still have an engine why not use it. some people saying land straight on are thinking of no engine at all

I hope all students get to see this. It was a great demonstration of competent piloting! Congratulations and thanks for the posting

Goog job 👏🏻👏🏻👏🏻

starting with min. 1:12 ... Simultaneously with the departure of the plane from the runway and until the round of the runway (min. 3:01), the pilot had an alarm signal for the engine (flashing red lamp - right front panel). Interesting.

i had 4 different LOTOT/partial power engine fails on take off as a Bush Pilot in South America. If the engine is only vibrating while lost some power but NOT SURGING OFF AND ON, and keeps altitude at least, it is good to try to turnback to closest runway at airport from 400 agl or higher (i did that 2 times, one from 300 agl only) instead of throwing the towel and crash in front without a fight(Besides in front there were houses and or ocean). But if heavy surging, prep to land, little turns only. No turnback unless much higher than 400 agl. Due it can quit dead next surge. Those difficult to judge LOTOT killed the great MacSpadden. He was killed on a “Surging LOTOT” and they did turnback but lost engine after it, NOT REACHING THE RUNWAY after the airplane owner pop the draggy gear out. Practice LOTOT.. FOR EXAMPLE; climb to 400 agl, Engine power to 50%.. level at 400 agl. Troubleshoot with SOME carb heat and some leaning too. And decide if Turnback, Turnaround the airport OR CRASH I FRONT. 3 OPTIONS ON LOTOT. IT S SURGING LOTOT, TREAT A SURGING LOTOT as an engine dying in next few seconds. Be ready to lower nose and land.

i had 4 different LOTOT/partial power engine fails on take off as a Bush Pilot in South America. If the engine is only vibrating while lost some power but NOT SURGING OFF AND ON, and keeps altitude at least, it is good to try to turnback to closest runway at airport from 400 agl or higher (i did that 2 times, one from 300 agl only) instead of throwing the towel and crash in front without a fight(Besides in front there were houses and or ocean). But if heavy surging, prep to land, little turns only. No turnback unless much higher than 400 agl. Due it can quit dead next surge. Those difficult to judge LOTOT killed the great MacSpadden. He was killed on a “Surging LOTOT” and they did turnback but lost engine after it, NOT REACHING THE RUNWAY after the airplane owner pop the draggy gear out. Practice LOTOT.. FOR EXAMPLE; climb to 400 agl, Engine power to 50%.. level at 400 agl. Troubleshoot with SOME carb heat and some leaning too. And decide if Turnback, Turnaround the airport OR CRASH I FRONT. 3 OPTIONS ON LOTOT. IT S SURGING LOTOT, TREAT A SURGING LOTOT as an engine dying in next few seconds. Be ready to lower nose and land.

what plane is it?

Wow. You did great. My take away: keep flying if the engine is limping and you still have options. Great job and thank you for sharing.

Great save! That seems like a terrible engine design if its common for the low fuel pressure warning to trigger in what should be normal operating conditions. Thats how you get people to ignore the fact that theres a real problem.

Your throttle control in this situation was simply amazing. Power off then back on, numerous times, may have cleared a fuel blockage . What ended up being the issue in this case?

Well done Mark!! Don't worry about the criticizers, they probably have never had to make an emergency landing and shouldn't play Monday morning QB.

What is the white box with led meters, on the suction cup mount passenger window

Treat an engine surge as a big fuel problem. I know Turnbacks from 700 agl. i WONT go to the downwind leg with a failing engine. Turnback and land now, not later on.

Stupid to continue. So many empty fields to set it down in. This whole approach was wishful thinking. Lucky he didn't kill his passenger.

Thanks for sharing! Well done!

What were they flying? They were pooping bullets! That nervous laughter was priceless!

Whilst not an expert on the CTSW, it does look from the over the shoulder perspective that the fuel cut off lever above the ignition keys, is not fully in the “On” position. Apologies if this is not the case but thought it worth a comment, as the engine symptoms could have been semi fuel starvation.

Dmms

Fantastic. Great work! So glad you and your co-pilot are down safety. So many great lessons in a short video.

You can eliminate that audio feedback if you connect the camera to a lithium battery instead of ship power.

The red light was on,was it flashing or was it steady

What was the cause determined to be?

Good job

Flashing red light is never a positive.

Promo*SM

Great video!

Amazing job, literally couldn’t have handled it better!

0:20 2:20 "engine 9 on scene" .. what was going on at the field?

As you are watching the jarsh maneuver in terror imagine ppl 100 uards away shooting live rounds at you, now THAT is terror. 6 times i experienced that and crawled away.

nicely done! always nice to see another CT- and especially yours.

I used to fly a a lot in that area: Nut Tree, Sac Metro, the old now-gone Natomas, Auburn...etc. My mom and dad used to fly into Nut Tree when I was in my mom's tummy. So glad to see you get that bird back on the runway safely. Glad you both are ok. I used to say that it's better to be "lucky AND good" and that's what you were there as PIC. Good job.

Pilot did a great job of remaining calm and flying the plane. My husband and I once had to declare an emergency 20 minutes after departing Burbank, CA to San Francisco when the cockpit suddenly filled with white smoke. We eventually nursed our sputtering Piper Saratoga to a safe landing. It turned out a clamp on the exhaust outlet to the turbo charger broke causing the hot exhaust gases to slowly melt things like the spark plug wiring harness and the plastic liner in a baggage compartment which created the smoke. In emergency situations it often seems like time begins running slower and that return flight seemed to take forever but when we finally touched down safely we experienced the same giddy feeling of relief mixed with excitement.

No big thing, there is a million fields to land in there.

Thrilling to watch oh my god.Pilot was calm and cool on this situation.

Great job. IMO you did the landing you were most comfortable with, as such you weren’t even worried, and your confidence was obvious to your passenger whom seemed pretty chill because of your demeanor!

The design of the fuel system in the CTSW is far from perfect. You loosed fuel pressure at rotation, this is a clear indicator for a fuel vapor lock. Make sure it will not getting too hot under the cowling, keep the small door at the left side open during parking under the sun. But to make sure this will never happen again only a auxiliary fuel pump would help 100%.

At rotation speed the engine master caution warning started to blink. Aborting the take-off would be the better descision next time.

Welcome back from your long trip!

Thank you for the follow up! Just saw part one and was really curious. Glad you guys made it back. I plan on starting PPL this year and its sobering but inspiring seeing emergencies well-handled like yours.

Thank you Mark............so enjoyed your vid, I am not a flyer BUT know a lot about flight, I believe you did the right thing by gaining altitude while the engine was going, its not a case of who did what, you did what you had to do.............thank you Sir

I had a very similar if not identical experience yesterday in my 2006 CTsw. I didn’t have the engine light flashing, and only made it about 20ft above the ground on a 10,000ft runway, so was easily able to land and taxi off. From your other comments you point to mogas, which I also use. And yesterday was fairly warm with a high-ish DA. So, 100LL from now on!

My comment about a mayday call is that it's not about your feeling, your judgement of your situation, but rather about clearing out anyone else on frequency and getting yourself a clear runway. You *need* that runway now, no ifs ands or buts, and a Mayday makes that clear (altho obviously the next guy on frequency clearly understood this regardless). But then I assume you already know this by now, so this is pretty much a pointless comment lol. Both these videos are great, and I appreciate getting the chance to see your great handling of an engine issue in a Flight Design. (In fact I had my first ever flight in a Flight Design just last month, and they seem quite rare, so this was quite the coincidence for me to stumble upon your video!)

That l laughter tells you everything! They almost Shit there pants,right before that ! They know,that it was a bold choice to turn above those buildings with that engine,at that altitude ! They made it back,that’s the only thing matters!

I was actually waiting for them to hit a "Nut Tree" 🥜🌲 🤦

Hindsight is 20/20. You did well and use the experience to help others.

Nice flight brother. Looking forward to seeing it for myself when I get my plane. Hello r4om Raleigh NC

Hahahaha

First I watched, I say good save. Still thinking same , may be vapor lock happens mix mogas with avgas for summer season flying, my plane is at 100hr never put avgas sometimes on climb fuel bar goes under 1.9 bar and goes to yellow arc but never goes under 1.5 bar it usually happens in summer time too.

Very well handled!! Pilot is a pro!!

This is a bit off-topic, but I'm still amazed that a little propeller has enough power to get an airplane in the air! There is no part of my brain that understands that. BTW, you did a great job!