Made it back to runway with a little to spare. Cessna 150.

As with most things, I think proper training and practice is the key here. A game changer for me was when I got my multi-engine rating and was taught that an engine failure WILL happen on every takeoff, so decide and plan how you're going to handle it before every takeoff. I also realized that the 4 second reaction time doesn't fly well in a twin, cause in 4 seconds, you'll be augering into the ground in a twin. This taught me that I had to be preconditioned to react immediately to an engine at various altitudes. I took what I leaned getting my multi and began applying it to flying singles. I went out and practiced the maneuver several times at a safe altitude; leaning how best to accomplish it and establishing a minimum altitude with margin to begin with. I then flew to a quiet airport with a decent size runway surrounded by cow pastures and corn fields and near zero obstacles for a mile all directions and practiced it several more times. Finally, I practiced it at my home airport, which has few options for forced landings, and I continue to practice it a few times a year. I've since tried it in several different Cessna's and found that for me, it can work starting at 500 feet under most conditions. If it's hot or I'm heavy, then I make it 600 feet. The maneuver that works for me is: nose down immediately at power loss and roll into a 45° bank, hold Vy throughout the turn, once I'm headed towards the runway I roll wings level, pitch for best glide, lower the gear (if applicable), and maneuver and add flaps as necessary to land. Out of the dozens I've times I've practiced it in the least few years, I only came up short once, and even at that I would've easily made the grass beside the runway had I not elected to go-around. Another time, I made the runway handily, but used almost all of the mile long runway stopping when I had a 15-20 knot headwind on takeoff, so I now consider 15 knots a maximum. Before each takeoff I take a few seconds to decide if turning back is an option on this takeoff, what will be my minimum altitude, which direction I'll make the turn based on the winds etc. Sometimes it's just not the best option, like if I'm flying in a type that I've never practiced it in before. Even in a twin landing straight ahead is the only safe option sometimes. But some days at some airports, the "not so impossible" it might be the only good option.

Not very impossible in a glider, given a few hundred feet we will go for an abbreviated circuit

I think this falls under the category of it's not that it's impossible, you just really don't want to be in a situation you find out if it is or not.

No, it's not. I did it while receiving dual as a Student Pilot, upon the surprise power-loss on climbout that was courtesy of the ME-CFII. Response was almost immediate, setting-up as taught in prior lessons. The keys were: Immediate response & proper setup. That's all there was to it. Did a 200-220° turn & was prepared to touchdown on the departure runway, when the ME-CFII returned power to the aircraft.

In a turn back you’re turn back optimum result is return to runway but landing on the grass or anywhere on the runway environment is better than going into an unprepared landing area! The plan before departure is critical you must know ahead of time your decision!

One day after you posted this a plane in TJIG Puerto Rico aparently tryed to do this because the direction of when he crashed, the two pilots are alive if want to try to research the school was Ace aviation

In most light aircraft yes it’s completely impossible, the big problem is not the stall or the turn it’s the fact that you just won’t have the height, light aircraft typically have very little excess power so the climb rate is very poor.

Always worth considering your weight, the density altitude, the runway length and environment, temperature, wind conditions, and preparedness. If you haven’t briefed the possibility of an impossible turn and when you’ll be able to do it, don’t do it. It will be a lot easier to complete it with a Cessna 172 on a 9000 foot runway than it would on a 3500’ runway. Also if you have a crosswind and turn into the tailwind then you’re just going to push yourself further away. If the density altitude is perfect for climb performance, you’ll be more likely to successfully accomplish it. Trying it with a cfi from safe altitudes and keeping in mind conditions and an idle engine vs complete loss will paint a better picture of how dangerous and difficult it can be. For example, tear drop landings from 1000’, 800’, 700’ etc, will start to really show viable it will be. If you can’t really safely get it around from 700’, definitely not worth pulling it at 500’

Interesting video, especially for me as a glider pilot. When the rope brakes during a winch-launch, we easily can fly the "impossible turn" - actually, the "impossible turn" is a well trained procedure for us. In case of a rope brake, we fly the impossible turn above an altitude of only 150 feet.

A fascinating video that may well save somebody's life some day.

I do a 30 degree turn after lift off once I am out of runway, keep low and accelerate to max speed before I start to climb. This way I can turn back.

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so here's what i get, so overall you spend for about around 2,5 - 3 years with full good experiance that needed to be a commercial pilot right?

This is well made video.

Which app do you use to make these animations? They are amazing!

Such a great explanation 👏🫶

Flightsafety teaches and checks us on engine failure turn backs every six months in the PC12. They do it at low density altitude (KMEM) at 1300’ AGL although the military kids can do it as low as 500’ AGL. Easy peasy especially in the NG even in zero zero with synthetic vision. Engine failures on a hot day in Montrose are a different matter, I land straight ahead.

I'm 5 hours in, hearing ATC comms is indeed overwhelming. First few calls I made mistakes (missed repeating my tailnumber, runway, etc)

Good lesson. I have some empirical data for the low altitude forced landing, but have had only one engine failure at altitude. From fifty years and 17,000 hours at 200' or lower crop dusting and flying pipeline patrol my orientation changed from altitude is life to airspeed is life. Nine of my eleven low altitude engine failures were six second deals. Aviate... No navigate. No communicate. Because I always had cruise or near cruise airspeed from either extra ground effect energy in the spray run or just cruising on the pipeline, I was able to make the very safe energy management 1 g turn at any bank angle necessary to make a good landing zone. I would simply use cruise airspeed to pitch up wings level and when slow bank at whatever angle needed while releasing back pressure on the yoke. Because of neutral dynamic stability, the airplane cannot stall itself. A pilot pulling on the stick is required. In this energy management turn, airspeed is traded for altitude (law of the roller coaster) and then altitude is traded for airspeed (same). Try it at altitude and you will like it too. The basic level in low ground effect, sort of like the old soft field, takeoff is default for the crop duster as he always is max loaded and needs all the extra free ground effect energy he can get. If the runway is 1,000'' he gets into ground effect well below Vso, and out of ground effect airspeed anyway, levels the fuselage and stays in six inch ground effect until any obstruction forces him to pitch up and then only pitch up enough to just clear the obstruction. Airspeed and not altitude is life down here. While on the pipeline the level in low ground effect takeoff was default for me as well in small Cessnas. My only engine failure on takeoff was in a 172. From my six inch perch, I landed on the runway remaining. It hurts my sole, and many pilot's tin and skin, to see pilots use no free ground effect energy, pitch to Vx or Vy when not appropriate as the obstruction is thousands of feet away, and struggle as the outcome of such a poor energy management decision is always in doubt. So, while as a crop duster I have the energy management turn that would most likely result in a favorable impossible turn, I have never chosen that technique as a get out of jail free card. After thousands of impossible turns with power, yea even tighter, crop dusting, I had no confidence in going back into the field I was spraying without power. I did have the energy, airspeed, to maneuver to a suitable landing site.

Those in the animation are closer to vulcanic ashes rather than real clouds

Love It! Thanks as always

What people don’t understand is that you are making a 360 degree turn by the time you line up with runway centerline.

It’s definitely impossible under certain circumstances. Due to low performance, low winds, and high density altitude.. many light aircraft will have a departure angle that’s shallower than their glide ratio. Also consider the risk factor vs just having a forced approach straight ahead. If you can fly the plane to the ground without stalling or spinning.. you will survive a forced landing into almost any terrain-including trees and neighbourhoods. There are a lot of dead people who tried to save the aircraft. Don’t. Destroy it to save yours and your passengers lives.

Yall are great teachers and i appreciate yall very much!

I was exited until the costs….

Awesome video 😎 I love watching your content as I train to get my private pilot rating

Awesome Video Im taking my Written Exam tomorrow and this is really going to help. I struggled with these types of problems on the practice test. Now Im Ace-ing them all.

After wasting about 6 weeks watching old corny videos, I decided to give this program a go. My only regret is not having stumbled across the Pilot Institute sooner! I am understanding the information so much more and no longer "just memorizing" or having to "grin through it" as I was with the others. Outside of comparing this program to others which is only so fair to this program. I want to say that I feel SO much more confident in the information because I understand more of the detail. I have also read the FAA PHAK and POH prior to starting this program. I am so excited now to continue my training! I am looking forward to promoting your program to future students and groups in the future!

72/158?? How did he not faint???

People have different opinions on this, some say its possible some say it's not a good idea. It is possible if the conditions are right. Depends on your plane and its ability to glide and turn. Also depends on your ability as a pilot. Winds. What altitude the engine fails. As was mentioned in the video. Well I think it pays to be prepared. Practice the scenario in a practice area. Know your plane, how it can turn, the limits etc. Have a plan for yourself ahead of time, including which decision you're going to make if the engine fails at different altitudes. Study the airport surroundings, fields golf course highways farms etc. Be prepared that the engine could fail on climb out and make a decision depending on altitude. Know your plane's best glide speed. I think the Cessna poh says land straight ahead, but use your discretion. Cessnas. don't have the best glide ratio. A cirrus might have better chances of making it back at lower altitudes. Well they got a parachute too. But ya practice and plan ahead. To know what the best decision is. Got to make decision fast.

Great video, thank you. Something that wasn't considered here is traffic. Is there enough time to communicate with ATC to have them clear the runway if other traffic is lining up to takeoff? Thank you

What do you think about the impossible turn?

We have mad Mike here in Nashville.

If you haven't made a controller angry, are you actually a pilot? 🤔

I think you need vacations. Your breathing shows you are overworking to accomplish so many videos. 😊

How many years does it take to learn to become a commercial pilot

Wow the visuals of this video finally made weather crystal clear for me! I may consider studying with you guys if he is teaching the class. Thanks for the great video!

Stability comes from the constant cord wing configuration. And the slight dihedral

Im 24 and I first obtain my cdl to pay off my credit card debt I’m 24 if I use a year to pay everything off and so on by the time I’m 30 I should be done with everything is that an old age or is it to late ?

I thought I have to take the FAA ground test before taking my first flight lessons and not after?

This was awesome! Thank you!