Emergency Follow Up, What Happened To The Engine

I was so focused on sharing the story of what happened, I neglected to share what happened to the engine and why it lost power and we discus the impossible turn.
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This Video is for entertainment purposes only and is not to be considered flight instruction in any way. Please contact your local CFI for flight instruction.

[@BaronPilot]

The Next Episode is coming tomorrow. Just wanted to get this quick follow up out to you. As Always be sure to share these videos and hit that subscribe button!

[@ellonysman]

Glad you did everything as best as you could considering the surprise experience! Fly safe...

[@KentuckyJoe]

Thanks for the update, was quite curios what caused the mechanical problems. Well done to both in this situation.

[@onebravotango]

Cool waiting

[@DrHarryT]

As an automotive mechanic/engine builder there were only two words I needed to know out of the entire video... "stuck valve" :-) Thanks.

[@oneninerniner3427]

Lead strikes again

[@HoundDogMech]

I watched an old time mechanic remove an exhaust, valve ream out the valve guide and reinsert the valve without removing the cylinder on a Continental O-300. It was ingenious. It consisted of using a Piece of cotton rope, a homemade valve spring compressor, and a magnet on a stick.

[@tiredowalkin]

@@HoundDogMech Now that is a guy to hang around with and learn from!

[@ellonysman]

...like Homer Simpson...break it down! Stuck Valve. Says everything for me too lol DOH!

[@oneninerniner3427]

@@HoundDogMech must have been a Lycoming, I guess they seem to be more prone to sticking valves from the leaded fuel for some reason. I've seen valve springs removed by stuffing rope into the spark plug hole then turning the engine to bring the piston up against the rope to hold the valve up. We usually screw a fitting into the spark plug hole to plug an air hose into & use air pressure to hold the valve shut while removing & reinstalling the valve spring. The hardest part would be fishing the valve back into place in the guide.

[@brianlott7571]

Believe it or not, I think that Kim was very fortunate to have this experience during her flight training. It was beneficial that it happened while her Instructor was with her, to demonstrate how to respond to an emergency situation. Imagine if this had occurred during one of her solo cross country flights at a strange airport! This is a tremendous teaching opportunity for her CFI and a learning opportunity for Kim that has the potential of making her a safer and more competent Pilot. My Dad, who started in 1942 flying Luscombes, once said to me that you’ll never know how you’ll respond to an emergency until it happens to you. He said that some guys freeze up and others just go to pieces. After our first power loss on takeoff in our Grumman Cheetah he said this to me: “You now have a wealth of experience”. Learn from this, Kim. Good luck with the rest of your training. You have a good CFI to work with!

[@RKDriver]

That was my first thought. So lucky she was not soloing because I think there was a possibility she would've froze up. She just had a rough approach and had to do a go-around so she was already a little unnerved at that point. Then the engine failure.

[@williamc2930]

Textbooks are just a 'guide' to engine failures. In life, there are so many different variables. In conclusion, it was the airplane's failure that caused this failure, and the pilots did what they could do within seconds without over thinking. You saved yourselves. That is the goal. Touchdown! ;)

[@peterwaugh9416]

To me, it was pretty simple. There was a problem, instructor took over, landed aircraft successfully. I'm sure we can say "textbook" result. In reality, given the time he had to make a decision, I think he proved how good a pilot he is. Loving the series.

[@artificialhorizons1469]

Opening up the Impossible turn debate...oh oh... Well, I don't think this qualifies as an impossible turn in its purest form. The engine was still generating power, degraded as it was. I think a dead stick on climb out would be a different calculation.

[@Mike7478F]

Agreed

[@smenor]

that was my impression as well

[@6elliotts]

Yup - exactly, it’s a decision each pilot will have to make when in their specific situation. Not something you can second guess from the ground/video. In this case he was still too high so clearly a very good judgement call!

[@calyodelphi124]

Yeah, that's exactly the same thinkign I had when he brought up that people were asking about that. The engine was still producing power. It was still running. As long as she's making power, you are at the very least losing altitude slower than if she was dead. You might as well take advantage of that for as long as possible to get turned around back the way you just came from where you KNOW you have a safe spot to land.

[@deancook6832]

I usually don't enter the impossible turn debate because you normally can't convince the diehards but I've had a couple different situations with a partial power loss and chose the impossible turn both times successfully and I had another occasion where I determined I could fly a tight pattern to return to the runway with a stuttering engine. Partial power situations alway give you more options.

[@---Wade---]

As an 8,000 hour, retired Army Aviator, CFI, Fixed and Rotary I want to thank you for your professional channel. You promote aviation safety and demonstrate how to safely navigate our stressed air traffic control system. And, of course, there is Kim.

[@BaronPilot]

Thank you for recognizing what we are trying to do. While we hope to entertain, our ultimate goal is to promote aviation in a positive light.

[@chrisgardner4144]

I'm sure someone has mentioned down below that on this flight the "Impossible Turn" maneuver" was not flown here as the engine still had power. In this case the flight instructor made a very wise choice and did so with no hesitantly or delay. My hat comes off for his cool head, sharp wit and remaining calm and focusing on flying the aircraft. Great Job Son! Old, but not bold pilot.

[@robertwolfe8680]

Thank you for letting us know what happened.

[@tompinnef6331]

Kim handled it well. The instructor did also. Thank you for the update. Looking forward to seeing her flying soon again. Take care - Be safe and God Bless.

[@davidgilpin5200]

Kris - you rock! Tell Kim to hang in there, she has a great teacher, a great coach, and a great support network (us!)

[@karagregory69]

Glad everyone was ok and nobody got hurt.

[@L2FlyMN]

Excitement in that achievement!!!!!

[@kosys5338]

As a Pilot myself I think he did just fine. He was the pilot in command, he can feel what's going on, he still had some power it wasn't a full failure. He made a series of decisions that got himself his student and the aircraft all on the ground safely and that is what flying is all about. It's about good pilot decision making to achieve good results, he made good decisions and ended with good results. It's all good and an awesome learning experience, this experience will make all involved even better pilots. It's good to be skeptical but it is also good to be logical and rational. They both handled the situation great as far as I'm concerned, I think I would of did the same thing especially if I still had some power.

[@markantonelli6452]

Thank you for sharing this. It is so helpful. There are so many videos with smooth flying and so many that recap accidents (which is also very educational) but this video and the one before it show an emergency in actual flight. Was very helpful for me. Thank you.

[@sandralutz-rodriguez2864]

your crew handled the situation perfectly!

[@massey4business]

Very interesting. Thank you!

[@josephsener420]

Great explanation. Obviously the turn can be done, they did it. Also, the engine was still producing power.

[@mustardseedsociety]

This is why in my opinion, {not that my opinion matters much because I'm a nobody} that IF possible, {remember I said IF possible} the General Aviation pilot should try to be a mechanic as well. In the case of this aircraft, a pilot who can teardown an engine and rebuild it would automatically know that Lycoming engines have a propensity for sticking valves. In a "flash" your brain puts 2 & 2 together - if the engine is still making some power and some vibration that means the crankshaft is still turning, the sparks are sparking, which means the magnetos are still working {especially if you verify BOTH} and the camshaft is at least turning and you see there is still good oil pressure, then there's only one thing left - STICKING VALVE and the chances of it being on more than one cylinder is 1 in a billion because the problem happens suddenly so you put all that together in the brain and say to yourself "I have 3 cylinders making power". This allows you to make decisions based on fact not guesses. Yes I know it sounds like "Monday Morning QBing", but that's just my 3 cents worth.

[@robdotcom71]

Thanks for the update Kris... am loving the series...

[@Night1ace]

Thanks so very much for the follow up to the failure.

[@johnhenryholiday4964]

Im almost 70 so considering pilot training at this point is a bit late.... Im sure I could but I worry to much about the risks... Im being conscientious.... This however would be the place I would go to in a hot minute to get a pilots license.... I can appreciate the great instruction that they give here.... Thank You for doing such a great job of instruction.... A good friend of mine passed away from a crash.... His biggest fault that I can innumerate is that He thought He had to return to the air strip and sadly He didn't have altitude nor speed to do that... It was sad because the freeway and a major street (4 lane ) was just below him....

[@drethanplasticsurgery]

Thank for the detailed explanation. I have been wondering.

[@larryharris7577]

Kim, you rock great job !!

[@jimglasscock6499]

You're doing great, Kim! Keep going!

[@joescalise4653]

Thanks for the update

[@cobyabbygayle]

Thank you for explaining things. Good job Kim!

[@delalima]

excellent video, love the series

[@kevincollins8014]

Great job on this one Kris thank you!

[@beverlyking3197]

Thanks for the update & explanation Kris. Amazing how you kept it together Kim well done. I was holding my breath & crossing everything for you guys. Glad you are both safe! You did good girl take care.🛬💖🌺

[@mgv00]

Awesome series of videos

[@willybird3377]

Thanks for clearing up the engine problem, I was certainly curious to what the issue was.

[@jmarquette62]

Kim, keep up the great job. And thanks for sharing.

[@musictheoryexcel7578]

Excellent Explanation

[@FlyingCooper]

Such a great series!

[@patrickheavirland3599]

Hello from Minnesota! Great episode!!

[@jamescoker9545]

Great video with excellent explanations and commentary!!

[@rileyswing9731]

Great explanation!

[@donrotenberry6571]

Kris.Thanks for the update. Just glad everyone is OK. Kim is doing a great job.

[@scotthodgen5647]

Great explanation. Thanks!

[@johnbecker1996]

Well presented, and well explained.

[@federicomaisch8019]

Thank you for sharing

[@GeneIpenburg]

Great videos.

[@ghiivannhykhaztroh8546]

Wow! This was an awesome video

[@joeb.fromsydneyaustralia5313]

Great video.... well presented and well answered. Thanks.

[@jonathanshirer2395]

Thanks for the clarification. Great outcome to a scary situation. Kudos all around.

[@richardboody6709]

Thank you for the follow up video it was so informative

[@stevenwatterson3932]

Great info

[@go5582]

Hi great channel and video.thanks for breaking down this video.

[@onebravotango]

It's great to see the behind-the-scenes insights into pilot training and the explanations about the engine and the "impossible turn." Learning so much from this series. Keep up the excellent work! ✈👨‍✈

[@07870553254]

Hey great video and follow up to the previous.. Some great learning points thank you..👍

[@brianchambers1515]

Plain and simple well put glad those two are okay

[@streamrsm1009]

Awesome job. Thanks for the follow up. The detailed explanation was very well done. Kudos to you and your team.

[@56Spookdog]

Nice edit job.

[@stevenolsen7535]

Stick with it Kim! You have the right stuff to become an excellent pilot.

[@joeolivera1885]

Thank you for the explanation sir. And to Kim, you are doing fantastic. Keep up the great work. All the hard work you are putting in will be worth it in the end.

[@garywatts8543]

Thanks Kris for the followup

[@380Scania]

I am just glad they both got down safe and Kim will be a better pilot for this experience

[@BaronPilot]

agreed

[@Jeffrey-Flys]

Loving this series, and the honesty. As a 57 y.o. (55 hr) student pilot, I have felt all of the feels and been there done that. Closing in… will get it done and join flyingSIC as a PIC soon.

[@samuraidriver4x4]

Thanks for the follow up, also takes away any guesswork and speculation on what happened.👍

[@johnsauer9067]

Thanks, Kris - we certainly were interested in the cause of the problem...and grateful that Kim and her instructor got back on the ground safely.

[@kf8679]

Thanks Kris for great info and i look forward to continue to watch Kim's videos of her training to get licenses...Keep up the Good Work Kim..Your doing great ..👍..Dont be so hard on yourself...

[@michaelamick8295]

Those of us with Lycoming engines may want to know about the Stuck valve: i.e. was it failed maintenance to perform 400 hour valve wobble test? Also helpful: total time engine & airframe, new engine or recently overhauled? & Finally: was there previous cylinder/valve maintenance on this engine? I apologize for seemingly being too detailed but Lycoming often markets reliability as one of its key features and knowing these further details can be helpful in tweeking operation procedures to avoid similar potential catastrophes.

[@jamesbrown3358]

Good explanation

[@lopezjp1]

Thank you.

[@terrymartin6779]

Hadn't seen you lately. Sure was nice going through all the dos and don'ts with the 172. Love flying that old beater. Good Luck Kim, Have fun be safe.

[@markbaird4924]

Kim, do not give up your dream. Aviation like many difficult pursuits is nothing more than developing the skills to problem solve quickly. These skills are developed through study and experience. After 23,000 hours of flying and instructing on DC-10, MD-11, 747-400 and lots of GA planes, I can tell you, it’s never perfect, and you never know it all. Airmanship is a ladder we all must continue to climb, constantly looking for more skill, and more knowledge. I watch this channel because I learn something with every video. Emergency returns are not impossible by any means. Sometimes they are not the best solution though. I taught emergency returns in all the big planes. My favorite plan because it was the most consistently successful was the 90/ 270 provided the aircraft was producing some power. This plan was more consistently, ( with my students and with other instructors at the controls), The aircraft was much more likely to end up in a position where a successful landing could be made. Having said all this, sometimes ya gotta do what ya gotta do to get it on the ground right side up. God Bless you! Keep Flying!

[@gustafchurn8282]

Love the answer regarding carb heat! It cleared things up for me too! I never flew a fuel injected engine… I have seen a couple video’s and wondered why carb heat was not ever mentioned in pattern work and touch n goes. I am a big fan of this PIC series, I remember the struggles of getting the PPL

[@RobertM125]

Thank you so much for the follow up on what happened! I'm eagerly anticipating tomorrow's new video in this series. And thank you Kim for letting us see you go thought this training, both the ups and downs.

[@frankward67]

Glad they made it back safely. That's really only thing that matters. Looking forward to the next video.

[@jessekiefer0206]

I was just really impressed how the instructor got the plane down safely in under a min! An emergency is emergency 🚨 you do what it takes to get your plane safely back down to the ground! I glad Kim and him are safe and ok! She’s doing really well and this type of an emergency doesn’t happen often so it’s good training! I used to to train people at my job for a while and there were situations we could not train at all but when it comes up you take the advantage to learn from it.

[@CoryArmer]

Thanks for the great explanation. I'm still early on in my training, so seeing emergencies like this and then knowing why it happened is very helpful in my understanding of aviation.

[@DrHarryT]

While not an aviator, I have followed and listened to a lot of then about accident reports. In a loss of engine power the first thing is to drop the nose. Then evaluate the situation as calmly as possible. Just listen to your trainers and practice, practice, practice.

[@75Seneca2]

Thanks for answering those questions Kris! Another great video and I’m glad Kim knows we are all behind her as she moves through her training! We’ve all been there! Could add they were still getting some power out of the engine (even with a dead cylinder) which makes that 180 far easier to do

[@BaronPilot]

There were a few things I wanted to add (engine producing partial power, their actual agl was much lower, no landing options in front of them etc) but I didn't want to drag out this follow up or nit pick every detail.

[@chuckcampbell3927]

@@BaronPilot 🛫📖🛬 You're right; Main point is it was the right call👍

[@QuizYourFriendsNow]

Welcome to greater Cincinnati. Glad to see everything went as it did. Sometimes those training flights go right over my house. There is a lot of traffic in the area due to the other "two" larger airports in the surrounding area. All the best to you both. Safe flying.

[@mgv00]

Great video. Kim is doing great.

[@phl.333]

This also happened to me in a Cirrus SR20... and of course not in cruise flight, but after takeoff. So, always expect the unexpected. Well done! ;)

[@mikeh3851]

Thanks for the explanation, Chris. I'm not a pilot, but I love aircraft and aviation. I'm sure Kim was pretty shook up with that mishap. Alot of people would call it quits. But I'm sure that with your tutoring, and Kim's spirit, she'll be right back up there. Thanks for allowing us to go along on Kim's journey to get her license. It's been very interesting.

[@thunderbolt513]

Baron Pilot. I`ve already "told" (on a post) Kim she has all it takes to achieve her PPL and more. It`s just diferent. One thing is flying side by side with Cpt. Baron, and the other is being at the controls and getting the job done. It`s just a matter of time. We all now that. Kudos for Kim

[@nealhere]

Great video that enforces the idea of a take off briefing maybe adding a partial power plan..Great lesson and video

[@FreedomfixerFlying]

Thanks for the deeper dive into the Emergency. Both did an awesome job during that event. I'm often asked about my flying experience, and what I tell people is it's all about training. Especially during an emergency, you fall back to your last experience. So practice, practice practice! It's been an absolute treat watching Kim learn and grow as a pilot (even before she became SIC). Cheers.

[@22addict40]

SIC?

[@FreedomfixerFlying]

@@22addict40 Second in Command.

[@larrymayberry2312]

Thanks for the great info. My first thought was a lost cylinder. Tell Kim to keep up her good work. She CAN do this !!

[@jeffbaggett2961]

Very interesting

[@rickpellicciotti]

Excellent video. It's only an impossible turn if you are too low and or too slow. Learning how to judge that is the secret to success.

[@dickmoore7341]

Thanks Kris for explaining it so well, and it's great knowing nobody was hurt during this mishap. So now that Kim has an engine failure out of the way it will never happen again right?.....lol Can't wait to watch her master the art of flying again, Like tomorrow 😁👍

[@johnfitzpatrick2469]

G,day Chris and Kim from Sydney Australia. Thankyou for exploring the engine trouble of the Cessna. Interesting point of the six being more balanced than a four cylinder. 🌏🇦🇺

[@donjohnston3776]

This video and the previous were really great for demonstration of keeping a cool head, using situational awareness and piloting skills. In a strange way, I think Kim needed this experience as a 'reset button' and that this will bring her great strength as a person and pilot. 😀

[@thefamilythatfliestogether]

Good explanation of what happened to the engine. Also while they did make the "impossible turn" they actually still had partial power. We know this because the plane was still able to taxi back after the emergency landing. This partial power probably played a lot into helping them make it back around. A similar situation happened to me in my 235 (N8556W) long ago. I lost a cylinder at about 500ft altitude after take off. Fortunately the rest of the cylinders (5 of 6) were able to pull us around the pattern to land. However we couldn't climb and we slowly lost altitude as I had to reduce power to prevent the engine from shaking itself apart.

[@turdwarbler]

The aircraft didnt have a complete engine failure, only 1 cylinder failed, thus it operated at reduced power, so a turn back to the runway was perfectly possible, and IMHO the right thing to do while still under power as if it had failed completely a minute or so later, they would already be heading for the runway and somewhere safe to land. With a complete engine failure and at that height, then it becomes the impossible turn. The instructor used his experience and judgement and did exactly the right thing, well done to you.

[@ranjrog]

This was interesting to watch. Had a similar experience a couple of weeks ago during a familiarization flight in a Beech Musketeer. I was with my instructor and the exact same symptoms occurred at about the same place in the pattern. My instructor took the controls and landed just as Kim’s instructor did. No problem. We were still making some power but wanted to get it on the ground asap since the cause of the issue was unknown. In our case, it was a bad fuel injector line.

[@timwendt6186]

Both Kim and the instructor handled the in-flight emergency very well. Makes sense with one of four cylinders failing. Thanks for sharing the response video. 👍

[@chrisaerts6489]

Love this. Saw you guys at SOS brothers this year.

[@BaronPilot]

LOVE SOS

[@chrisaerts6489]

@@BaronPilot All the cool kids come to Oshkosh one week a year. I get to live here all year. Hopefully you come back next year.

[@BaronPilot]

@@chrisaerts6489 you mean the cool kids live there all year, the rest of us get to be cool for one week a year! 😉🍻

[@chrisaerts6489]

@@BaronPilot I have lived here my entire life. 41 years of going to the show. I'm still not a pilot. Life keeps getting in my way. I'm hoping to start building a kit plane soon. Zenith 750 or Rans s21

[@chrisaerts6489]

@@BaronPilot Its just one big family.

[@CesardeValenz]

I don't know how it is in America, but in spain we are instructed to learn the "imposible turn" and is not that impossible if you follow correctly the procedure of each a/c. For the a/c i flew in the PPL if you are below 400ft you chose to land "what is in front of you", but if you are above 400ft (agl of course) you perform the "impossible turn". We did that in Canary islands with 800m rwy and several tailwinds. First time is scary, but is also an exam manoeuvre!

[@jimmyc3755]

Keep calm, aviate, navigate and communicate​. That Mayday and recovery was a perfect example. Kim this was just a little reminder that is all. You are doing great. Left rudder, try not to dip the nose leaning forward, and oh yeah, have a little fun. You are becoming a pilot. 🛩

[@russellrapp8976]

Im glad you answerd the big Question. And seeing last weeks Video Turning back was the best choice as the landscape going out would have made a landing Dangerous. And as i say any landing you can walk away from is a Great Landing

[@dennismiller7605]

Hi, Thanks for this follow up video. Good data. Most importantly, Kim will never forget it. Doing a thorough preflight and paying attention to safety procedures is no longer theory. Best regards, Dennis Miller Anthem, AZ

[@WolfPilot]

Excellent video Kris! I am so proud of Kim, she's got this!!!! I think that if something like this ever happens again, she will be waaay more confident and grab the bull by the horns with no fear. I eagerly await the next video!

[@philbodden4981]

Greetings from the Cayman Islands, while I"M not a Pilot, I'm very aviation savvy and I understand and enjoy the videos, Thanks you

[@JonMcCulloughBand]

As a longtime pilot, this is what we used to call a "shaker" -- as in "so you had a shaker today". This was especially a problem when they switched from 80/87 to using only 100LL in engines with lower compression ratios (8-to-1 or lower). Actually, it was a common event back then but certainly not an emergency -- it generally clears-up by itself from my experience. It can be prevented by leaning the mixture while on the ground and in cruise -- it should almost be required in the POH. Oil changes frequently (25 to 50 hours -- not 100 hours) with good additives like in Shell 15W-50 and using AvBlen at each oil change really helps dissolve carbon build-up in valve guides and on valve stems. These are air cooled engines with a wide operating temperature range, burning leaded fuel, so they can develop carbon. And, unlike modern car fuel, Avgas doesn't have any detergents to help clean-out carbon. When a valve stem builds-up more carbon than the valve spring can pull-back on, then you got yourself a "shaker".

[@UncleKennysPlace]

Let's hope that the new unleaded fuels (such as the GAMI stuff, fleet-wide STC approved) fix some of the issues (and increase oil change intervals.)

[@benjigault9043]

@@UncleKennysPlace Its the fact that the fuels are 100 octane that creates the issue, leads not the issue as this was not happening with the old red 80/87 fuel. Lead is there for lubrication. High octane fuels are made for high compression engines. Most airplane engines in the GA fleet are less than 8:1, for example most cars made are over 10:1 with cars like mercedes and BMWs up to 14:1... they also have anti knock sensors that can allow them to effectively change the compression through variable timing... What causes exhaust valves to stick is an incomplete combustion that results in thick black exhaust, and the residue builds up and stops the valve from seating. A valve can be lapped back into place, or if the engine is leaned or even the cylinders flushed with a solvent, this can sometimes help. Leaning or running Lean of Peak EGT helps keep the build up low by having a complete fuel burn, but many argue it burns exhaust valves faster. In my experience with my bonanza I ran LOP and while cylinders did go for 1500 hours or so, the bottom end on that engine was still running strong at nearly 4000 SMOH. Also Marvel Mystery helps with sticking valves, does in the cuby I fly now anyway, with a whopping 6.3:1 compression ration. YMMV.

[@JonMcCulloughBand]

@@benjigault9043 I think we were actually saying the same thing but in two different ways. And Marvel Mystery oil was not FAA approved nor tested like AvBlend. However, I know people who use Marvel Mystery oil and swear by it. I have been using AvBlend ever since it was FAA approved, and it works amazingly well at preventing sticky valves and general engine wear -- goes to TBO every time. Being and A&P IA myself for many years, I can tell you that valve stems can and do build-up carbon and lead deposits and can and do stick in this way. With modern harder valves and valve seats, lead is no longer really needed for lubricating valves and valve seats. For example, the new extensively tested G100UL, which is now approved across the fleet, contains no lead. In addition, if I were overhauling an engine, I would never go under 9 to 1 compression unless I was burning non-ethanol auto-fuel -- but not 100LL. Do you remember when they stopped providing 80/87 AvGas and how 100LL gummed-up the lower compression engines because 100LL actually has 4-times more lead than 80/87 did? Just look at what happens to an aircraft engine after the compression drops below acceptable levels.

[@benjigault9043]

@@JonMcCulloughBand Yes we are, in my experience the lead just fouls plugs, staying lean and using MMO keeps my valves from sticking.. Marvel Mystery oil has been around since who knows how long. Ive heard of guys using it in WW2.. as a long time participant in GA, the FAA isnt really helpful nor do they actually care about GA. The process to certify UL 100 is a great example of their bureaucratic garbage process... but yeah I agree with everything you said.. lots of the lower HP continentals have low compression, my c-85-12F was overhauled recently at still is at 6.3:1. When the time comes I plan on doing a stroker conversion, o-200 crank and should get up to 8:1.. but still thats not high compression.. I am hesitant to burn ethanol free auto gas, because of possible contamination issues through delivery. I used to burn auto gas in my bonanza, or a 50/50 mix but that fuel came from a petroleum supply company to a tank in my buddys hangar. Even then we tested each batch for ethanol.. Keep up the work, GA needs every IA desperately at this point..

[@flybearone1865]

@@benjigault9043 The problem of lead fouling arises when low engine operating temperatures are coupled with running a rich mixture. Doing this prevents the complete vaporization of Tetraethyl lead (TEL). Under these conditions, lead deposits can form on spark plug electrodes and valves, causing a misfiring engine. Exhaust valves can build-up lead deposits anywhere they are exposed to exhaust gases, including the valve stem and valve face (seat contact area). I too remember when they stopped providing 80/87, which had a much lower lead content than 100LL since 80/87 had a lower octane rating. In the 1970's, 100LL also replaced 100/130 Av Fuel, which had a very high lead content, so 100LL was a "compromise fuel" across the fleet starting in the 1970's. Now, the new G100UL has been proven to greatly reduce deposits on spark plugs and exhaust valves in the absence of metallic deposits from lead. It also has been shown to keep an engine running cleaner. It's important to understand that Tetraethyl lead was used to increase octane rating, but lower compression engines work better and run cleaner on lower leaded fuels. 🥸

[@60trickpa]

thank you for the follow up. They still had power to make the turn and they had altitude. All worked out for the best

[@davidendsley2391]

Fantastic explanation, they both did a great job of handling the emergency, lost a cylinder was my first guess knowing it was fuel injection and they still had some power. The turn was also the right response had it been a total engine failure I believe he would have done an off field landing, but they had the altitude to make that turn. I’m as proud of Kim as you are she did absolutely amazing in that situation. So excited for the next lesson I’m on the sidelines cheering her on. Till then blue skies and tail winds

[@darf26]

The fact that the engine was still producing power was most likely the major influence in going with the "impossible turn"