Dave Keller's successful Mooney 20C turn back (The Impossible Turn)

Ripped from flash.aopa.org/...
Following excerpt from: www.nar-associa...
In January of 2009 Dave Keller had a piston failure in a Mooney 20C whilst he was departing runway 18 at Anderson Municipal Darlington (KAID) airport. He successfully turned back and successfuly landed on runway 36, i.e., in the opposite direction on the departure runway. Fortuitously he had recently installed a video camera in the aircraft. It was running during the maneuver.
At the time of the incident the Metar for a nearby airport (Delaware County Airport-Johnson Field, Muncie, IN) which is 13 nm northeast of Anderson was
KMIE 061753Z 22006KT 10SM CLR 02/M06 A3019 RMK AO2 SLP230 T00221061 10022 21067 58008

[@paulhillclassix7676]

Nice job thank God you made it. My dad was killed in his Mooney in 1963 so I lost my father early on. He was a bomber toilet and World War II in the liberators. He transferred out and went into fighter squadrons with P-38 Lightning and Mustang. He was shot down 3 times Behind Enemy Lines had numerous kills finished his tours and retired out as an aircraft engineer. He helped with the engineering of the SST. He went a long ways from Army Air corps 2 aircraft engineer. I miss my father but I'm very very proud of him for all his achievements. When he retired out started out at home in California with a motorcycle shop Harley Davidsons he loved the flat track and Hill Climb. And on the side he would go out to the sand dunes where the air base was and dig up old trainer Jenny's and rebuild them he taught herself how to crop dust he was a natural bands that he already had the skill of scraping. We had a Cessna for family and for him to go back and forth to work. He made himself enough money extra to be able to buy his self a sports plane yes the mooney yes it was damn fast and very agile and he loved it but he learned early with it did it was very air density sensitive. To cold air and the plane was very unpredictable so he was going to sell it but we didn't make it that far. Went through the whole War being shot down 3 times Behind Enemy Lines and going back every time no questions asked he wanted to the bombers the engineering and lots of it and I lost my father in the mooney. My father's name was SAM HILL. If anybody reached his story I appreciate it and I would like to say thank you for reading it he meant a lot to me peace and God bless

[@mouser485]

Hey paul, sorry you lost your father but edit your comment. I think you meant to describe your father as a ”bomber pilot” but Auto correct Had other ideas

[@paulhillclassix7676]

@@mouser485 thank you for replying back to me over that matter yes a little embarrassing. Yes I did mean to say bomber pilot. I need a new phone this one is about 6 years old now I don't know how it's lasted this long I'm in my sixties and disabled with long disease and can't afford a new phone so I keep saying hold on Bessie just a little longer. I want to thank you for reading my piece about my dad I don't talk about it much to people so thank you. Peace and God bless

[@mouser485]

@@paulhillclassix7676you're welcome Paul. Thank you for sharing about your father. I'm sure he had some stories to tell ! You sound like my dad and his phone. He’s in his 90’s and I just can’t drag him away from his old “flip phone” it’s hard to do anything on that phone except for making and receiving a call. The incorrect description of your dad is still in the original comment as of this writing. If you don’t know how to edit it’s easy. There’s 3 dots in the upper right corner of each comment. Tap those dots on your original comment and you’ll see the edit feature. Take care !

[@paulhillclassix7676]

@@mouser485 yes I see the three dots OMG this old dog can still learn a new trick or two from a friend thanks. I'm sure your father has shared a lot of stories with you good and bad if you're like me I cherish them all peace and God bless

[@someguy7863]

@@mouser485 and the bomber toilet is still there, 2 months later. I wonder if its confusing as the 3 sea shells?? I like to also consider myself a WWlll toilet bomber.

[@TheMarioMen1]

The impossible turn made possible. What a commitment to land if there was any doubt or second guess at ALL this would have ended different. Remember kids, airspeed is life, altitude is insurance

[@stivi739]

yep exactly

[@specfever2]

Help me understand that airspeed/altitude comment. I think I understand but would rather know for sure. (Not a pilot). I'm guessing without airspeed, you have nothing? Or in other words, with air speed, you can still perform maneuvers like we saw here

[@danr8194]

@@specfever2 with altitude you have time to do maneuvers even if airspeed is slow due to initial high climb rate. If your a person that prefers high airspeed instead of climbing quickly this kind of situation can put you in a very bad spot where you dont have any time to react accordingly as your closer to the ground.

[@billdewahl7007]

@@specfever2 Airspeed is energy. Altitude is time. You can trade altitude for airspeed and airspeed for altitude. You can hear the stall horn as he turns back over the trees. His instinct is to keep the nose up out of the trees but it kills his airspeed, the horn sounds, and he pushes the nose down to keep flying. You're dead if you're not flying so airspeed is life, but your insurance to stay flying is your altitude. On take-off you want to climb out as fast (steeply) as possible. Some pilots like to pick up some more speed and climb at a shallower rate but in case of an engine failure, your airspeed is going to drop like a rock and without either engine power or altitude to trade for you won't be getting it back.

[@outwiththem]

@@billdewahl7007 Climb at Vy or slighly under to 500 agl, then Vy.. Dont overheat the engine and cause a real engine failure.. I teach Turnbacks 3 kinds. Learned them in 1996..

[@AJMackey1]

If that was me, the headline would read "Classic stall unrecoverable spin, he died doing what he loved"

[@vintagesurvivor]

If its rotating at just the right rpm, it will not be producing thrust but more importantly wont be producing drag from the prop disc swept area...

[@keyworksales6241]

@@vintagesurvivor aka normal operation.

[@gregbuck701]

Had this happen to me in a 152.....just cleared the end of the strip and...severe vibration, could barely see the instrument panel. So as trained by my OUTSTANDING instructor,...straight ahead, wait a minute I can make the expressway, wait a second,....got enough airspeed and altitude.......zipped around the hanger and landed down wind. The next 10 minutes was trying to get my ass to release the cushion from the clenching. LMAO now. Hard to believe 40 yrs ago.

[@stevepuddlejumperpilot6062]

OMG, Andrew!!!!!!! I lol'd!!!!!! :)

[@billyost1479]

Me too.

[@encinobalboa]

"Nice job!" The two best words a pilot can hope to hear.

[@ojtheaviator1795]

The opposite (a few of the worst words a pilot can hear): "What are you doing?"

[@mvb819]

Tower - “Do you need assistance?” Pilot - “Yeah, bring me some clean pants.”

[@jakobkosmo2718]

The best two word I ever heard while in flight school was "it's free"... Or is that 3 words?

[@bastogne315]

My best words are "blow job"

[@jakobkosmo2718]

@@bastogne315Hey you do what you have to do when flying that damn check-ride...

[@Soknik01]

Dude got in the zone when it counted most. What a bad ass.

[@nothsim]

I felt pain every time I heard the stall alarm.

[@damienboyo3788]

Try being in a cessna 182 with 6 skydivers + pilot an hearing the alarm all the way upto 9,000ft....atleast we had paracutes on our back

[@helidude3502]

That only helps if you can get out and have altitude for it to open.

[@FinnJohnson]

I felt panic induced adrenaline

[@morteparla6926]

@@damienboyo3788 9000 ft gives you plenty of room to turn your aircraft into a glider.

[@runninggames771]

@@damienboyo3788 yes that's not really that bad if you're high up...

[@Tom_Losh]

Damn! My heart rate went WAY up just watching that one! Flying right on the edge of stall and not having one extra foot of altitude to trade for speed. Probably the most efficient minute and a half of flying I've seen. Well done, sir.

[@pawpatina]

Hear that heavy breathing? thats the sound of a man wrestling DEATH HIMSELF. NOT TODAY BUDDY!

[@mun_man]

Seriously, dude was putting everything he had into that mind and body.

[@davidd6003]

He said my balls are to heavy must breath heavy to control the pain

[@pluto8404]

Sound like hes pulling 6gs in a fighter jet.

[@gregbuck701]

"Wrestling death"! Beautiful comment! You dont realize it....but yeah....you're so right. That is some awesome training....."fly the plane" period, screw all else!

[@robedmund9948]

The Devil whispered in the pilot's ear, "A storm is coming." The pilot whispered back, "I AM the storm!"

[@gjferg]

This video sat 5 years on YT and this is the first I've seen it. You just did an incredibly brave thing. What you should have done was land your plane! Oh wait...you did! Seriously, Nice piloting. Give your family a hug as you're approaching the 5 year anniversary on your renewed lease on life.

[@shimarlie1]

He’s now flying a plane full of rubber dogshit out of Hong Kong.

[@chrispaschetto9294]

He’s actually coming up on 11 years (the date on the video is Feb 2009)

[@mwbgaming28]

@@shimarlie1 AVGN top gun episode reference?

[@NoTraceOfSense]

MWB Gaming No, it’s a reference to the movie itself.

[@balferono4568]

A good friend of mine in Az. wasn’t so lucky in his new 2 month old Mooney last year. Same engine problem, different end result. RIP MARK B.

[@Just_a_Proud_Dad]

Sorry about your friend.

[@VictoryAviation]

Guessing the temperature in AZ didn’t help depending on what part of the state and time of year. I’m truly sorry to hear of your friend’s outcome.

[@daveluttinen2547]

Sorry about losing your friend.

[@flightmaster999]

I'm so sorry to hear this. May your friend rest in peace.

[@whatta7793]

😓

[@davidkillens8143]

What impressed me was how quickly Dave made the proper decisions. That indicates a lot of forward thinking going on in his brain. For most pilots, a sudden engine failure results in at least five seconds of "what's going on?", but Dave immediately began banking.

[@loganthesaint]

When you know your rig, you know when you have a problem... not to be that guy but I know my Jeep like the back of my hand, it breaks down pretty reliably on me and I know when and what usually now just from a sound or feeling.

[@Techy111]

@@loganthesaint This is called vehicle empathy, if you drive or fly regularly then it becomes natural to "feel" whats going on. I agree Travis, I'm the same with most cars I've owned.

[@Astro95Media]

"Never let the aircraft go anywhere your brain hasn't been five minutes prior."

The proper decision would be to land straight ahead. Not saying the pilot wasn't skilled or quick in his decisions, but these kind of stunts usually kill people.

[@brock83196831]

@ he had to turn to have somewhere to land. Did you not pay attention to the runways? Nothing was in the direction for him to just set it down it doesn't work like that I dont think lmao

[@Rh92887]

Never thought I’d see in real life the shit I do in flight simulator 😂😂. Nice work

[@artisteric]

I was going to say the same thing. This looks very much like my flight simming as well

[@hunterbiden7391]

So true

[@alexanderwingeskog758]

Exactly!

[@stijnvandamme76]

@@emergencylowmaneuvering7350 it's a joke.. get over yourself.

[@GoldenRatio22]

@@emergencylowmaneuvering7350 wow, your comment went downhill faster than this flight

[@jerrygeorge6592]

They teach you to fly the plane first. So many pilots would have wasted time restarting the engine in this case. I’m incredibly impressed with your clarity and decisiveness. Well done!

[@xxxxxxxxxxxx_xxxxxxxxxxxxxxxxx]

To be fair, his failure was loud and decisive. Many engine failures are partial or uncertain, and it takes time to figure out if it will restart or not.

[@homomorphic]

@@xxxxxxxxxxxx_xxxxxxxxxxxxxxxxx you should never try to restart the engine with an engine failure at low altitude on take off, at least until you are lined up on final for a viable landing (might be a field). The first job is to secure the safety of yourself your passengers and those on the ground, and only after those are assured to attempt to resume normal flight. In this case by the time he had secured a safe landing there was no time to attempt a restart (given he hadn't secured a safe landing until the final turn at about 20ft altitude). With an engine failure on takeoff there should be only a single thought on the pilots mind and that is landing safely. With an engine failure at altitude resuming normal powered flight is the priority as that is the safest option for all involved. As an aside to the OP, the mandate to always fly the aircraft doesn't mean you can't be flying for a landing. This pilot flew the aircraft to the last second but his objective after the engine failure was to immediately conduct the safest possible landing. The turn around was clearly the best choice given the hindsight of the result, but given the low altitude a pilot who chose to land straight ahead in a field wouldn't have been wrong either as the potential of a good outcome on the turn around was marginal. This is where the pilots experience comes into play. His intimate knowledge of his particular aircrafts flight characteristics and a objective assessment of his capabilities allows him to select an option that might be unsuccessful for a less experienced pilot in the same aircraft. Being less experienced is not a failure, only failing to understand your limits is a failure. If a straight ahead landing was what you feel comfortable doing safely then that would be the right choice. All pilots lack experience until they have it.

[@pjcraney]

If by assistance u mean a tow and a fresh pair of underwear, yes please

[@saxonsoldier67]

Please don't forget the wet wipes !

[@rlyle5804]

yep. at 34 seconds, constipation was completely cured.

[@n5iln]

@@rlyle5804 Might need a crowbar to pry the seat cushion out of his butt...pucker factor maximized.

[@Twitchy239]

Ha, a tow, fresh pear of undies and a new seat cushion to go with it.

[@dylanrush184]

How about a wheel barrow for those massive cojones

[@GTR003121]

Never seen this footage before. Absolutely key that he reacted immediately and started his turn. Every fraction of a second matters. Great piloting and result!

[@johnthomas3034]

This dude clanks when he walks. All you can say about it.

[@John.Christopher]

Yes sir

[@StarshipSmoochers]

I was about to just post „balls of steel“. Glad you found better words than me.

[@nanook637]

Wow another john thomas

[@svpatl]

This incident happened in 2009 ..posted 2014 yet most comments are less than a week old... True skill resignates far into the future. Phenomenal!!!!!

[@chrishamilton2559]

*Resonates. Lemme know when you fix it and I'll take this down

[@svpatl]

@@chrishamilton2559 What's up Chris. I saw this error and tried to correct on my phone but I have a dumb phone not a smart phone. Guess I need to upgrade huh??

[@chrishamilton2559]

@@svpatl don't do it! It's like a stupid addiction; use breeds dependence. Stay free!

[@TheCleansingx]

KZbin algorithm is weird sometimes

[@ThisHandleFeatureIsStupid]

@@svpatl No! Keep the other phone as long as possible! Don't feed the syst-" *[gets silenced by black ops]*

[@linuspoindexter106]

He had just enough altitude and rode the ragged edge of a stall. He was lucky that it was cold and the wind didn't play tricks on him.

[@LoftusRoadLad]

He was on the edge of the envelope, but every time he got the horn he got his airspeed back.

[@gringoloco8576]

I own a Mooney M20E and have been working on commercial accuracy landings...you generally have about 10 mph to go once the horn goes off before t will actually stall (but don’t do that in a bank). Nice thing about the Mooney, it glides well especially with gear up and the Johnson bar can drop it quick, and it floats very well in ground effect.

[@Davi3038849844]

​@@gringoloco8576 johnson bar a spoiler?

[@manifestgtr]

Unbelievable! Instantaneous reaction, immediate decision making, even managed to turn off at the end. I’m sure there are flight instructors, etc who don’t like this (and would rather have seen him go for the road) but it’s really impressive to me. The snap decision and the steady, deliberate stick and rudder are what made this work. It really reinforces the concept that a pilot should ALWAYS have an “engine failure below such and such agl” procedure ready to go for *every* departure.

[@linebacker79]

Unbelievable stick and rudder skill flirting with that stall all the way around and down. Right on the edge of death.

[@NoBody-ht1oh]

Now that’s a calm pilot. Incredibly well done mate!

[@hotrod5670]

The algorithm has chosen you. You are the chosen one BLESSED BE THE CHOSEN ONE!

[@greggagnon6173]

As a private pilot I tip my hat to show incredible show of airmanship.

[@mr.lowslow7702]

Better yet tip your wings

[@windshearahead7012]

It’s not incredible show of airmanship it’s suicide. Never attempt to turn back after takeoff. There’s a reason it’s called impossible turn

[@windshearahead7012]

You want someone else to attempt it and burn to death from entering a spin?

[@ganymede3141]

Ballsy, but not smart. ALWAYS land straight ahead on a takeoff engine failure at low altitude. Turning results in loss of lift and fast loss of altitude.

[@Slynsmiley]

It was a great display of stick, rudder and luck, but was it incredible airmanship? I beg to differ. This could have turned out differently.. I’m not saying this to be cruel or a smart ass. As your skills and experience increases, what you consider to be what constitutes ‘a good pilot’ and “airmanship” will change. The first action in any emergency is to ‘Fly the aeroplane’ this means keep the aeroplane under control. The next action is to establish a safe flight path. This means don’t crash into trees, buildings or hills. Pick somewhere to land that is safest. Commit to that plan unless it become unsafe to continue. When the flight path is stable, put out a distress call. If you have time, determine what has gone wrong. If you think that you can rectify it, do the drills ONLY if you have time and the safe landing is not compromised. If you are feeling overloaded, just land. Aviation, Navigate, Communicate, Assess, Action, Manage. None of us were there, but an engine failure, low turns over trees with the stall warning blaring does not appear to be a safe flight path to me. Having said that, the outcome was enormously gratifying!

[@JDOTVegas]

I think I held my breath for 2 minutes straight! And I already knew the outcome. I couldn't imagine being there and not knowing the outcome. This pilot is a hero to himself!

[@Artoconnell]

And that ladys and gentlemen is why plane seats are brown in color.

[@Critical-Thinker895]

@Bill Kelsoe Thanks mom.

[@chandrashekharghale6393]

😂

[@HolySoliDeoGloria]

@Bill Kelsoe Clearly, he meant to write "Gladys and gentlemen." He was writing to Gladys only among the ladies.

[@Twobarpsi]

Why?

[@22phastcars]

Why is this turn impossible?

[@therealbuster809]

I haven't seen any words from the pilot, but the way he handles the airplane, I don't think this was the result of luck. At each stage (altitude) of the takeoff, a good pilot will, after assessing conditions, know exactly what he or she will do if the motor quits, and is planning for it. Land straight ahead on the runway, land straight ahead turns only avoiding obstacles past the runway, I can make this field, I can now make that field, now I have the altitude to make the turn back. I know my airplane's climb performance, it's altitude loss in the 210 degree turn, and it's glide performance. And I've practiced it all at altitude and with a working engine after takeoff. Knowledge of the wind is crucial. Paul Bertorelli does an excellent job, as always, on one of his AvWeb videos. It's not impossible, and it's not foolish with the right level of training and currency. I say again, training and currency.

[@patheddles4004]

And this is why now we /always/ do a pre-takeoff briefing, even if that means a single pilot sitting there talking to himself for a bit. When stuff goes very wrong, you really don't want to be making any more snap decisions than absolutely necessary - much better to have those decisions already sitting there in your short-term memory.

[@Scripticus]

Looks like the turn-around option has to be executed in the first few seconds when the altitude and airspeed (energy state) are the highest or not attempted at all. I was holding my breath at the skill of the flying. Great Job!! Glad you are still alive!

[@skunkbucket9408]

Mr. Keller's energy management skills are impressive AF. Superbly done, sir!

[@jptucsonaz8503]

Calm attitude & knowledge of aircraft & emergency procedures... works! Good thing it didn't quit 10 or 15 seconds earlier, you'd had to land it in a snow covered field. Great job!

[@quadbrothers5801]

JP Tucson, AZ or a tree!😂

[@Sam_Holt]

Terrible knowledge of aircraft and emergency procedure. You NEVER turn this back. His stall warner going off struck fear into my heart. This man was lucky, nothing else. The height he lost in that turn could have been crucial to clearing those trees.

[@brt-jn7kg]

For those that don't know that loud squeaking noise is the seat being pulled up his very very very very very tight balloon knot!!!

[@colonelsanders3388]

That was incredible flying...seemed like less than a second after the failure he started turning back...

[@tombowers2020]

Outstanding airmanship - a man at one with his machine, his mind, the air, and the ground!

[@faadar]

I flew a M20J for 6 years still had the same tires, but these turns were scary . Stall warning horn is annoying but somehow he managed to keep airspeed well done

[@ethanlamoureux5306]

My reaction: That’s the most beautiful landing ever! Well done! While watching the video: Keep that nose down! Don’t give in to the temptation! Listen to that horn!

[@ShannonG9mm]

Great job he announced his problem and flew the Airplane. He keep silent after he called in and concentrated on flying the Airplane. Outstanding job..I lost a engine on up wind back in 99. I turned cross wind and immediately saw a cornfield at my immediate 270. I landed on small dirt road next to the cornfield. Same situation here. I didnt want to turn back trying avoid a stall I just pitched for my best airspeed and find a place to land. It all happened at approx 1100 feet. Great job bro.

[@citationau]

Dam. Good job captain, made the decision to turn back as soon as you hear bang, stall warning going off 90% of the time, that took balls and still managed to land on pavement.

[@elmoreglidingclub3030]

Great job. As a SEL and glider pilot that was masterful. I’ve tried “the impossible turn” several times and it’s really do-able. It should be taught as part of SEL training as it is with glider instruction (which is from 200’ AGL, and the spoilers still have to be opened to get down). Airspeed (beat glide for bank angle), bank angle (45°) and you’ve got an excellent chance at success-if you’re practiced.

[@P_Paw]

You’ve heard people say “knowledge is power...” not true. The “use” of knowledge is power and you definitely “used” your flight skill knowledge in this situation with perfection. Harrowing situation handled with true grit and balls of steel.

[@heeder777]

Against everything we’re taught but consider a few things he did to make this a success. As soon as that engine crapped out he used what energy he had and immediately turned towards the field. When the stall horn sounded he immediately unloaded the horn, maintained best minimum airspeed to keep from stalling. As soon as he had the field in view he could careless if it was a taxiway or runway. He aimed directly for the runway, not lined up just headed towards it (Now I understand why my instructor said runway, not numbers.) lastly he knows that aircraft. Finally, got to add some luck into this somewhere but regardless it was outstanding airmanship, me? Give me something straight away to put her down.

[@mjproebstle]

had the day and conditions been, ‘high, hot, heavy’, it might have been a different story. lots of density altitude here

[@kingcrumpet]

@@acbulgin2 Something to keep in mind . . . It's a 360° turn not a 180° turn. 180° gets you facing the other way but quite a ways to the left or right of centreline. Then you need a 90° turn to track back to the runway, then a further 90° turn in the opposite direction to line up with it. That's why it's called the impossible turn. If you could repeat this scenario over and over, I believe the majority of pilots would kill themselves.

[@gomphrena-beautifulflower-8043]

acbulgin2 • Exactly. A dear friend who ran a respectable gas and service station for years (if you’re not over 50 you won’t know what a gas/service station is) who became painfully aware of that premise one busy day. He recalls that he changed the oil in a customer’s vehicle and the customer came and picked it up. He had barely made it a little ways when the engine locked up! My friend said the guy walked back to the station and told him the distressing news. What in the world?? To my friend’s deep chagrin, he realized he had gotten busy and at the end of the day had drained the old oil, put on a new oil filter, got busy, and ended up *forgetting to put any new oil in.* He knew it was only right to buy the customer a like vehicle or pay him the value, but he wanted to make sure he didn’t harm their friendship over it, so he bought a newer vehicle and everyone was happy! But the premise is that something somewhere was overlooked, forgotten, or whatever. The difference is, my friend knew his customer coasted to a stop. In a plane, you may have to circle and coast through thousands of vertical neighborhood, and anything over six or ten feet, we’re just too squishy to come out well.

[@kingcrumpet]

@@acbulgin2 Thank you for such an interesting reply! I sure enjoyed reading it. Do you intend to upload a flying video one day? I'm sure many people, myself included, would get a lot out of it.

[@vk2ig]

@@acbulgin2 Years ago I worked in aircraft maintenance. One of the junior A&P's was talking about how good he was, while manufacturing a gasket for an oil feed pipe. Luckily a senior A&P was watching, saying nothing, just watching. Junior fitted the gasket to the pipe, and then went to fit the next section ... Senior dropped a screwdriver blade into the open end of the pipe, and to Junior's surprise it only went in about halfway ... he had forgotten to punch out the centre hole in the gasket so the oil could flow through the pipe! Senior openly wondered how long it would take them to find that problem had he not been watching ...

[@vk2ig]

@@acbulgin2 We did use checklists when I worked in the industry ... both the A&Ps and E&Is (Avionics). However, their effectiveness was sometimes limited due to two factors. The first was the level of detail: the checklist might say "Fit assembly A", but it might not say "ensuring that the bolts are lockwired IAW approved practice" because the checklist writer assumed that qualified people will know to lockwire the bolts (by looking at the drawings in the manual, for example). The problem there of course is if you haven't looked at the drawing, and are not familiar enough with that particular installation, or there has been a change to the maintenance procedure; then you might get it just as wrong as the last person who forgot to lockwire the bolts, or lockwired them incorrectly. The second factor was how the checklist was used: people like me took the checklist to the aircraft and ticked off the steps as they were done. Often this resulted in a checklist with my grubby pawprints on it, but I knew I had followed it religiously. Others would leave the checklist in the maintenance office, go out on the hangar floor and do the work, then come back in and tick off the checklist items. I worked with many people who had the checklist correctly remembered in their head, but not everyone would've been like that. Also, not having the checklist out on the job might mean you miss a subtle change to the maintenance procedure. We didn't use checklists for pre-flights on the flight line, but those procedures (which were documented in the maintenance manual) were well and truly drilled into us before we were allowed to actually pre-flight anything.

[@chriss4919]

If you can walk away from a landing, it's a good landing. If you can use the airplane the next day, it's an outstanding landing (chuck Yeager).... well, I'd have to say this was beyond outstanding... Once he gets his engine fixed of course 😅

[@docholliday3150]

Never heard that one before.

[@leeroyholloway4277]

Never heard that attributed to Yeager.... but even if he said it, its still the stupidest cliche in aviation. Guess it depends on how low your standards are.

[@leeroyholloway4277]

@Coen Garling I guess its legit... but I've grown tired of reading it ad nauseum on EVERY youtube video showing a crack-up.

[@Mosin-lf7wl]

RIP Chuck

[@mfmg1000]

Impressive reaction and instincts. He sounded calm on the radio, but his breathing tells another story. Well done sir! Glad you made it back safe.

[@shaunolinger964]

Yeah he was panting alright. Can't say as I blame him...

[@Dcscockpit]

Incredible. My father recently had a cylinder crack almost all the way around right through the plug hole. It started spraying fuel into the cowl and ignited it underneath the cowl and lit on fire. He handled it well and landed at a nearby airport. Kudos to this guy for his excellent flying. Not too many people successfully turn back after a low altitude engine issue after take off. Nice job man.

[@cdautrey]

And be glad you were in a Mooney...an all around performance plus aircraft.

[@mizzyroro]

Instead of the impossible turn, leads call this never try this at home turn.

[@pingpongpung]

*let's

[@BeefheartLynch]

Wow. That was the most incredible example of piloting in an emergency I have ever seen. I didn't realize it happened only about 40 miles from me. Kudos to the pilot. That's a guy I would want on my team.

[@RyanHull76]

Amazing situational awareness and piloting. Hug your family and blue skies!

[@rokitman5753]

I was told by an old pilot that propellers were made to keep the pilots cool, he said when the prop quit turning we broke into a sweat

[@leneanderthalien]

here did the prop not kit only partial loss of power...

[@ferrari2k]

@@leneanderthalien what?

[@andrewsmith1735]

The engine did keep refiring sporadically. The rotation on the prop was less than forward drag though.

[@rtmdlawncare5774]

It’s definitely a maneuver that can be pulled off....... The altitude Beneath you determines half the equation. The skills of the pilot determine the other half. Just enough altitude made this possible along with the pilot making the turn immediately. Well done.

[@VictoryAviation]

And coordinated with the correct glide speed/descent rate locked in. This is huge

[@paulmartos7730]

I wish they'd said the altitude when the engine quit. Many moons ago my instructor and I decided to test whether turning back from less than pattern altitude was feasible. We tried at 500 feet and it was. But we planned it., knew the best procedure (a 60 degree banked turn and maintaining best glide speed throughout. Flying just above a stall is NOT a good idea) and turned toward a nice taxiway. Also -- and this is extremely important -- if your climb rate does not exceed your engine-off sink rate, you're not going to make it. Period.

[@blazerocker1734]

The turn was possible. It's the safe landing that makes it totally amazing. Nice flying dude.

[@ma3n636]

Landing was so intense it had to come in 4 episodes

[@time.5316]

Damn fine job, Dave -- presence of mind - situational awareness - maintaining control of the aircraft - evaluating changing options & keeping them open - then choosing the best options as events unfolded for best results without pushing it too far or running out of options. Sad to say, most inexperienced pilots would have stalled and spun in trying to cope with the same situation in the same way, not knowing their personal & aircraft limits and not being able to rapidly decision-make in changing circumstances. There's much to be said for straight-ahead.

[@craigdowden4788]

Great clip. It highlights the issues perfectly. The need to make multiple reasonably tight turns at low altitude and minimum airspeed. As I was watching I was thinking "keep your nose down, speed is your friend". You can't hope to pull this off right on the stall, you need speed to pull the turns. Great job. All student pilots should experience what it is like to attempt a reciprocal turn back to the takeoff vector at low alt. With a experienced instructor of coarse.

[@jakewheat6552]

I practiced them with my instructor. All I could think was "please don't spin." Keeping the nose down was key. It ended with a textbook landing on my first try. I won't push my luck with it though. Where I live, my only other options are dense woods and lots of hills.

[@TheFlyingZulu]

Set a min altitude say 4-6k feet and try it up high...

[@lohphat]

My CFII showed me a “push/pull” turn (starting at 3500 ft) - PUSH the yoke, PULL the flap lever (PA28). Turn into the wind, ease flaps back in as you finish the turn. Only lost 300 ft my first try. It is possible but you have to have your wits about you and include x-wind direction in your pre-takeoff emergency brief.

[@davidweeks6090]

Nice job flying and nice job by the tower not asking a bunch of questions!

[@nitehawk86]

ATC: "Do you need assistance at all?" Pilot: "Yeah, can you bring out a change of pants."

[@titanuranus]

and if possible, a new seat. The old one appears to have been pulled right inside the pucker.

[@Backyardmech1]

Some pliers or a pair of channel locks to remove the foam his ass just bit out of the seat.

[@sillyone52062]

The first thing I was taught in flight school: If your engine fails on takeoff, land straight ahead. That was an incredible feat of airmanship!

[@binder929rr]

I saw 3 great open landing areas straight ahead. I had an engine failure at 400 agl last may and I wasn’t evening thinking of trying to turn back. This guy did handle himself well but 30 feet lower and he wouldn’t have cleared the trees. He couldn’t see that and almost boxed himself out of multiple save landing areas. Luck played a huge role because I doubt he could calculate his glide that fast in his head.

[@alexmelia8873]

@@binder929rr sure he can. Every pilot does. 105mph for Mooney's is Vbg and they will travel 2 miles for every thousand feet. Do the math.

[@binder929rr]

@@alexmelia8873 In general application although in a variable angle turn not only does the lift component decrease which lowers your glide distance but that also increases the required glide speed. Turning glide ratio is actually highly complex mathematics. That's why the average pilot that turns back ends up crashing because straight ahead 2 miles is not even close to what will cost in a turn. Same reason stall speed exponentially increases in a turn.

[@binder929rr]

Here is the math on constant bank angle glide ratio calculation. Mostly impossible for the average person to compute let alone when the engine shuts off. "cos2φ+1sinφ=gΔhπv2(LD)1g." source: aviation.stackexchange.com/questions/14425/how-can-the-glide-ratio-in-a-balanced-turn-be-estimated

[@alexmelia8873]

@@binder929rr an engine out isn't a reactive maneuver. It's proactive. You should always have a plan and expect it to fail. I know at 500 feet I have X feet downrange. At 1,000' AGL I can land here. I pick out my engine-out spots the day before when I land at that airport so it's not a surprise. Basic pilotage 101

[@hayesj6698]

the man obviously knows his aircraft.

[@carlosdanger2586]

Very nice job just high enough to give you time and the decisions that were made where exactly the decisions that needed to be made at the time. My hat is off to you sir.

[@protectedmethod9724]

Little do they know... Carlos wasn't wearing any hat.

[@L2FlyMN]

Talk about barely making it back on the very edge of stall! Very lucky indeed! Good airmanship skills in reacting as quick as you did when every millisecond counts! Good job!

[@StefBelgium]

Excellent job and feeling. But the OAT palyed a roll there. During a summer hot day it may have turned differently!

[@mikemckee6583]

Taxi Into Position And Hold Trying to “feel” the edge of the stall and fly just above it was exactly the WRONG thing to do, as I explained in another post above. That’s how people die in these situations. He got lucky, and should have been flying about 50 knots faster at his aircraft’s best L/D speed in order to obtain best glide angle back to the field. Aside from the risk of flying just at the ragged edge of a stall, and the fact that at that speed he was actually reducing his ability to get back to the field, he also would have had no excess energy available if he suddenly had to pull up to avoid an obstruction like a wire or a fence. As an old sailplane pilot, I am not saying this to “one up” anyone, but many pilots of powered aircraft need to seriously improve their understanding of aerodynamics. Depending on that engine too much to drag you around and to go around when an approach is ill-planned breeds complacency that can be deadly in an emergency. Get some hours in a sailplane and get a much deeper understanding of aerodynamic performance and all of the factors that affect it. Better yet, get a sailplane rating. You’ll find that with respect to aerodynamic understanding, judgment, and flying skills it will be like going from being a butcher to a surgeon. And it just might save your life one day. After all, Sully Sullenberger was a very experienced sailplane pilot, for what it’s worth.

[@StefBelgium]

@@mikemckee6583 but he did land it safely 😁 Can t compare a Mooney to a sailplane. Even a wind milling vs stopped propeller has a huge effect on the gliding performance. I ve always been told during my PPL that if I don t have at least 500' AGL, I need to land within 30° left or right and to not attempt the 180° which is actually even more than 180° to get back tonthe runway btw. But as I said, if the AOT was like 20 or 25°C, this would have been totally different. I can criticize on my side: I was not aboard, I was not the one that was under stress and I was not the one who put it on the ground with no damage and that is what only matters.

[@L2FlyMN]

@@mikemckee6583 Great advice, although each & every aircraft has different characteristics & personalities in & around stall, I believe power off landings should be a part of every pilot's continued training. Glider training at least helps you to learn where to get your "free lift" from if you have the altitude to use it.

[@flagovhate]

@@mikemckee6583 what he did or didn't do correctly in "your opinion" is irrelevant in this case. He did what he thought he needed to do, and landed safely. Stop trying to arm chair pilot.

[@DrJHB]

Outstanding reason for practicing simulated engine failures! Well done!

[@Nighthawke70]

Bob Hoover would have been impressed as hell, watching him manage his energy.

[@terryduncan5718]

I saw Bob hoover fly his Shrike couple of times...he was an amazing pilot...

[@Nighthawke70]

@@terryduncan5718 He was a major player in the Space Shuttle program in planning and execution of the shuttle's Terminal Area Energy Management modes. The s-turns the shuttle performed worked towards making for a safe touchdown at a specified location. That was Bob's work there.

[@hughes2397]

That is hands down one of the best emergency landings I've seen yet. That turn around was very well done.

[@ststele]

Man that was intense. He saved his butt on this day.

[@onetimer13541]

Dang. I thought she was going off to the left in the weeds for a second. Must have been some last second rudder activity and then dropped right in the perfect spot. I would have been hooting and hollering like I won the Daytona 500 and got to keep the trophy girls.

[@TimCurry04]

My goodness! You sir are one with the machine!

[@SaltyDawg-wu5kr]

I felt my arms and feet following your inputs. Good job. Glad you are ok...👍

[@cameronc1509]

Not a pilot, but I’ve heard pilots saying this little quote that goes something like “never stop flying the airplane” It seems to apply here. No time to be disappointed or visibly afraid. Just keep flying

[@indridcold8433]

I would not be brave enough to do that many maneuvers on an aircraft that can not maintain altitude. I am a coward and would have just looked for a place to touch down in front of me or a very gentle turn away from me. The pilot has obvious skills.

[@ericstosius2508]

You would just fly it and surprise yourself. My best landing was when when my engine sucked a valve.

[@Caduceus0508]

First thing I was taught learning, NEVER turn back. Glad it turned out well for him.

[@frankiemae1302]

It's TRUE. I think they engraine that to all pilots because a lot would probably instinctively do what this pilot did.

[@phil_nicholls]

We were taught turnbacks in our basic (military) flying training - which went against my own grain as a PPL; however, taught properly, and executed properly, they give you another option, as witnessed here. Really, the decision as to what you’re going to do should be made on the ground, while everything is calm - give yourself a hard cut-off; say to yourself, ‘above 400ft agl, turnback is an option, below 400, I’ll land straight ahead’ - or wherever. Reacting on impulse, I’d suggest, carries a greater risk of failure. Nearly 40 years later, and I’m still briefing every take-off; only for the last 30 or so, it’s formalised as part of our SOPs, in a multi-crew environment. I’d suggest finding a friendly instructor that is prepared to practice this manoeuvre with you, most ex-Mil types should be up for it. But basically, you need to get the nose down, and execute a 45 degree banked turn in your chosen direction. This’ll keep you in control of the aircraft, while keeping your turn radius as tight as practicable, setting you up for landing in a reciprocal direction. The objective is to land somewhere suitable, not necessarily on a runway. Most failures in attempting this manoeuvre are caused by lack of confidence/practice at handling an aircraft at low level in such an unusual attitude. Not enough bank will end up with too large a turn radius and the subsequent attempt to reach the airfield will see you run out of energy/altitude - neither of which is desirable. Likewise, initiating such a manoeuvre after ‘dilly dallying’ trying to make a decision as to what to do, will see an aircraft too low/far away to complete the manoeuvre successfully. Basically, if you haven’t practiced this, I’d suggest as most instructors do, find somewhere into wind ahead of you (45 degrees either side, that sort of thing). But if you want to give yourself another option, as I say, find an instructor to practice with - it’s fun! You can start by yourself at altitude, just seeing how much height you’d lose in your own aircraft, making such a manoeuvre. Take a typical Cessna, climb up to, say 3000ft, at 70-80knts, configured, as you would be for take off; as soon as you reach the altitude, pull your throttle, get the nose down to maintain airspeed, and whack on the bank, keeping your nose low - remember, there’s no finesse here, it’s a critical manoeuvre requiring immediate action. See how much height you lose making the 180 turn. You’ll be pleasantly surprised. Add a hundred feet or so for final manoeuvring and flap/gear selection, and there’s your very own cutoff height (you can some more for comfort if you wish)! The overriding thing in all of this though is to maintain control, which means airspeed, keep the nose low throughout, the windshield will be full of ground for most of the manoeuvre, which many people find uncomfortable, as it’s not normal! Just some ideas, from a now old, less bold, pilot, current LongHaul skipper, and ex QFI. Practice makes permanent, so get practicing - it doesn’t have to be perfect; the aim is to save life at the end of the day, a bit of bent metal can be bent back!

[@2025at]

Vlad Cojocaru It means you had a poor training. FAA has changed its philosophy about it. It is not called an “impossible turn” any more.

[@Caduceus0508]

@@2025at At the time I didn't want to question established wisdom. 2 years ago I retired after 32 years with a major airline.

[@Caduceus0508]

@@phil_nicholls Thanks for the encouraging advice, but like I told another writer, I retired 2 years ago after 32 years with a major airline carrier. BTW, the 747 was my favorite.

[@captainzeppos]

For those who wonder about the METAR report, here's what it means: "KMIE 061753Z 22006KT 10SM CLR 02/M06 A3019 RMK AO2 SLP230 T00221061 10022 21067 58008" Location: KMIE Report emitted the day: 06, time 17:53 UTC Sunday 6 December 2020 19:53 local time. Wind: True direction = 220 degrees, speed: 6 knots (11 km/h) (3 m/s). Minimum horizontal visibility: 10 statute miles (16093 meters). No clouds at or below 12000 feet. Temperature: 2 degrees Celsius (36 Fahrenheit). Dewpoint: -6 degrees Celsius (21 Fahrenheit). Relative humidity 55.36 %. Wind Chill: -1 degrees Celsius (30 Fahrenheit). QNH (Sea-level pressure): 30.19 inches (1022 hPa). Additional information: Automated observation with precipitation discriminator (rain/snow). Sea level pressure: 1023.0 hPa (30.21 inches). Temperature: 2.2 degrees Celsius (36 Fahrenheit). Dewpoint: -6.1 degrees Celsius (21 Fahrenheit). The maximum temperature in the past 6 hours is: 2.2 degrees Celsius (36 Fahrenheit). The minimum temperature in the past 6 hours is: -6.7 degrees Celsius (19.9 Fahrenheit). Atmospheric pressure now lower than 3 hours ago. Steady or increasing, then decreasing; or decreasing then decreasing more rapidly. Variation is 0.8 hPa (0 inches).

[@lusilk7954]

top marks bro you stared death in the face and the grim reaper blinked first ,well done

[@mitseraffej5812]

How high were you when the engine became “uncooperative”? Almost 40 years ago I had an engine failure in a Cherokee six during an IMC departure from an island airstrip, navigating on an NDB ahead. The engine quit at about 4 thousand feet. I turned back for the island setting off drift opposite to what I had established on the climb out. Broke cloud at 500 feet with the airstrip ahead. Always good to have some luck backing up your actions.

[@airportchronicles199]

I'm sure you also had AirMedals hitting you in the face too!

[@prvr2011]

I heard the when an PA-32 engine quits your supposed to look for a landing spot right under you cause thats where its going! Good job

[@mitseraffej5812]

David Schaeffer . In my situation their was no point looking because I was IMC, and I was over the water. It really was just taking a best guess and Lady Luck did the rest. I was quite light, just myself aboard having dropped off the customers on the Island so my climb gradient on the departure was ok and as it turned out about the same as the glide back. The guy in the video really did show some skill.

[@fatkat2315]

"During the war I"........🙄

[@bingobango170]

Whoop-dee... Fucking-doo.

[@Vulcancruiser]

Even made the turn-off and cleared the runway.....very smooth.....

[@markinsacramento]

I've had 3 engines out and I get that breathing. Great job of always flying the plane.

[@blackhawks81H]

It's a year since I first saw this and I'm still Amazed... A MOONEY. HE DID IT IN A MOONEY.. lol. Skill, Incredible instinct, and luck. Instinct was huge though. He started that turn back before the plane even knew what had hit it. He survived the impossible turn by reacting IMMIDIATIELY... A split second of hesitation either way and It likely would have gone very bad.. Piloting skills saluted daily, nightly, and ever so rightly.

[@MrMarcus5191]

I was backseat in a Decathlon when the fuel injection failed...similar situation...experienced Marine pilot calmly turned back...fuel streaming from the cowl...could have been a fireball....

[@mutlah]

Too many fuel injection failures. Fortunately I still have two friends involved in separate engine failures because of that dammed contraption. I'll stick to my carburetors. Thanks!

[@absurdengineering]

@@mutlah How is it that the aero industry can’t figure out something that is pretty much old news on the automotive side of things? Failures of the fuel system that end up squirting gas everywhere are not common. I guess the aero engines have mechanical fuel pumps and with windmilling there’ll be fuel streaming in - no fuel cutoff??

[@josephliptak]

The impossible turn isnt an absolute under 1000ft. So much depends on the type of aircraft, wind direction, length of runway, weight of the plane, pilot's skill under emergency situations, air speed, and screw the 2-sec. "oh shit, what do i do now", you should already be expecting an engine failure while youre still on the ground prior to take off, etc. Good job salvaging the plane and more importantly, your life.

[@daytonaflyer]

Something similar happened to me in 2003 in a Cessna 172 with two radio station reporters onboard. We departed KLEX southbound early in the morning while it was still dark outside; we were going out to do the morning traffic watch. I had just begun the crosswind turn when the engine lost power. I immediately turned back toward the runway and told the tower I needed to return to the airport. Unfortunately there was an airline turboprop lined up for departure at the other end of the runway. The tower controller told the airliner that they were not cleared for takeoff, and the pilot responded "okay, cleared for takeoff" and began rolling down the runway. The tower then instructed them to reject their takeoff roll and exit the runway immediately. I sneaked the Cessna 172 to the right side of the runway and touched down behind the turboprop as it rolled down the runway. All of us were okay, just a little shook up. That was a morning I'll never forget.

[@nemo227]

Excellent. Several years ago a local Mooney pilot with his wife & 2 kids aboard tried to abort a takeoff and turn back, with about half as much altitude. The concrete wall & office windows of our adjacent hospital stopped everything. The whole family perished. Some pilots would very likely have chosen the field beyond the end of the runway.

[@howegav]

One can learn more about one's self and of others from the "failures" that life throws at us. I've no doubt this pilot was scared, but he did want he needed to do, and never stopped flying.

[@selftrue670]

The engine must have still been providing some thrust--otherwise that would have been impossible. Pilot danced on the edge for sure.

[@prvr2011]

I dont know, Mooneys have a pretty good glide ratio, not sure I would have tried that in mine though.

[@SSaugaCriss]

opposite effect as the prop windmilled it increased the r of d and only benefited him prior to setting it down.

[@av8rjacq486]

If there's a moment that you get out and kiss the ground this is one. Excellent job.

[@TheFlynxman]

Incredible job Mate. Most of us would have spun it in. Keep cool and do what you’ve been taught. Not panicking saved his life. Awesome just awesome

[@joaonoro]

The worst part? Having to push the plane back to the hangar.

[@luisaguilar9003]

Great emergency landing! It is obvious that Cap Keller knows his lady very well

[@computeraisle]

Local pilot had a KIS special with a Mazda rotary engine - it had a bad rotor in it when he bought it. He had it rebuilt, and when he finally got it reinstalled and re-plumbed and wired up, he let it idle for 20 minutes or so, and it seized up. the new block the rebuilder put over the boss where the oil filter housing was originally, HAD NO HOLES to allow oil to circulate. At least we have lots of corn and wheat fields around here.

[@Tharkunify]

Awesome piloting. Your fast reaction time saved the day. Incredible.

[@reaper378]

Does anyone else find themselves actually leaning in the chair ? :D

[@toadelevator]

I'm not a pilot, and I know videos like this distort height and distance; but I might have just aimed for a straight -on landing in the snow rather than making that very last turn so close to stall. Any landing you can walk away from...

[@socially_mute7086]

Except the video distorts reality a lot. You'd be crashing into the snow/a tree at at least 50 knots (that's almost 100kph) in a vehicle that doesn't have airbags nor a chassis designed with impact resistance in mind. Even if he would've stuck in somewhere without trees, he likely would've flipped because the gear would sink into the snow and that creates, as you might know, many problems

[@Bartonovich52]

No. You’d probably hit the ground at 40 knots (holding off in ground effect until the plane lost flying speed) and skid to a halt a few hundred feet ahead. Even if the plane flipped it would still be very survivable. In fact... far more pilots have died trying to return to the airfield than landing in any open field straight ahead.

[@DropdudeJohn]

You would have made the right decision, this guy made the wrong one and it wasn't skill that saved him, it was in fact lack of skill that created this video

[@nickmaclachlan5178]

To everybody in all other "crash after engine fail on takeoff" videos, this is why your comments about "just turn it around and land" make very little sense...... it's called the impossible turn for a good reason, and most of the time it doesn't work out. This guy did exceptionally well with the limited airspace he had.

[@ricochetrabbit4618]

Total respect for that landing sir.

[@DinizFreddie]

Now THAT is a short ride. Pilot: I'm going to- Engine: No, you're not. Pilot: I am. Taking off. Engine: Nooo, you're not. See? Pilot: Ok, I'm not.

[@CurtisDrew1]

Like they say, fly it all the way to the scene of the crash. Or the ground in this case!

[@thomaswayneward]

Same thing happened to a friend of mine in a Bonanza. He cut to the left very sharply after takeoff, the gas went to one side of the tanks and the engine quit. He made it back, but with gear up. He later died in bad weather crash, coming out of Houston.

[@nonada1191]

Excellent energy management. Riding the horn just before stalling, keeping the nose below the horizon in turns and staying coordinated - the impossible turn is NOT IMPOSSIBLE if you stay coordinated and conserve energy.

[@robertgobla2508]

I had that happen with a 152 Cessna an made the turn an safe landing, perks a pilot up for sure

[@robertgobla2508]

Middle of the summer, so it's not impossible

[@warp65]

I puckered myself, watching this.

[@emergencylowmaneuvering7350]

He had a quite common partial power fail only. If the engine is not surging and powr is stable like here you do like a slow flight at Vglide speed turnback at 40 bank angle. He did like a slow flight at Vglide turnback and landed well. practice first Vglide Slow Flights, then turnback with it. CFI i taught Vglide flights and Turnbacks too for years. 4 pilots and me had to do them in my 1990's CFI years. Partial power down is very common emergency also called ROTOT ( Reduction of thrust on Take Off.

[@emergencylowmaneuvering7350]

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.