Catastrophic Engine Failure after Takeoff

[@TheEdwardFrye]

First, I want to thank everyone for the kind words and praise, but more importantly, I also want to thank everyone for the constructive critical feedback. I will admit that there are some items that I was complacent in. And a lesson learned for the next flight is to create myself a special checklist for the maiden flight of the next engine, as well as many more lessons learned. A bit of background. I am a sub-500 hour commercial pilot. I purchased the airplane in August 2020, and have 158 hours before it went down for this maintenance. To be perfectly honest, I was in a hurry, for a couple of reasons. I had read many articles, for instance the savvy aviation article on AOPA's website at www.aopa.org/news-and-media/all-news/2019/january/pilot/savvy-maintenance-breaking-good :: """It’s very important to run the engine hard right from the outset. Keep ground running to a minimum, avoid a protracted preflight runup, and don’t cycle the propeller more than once (and as shallowly as possible). The reason for all this is that running a freshly honed cylinder at low power for any significant length of time can cause a condition known as glazing, in which a tough residue of carbonized oil builds up on the cylinder walls and stops the break-in process dead in its tracks. Once the cylinder has become glazed, it’s no longer oil-wettable, and the only solution may be to remove and re-hone the cylinder and start the break-in process all over again.""" Or ECI: Page 12, step 16: www.jjairparts.com/images/uploads/files/Engine%20Break%20in%20Instructions.pdf Or RAMAircraft.com: "Keep initial ground run to a minimum, only long enough to verify no fuel or oil leaks prior to the break-in flight. " Another reason I was in a hurry, I was setting out at 4:20 PM PST, with sunset at 4:49, so I wanted to be in the air with daylight for the exact reason that became apparent in this video. Some get-there-itis. Get where? In the Air. Why? Because the shop would be closed for the next 4 days and I wanted to spend the weekend working on the break-in process. There are a lot of questions about what would I do differently, use of checklists, procedures, the should harness, etc. First thing I would change. Don't be in such a hurry. A lot of the ground operations I'm performing while taxiing are me running through the runup and before takeoff checklists. This is not normal for me, I was rushing At 3:16 I am performing a "Lights, Camera, with action to go" checklist as I turn on NAV and Strobe Lights for instance by pulling back the yoke so I can see what switches I'm flipping. So you might be saying, how did you miss the should harness if you use checklists? Well, my only excuse is that I already performed that checklist when I taxied from the north side of the hangar to the fuel island just a few minutes prior. The "Before Starting Engine" is one I need to make sure I pick up from this point rather than the "Starting Engine" checklist. As for what would I do differently in the air under these EXACT circumstances, I can't say that I would do anything differently, change the wrong thing I'm a smoking hole in the ground. I hope I never have to find out.

[@RobtheAviator]

No one has ever had a perfect flight. Mistakes aside, your results prove that you did far more right than wrong. I’m an ATP airline guy with an A&P IA and I certainly have made more than my fair share of flying and maintenance mistakes. I will say this though; it is an extremely risky proposition to not run an engine on a test cell prior to first flight (my assumption is that this field overhaul was not run on a stand). You could get that motor on a dyno or a test cell prior to your next flight and have added peace of mind. I’ve done the break in on a motor that had never been on a cell one time, never again.

[@flyer5769]

You did the best you could do. And if there's is a next time you will KNOW what not to do! Just be careful with the C-210. After all it is a doctor remover.

[@ckelley63]

Can I ask what caused the failure? And by the way some great piloting skills on your part glad you were able to set her down safely.

[@MilitaryAIWorks100]

@@Android-ng1wn So as not to overheat it on the ground and cause the oil protective barrier to fail and cause metal to metal contact inside the cylinder.

[@Jeffrey_Pyefinch]

You did great under the circumstances. Don't let any nit picking get you down. There will always be something that we can do better but you met ALL the requirements of the mission and both you and the aeroplane are still here to fly another day.

[@daves5765]

You can really see how the propeller keeps the pilot cool. When it stops spinning, he starts sweating. Nicely done!

[@nodical802]

Come up with an original joke

[@daves5765]

@@nodical802 LoL

[@ed5649]

@@nodical802still a more original joke than the Ryanair jokes on videos of rough landings

[@dabadoo7631]

could you run the engine hard before taking off to test it first like cars at the speedometer testing stations

[@ed5649]

@@dabadoo7631 I think what you’re referring to is what we call a run-up, it is the norm on piston engines. Basically a checklist of pre-takeoff checks

[@gmctech]

Absolutely spectacular save. Not a foot of altitude nor a knot of airspeed to spare. That impossible turn was a calculated risk that played out well. Your virtually instantaneous reaction and almost immediate nose down was most definitely the difference between this being a success or you being a statistic. I'm sure lots would say you shouldn't have attempted the return turn, but at the end of the day you saved yourself and the airframe. Good on 'ya Captain!

[@rykehuss3435]

Theres lots of field nearby, I dont think he wouldve necessary been a statistic had he not executed that left hand back to base immediately

[@rykehuss3435]

@Joe Barone Because it almost never works out. I dont know where youre getting that "it always seems to work out" If it almost always worked why does everyone strongly suggest against it? Just google "impossible turn". There's a reason its called impossible.

[@jakesimpson6365]

@Joe Barone You're completely wrong. This is one of the biggest killer of GA pilots. Under 1,000' AGL it's a horrible idea to turn around in most GA planes because you're very likely to over control the plane while trying to maintain altitude and make the runway, thus stalling out and dying. Now, in this turbo centurion it's likely that he was climbing well over 700ish feet per minute which gave him lots of altitude and there was another runway that made it not quite a 180 degree turn, so yes if I was in this plane at this airport I would've turned around. Put me in a 172 at a one runway airport, anything below 1000' I'm not even thinking about turning around. They teach this for a reason.

[@ChadDidNothingWrong]

The fact that he didn't come close to his max bank angle makes me feel better about it.

[@vincelam1998]

This is not the impossible turn that is heavily debated. He took off RW30 and landed RW08. He most certainly would not have made RW30. He only barely made RW08

[@mbaird2853]

Edward, that was a handy bit of flying. I have over 23000 hours in everything from singles, light twins to B747. Had engine failures, fires, and everything in between in over 50 years of flying. Here is how you know your actions and thought process were correct. You got the plane down on the wheels at an airport and are telling the rest of us the story. Nice work! Airplanes are just machines and as such possess no magic component. Things happen, sometimes bad things. I hope you can afford to stick with your flying because it is a worthwhile adventure. I’m sorry this engine has caused you so much grief and money. Keep sharing the story. Young people need inspiration to take to the air!

[@andrewvida3829]

Well said. I would add that young people also need object lessons in piloting - they need to know that flight is NEVER to be taken casually. No cutting corners, no impatience, or any of the flaws of attitude or habit that cannot be tolerated in this endeavor. Wrong attitudes and poor habits get people killed in a heartbeat. Flight is an all or nothing deal where half measures have no home.

[@friendlyreptile9931]

@@andrewvida3829 It's not about young people but everything else is right.

[@maxime5882]

M.Baird is right. You landed the damn plane. That is the most important thing. Engine throw rod all the time. Luckily, I only experienced that on the road. Good job.

[@kuhaku9587]

@@andrewvida3829 I assume you consider old if you use the term " young people " as a demeaning way. It's sad that you could forget that many " old people " are as unwise as they were when young. Otherwise we wouldn't have such shitty government across the globe. Yes, the thing that is ruled by old people...

[@dd_ranchtexas4501]

@@kuhaku9587 Yes true. This 80 year old says that regardless of age, some of us learn from our mistakes, a few even gain wisdom. But some never get even a hint of a suspicion of a clue.......

[@blancolirio]

Good save! NOTE TO OTHERS: 1. cool day 2. sea level 3. SOLO pilot (very light aircraft) 4. Very quick reaction time (had a plan in place). Loose one of these variables in your favor and you are coming up short (or worse)....plenty of flat terrain ahead.... The irony is, now that you saved the plane- no insurance claim for the blown engine. THANKS FOR POSTING ED!

[@TheEdwardFrye]

Thanks Juan! She's been back in the air for almost 2 years and have 307 hours on the new engine

[@maxmcvicker]

@@TheEdwardFrye would not the mechanic or shop be responsible for breaking the engine in ? Did you have to pay for another rebuild or did someone cover part of the cost ? What airport was this?

[@JulioCezar-we9zo]

No retracted landing gear during failure also a factor.

[@stevenslater2669]

And I thought the “Hundred dollar (now $200) hamburger was pretty spendy! Doesn’t compare to one minute between overhauls! Ouch!

[@anthonyboylan9212]

This has to be the best engine loss landing I've seen. Incredible composure, great breathing technique to keep your cool, and still buttered the landing. Props to you Sir!

[@RandyBroderick]

You did a great job "flying the airplane" while dealing with the emergency.

[@Rover101]

It was typical of an unprepared Instrument pilot. Little regard for their surroundings and what to do at a moments notice.

[@SupernovaSpence]

This is insane. So glad you're safe

[@meteorfive6]

Great job staying focused!

[@wirefeed3419]

@@Rover101 Straight to the cut downs, good on ya, as an option IF you are the flying ace that you portray you could instead suggest some things that maybe this pilot or many pilots could learn or practice. I do find it interesting that a pilot with 23000 air hours thought he did an excellent job of flying the plane to a safe stop.

[@davidsmith5775]

@@wirefeed3419 Ongoing amazing composure having already completed the "impossible turn," then dealing with what looks like the engine seizing on the threshold... Ok MAYBE he wasn't quite on the centerline... waaaaaaaaaaaaaaah!! As a retired "civi" pilot, GREAT job! :)

[@frontier85]

After 40 years of airline flying and 30 thousand hours that has to be the best engine failure procedure I’ve seen-Well Done -Charles Lindbergh would be proud.

[@ChampPilotN4864E]

Only thing I would add after thousands of hours and CFI 46 years is I never reduce power or prop control until I Am at least 1000’ ft agl. A lot of engine failures occur after there is an engine reduction or prop reduction. Every thing else was textbook and you showed you can accomplish the impossible turn. Good job pilot!!!

[@19Borneo67]

I would have extended the gear later. L/D. But it worked, so it worked.

[@Alec.Miller]

Textbook energy management. You used every last bit of airspeed you had and it went perfectly. Bravo man.

[@jimmydulin928]

Yes, the law of the roller coaster worked here. Good job. Because overloaded small piston crop dusters didn't zoom without some level in low ground effect free kinetic energy, that became my default takeoff. It was airspeed, and not altitude, that kept me flying in 11 engine failure forced landings that were six second deals. Energy to maneuver. You made excellent use of the potential energy of altitude with a significant pitch down for maneuvering energy such as to be able to bank steeply and go where you wished without stalling. It works both ways. Airspeed is altitude and altitude is airspeed and best glide airspeed is a high altitude failure consideration but not a low altitude consideration. At low altitude, the outcome of the maneuver not being in doubt is of greater concern. While airspeed or altitude are equal to the physics major, airspeed is worth more than altitude to those of us who end up needing airspeed to maneuver right now. Altitude is time. Down low, airspeed is life.

[@Dexox2009]

Had a friend who was a pilot instructor for a good amount of years... and he knew a guy who owned a piloting school. Both of em took off in a Cessna 152, lost engine right after take off and crashed into a warehouse nearby. My friend died on impact. His friend suffered 3rd degree burns and died the next day. He sent me a picture that day, right when entering the plane before the start-up procedure... He died doing what he loved. RIP Fabiano.

[@GeorgiaNFA]

My biggest fear. Damn dude. Nicely done.

[@travisminneapolis]

This is also probably my biggest fear or one of them. Engine out, during takeoff... But you made it back! Nice work.

[@loganpenland6568]

All engines have bearings bearings fail even when oil bathed. As in this case one of the big end connecting rod bearings decided it wasnt going to turn anymore and pitched the rod out the side of the block million wonders it didnt lock down immediately. Maybe the bearing clearance was too tight or that bearings oil galley was plugged and starved it of oil. Either way this is precisely why i cannot trust/feel at ease in an aircraft. Pulling off the side of the road when your car quits is not the same as when an aircraft engine quits or in this case throw the rods of of the airplane. I give this guy props for how calm he handled the situation and for the awesome job he did landing that thing it locked totally down when he about to touch the runway

[@michiganwoodsman2199]

My father and best friend died from this. Both fighter pilots. Super Decathalon. Engine quit a touch lower. So so glad he made it! Praise God! This guy did great.

[@btbarr16]

@The Woodsman had a friend die in an ultralight when the engine died on takeoff. It basically stalled out immediately and side slipped into the ground.

[@loganpenland6568]

@@btbarr16 i hate to hear that buddy and my comment wasnt intended to offend anyone. I just cant feel at ease in an airplane bc it has an engine i loove engines i thoroughly enjoy building engines for people. But im telln ya ive seen parts fail stock parts that have never been touched with few hours no rhyme nor reason. Ive seen 4 different bikes brand new kawasakis bust pistons across the wristpin bore. Two had less than 30 hours on them one had less than 10. So i cannot have any faith in an engine i know nothing about im just supposed to trust that the last guy did things rite when working on it and that no parts will fail. I just cant

[@hangarflying]

Him: “I was in the air for one minute, 12 seconds” Me: still counts as 0.1 in the logbook.

[@mikeryan6277]

0.01 0.1 would be 6 min. But I would log it just to have record to look back on.

[@rogern5368]

And a landing to a full stop toward your 90 day currency requirements. Sometimes luck is better than skill. Just an FYI shoulder harness saved my face from eating a panel once. Good job ! Glad you made a safe landing.

[@vynleshmynle7372]

I guess that includes the time it took him to wash the shit off the front seat.

[@johndonald3566]

@@mikeryan6277 Isn't flight time logged from the time your aircraft moves under its own power for the intention of flight ? I'm sure the Hobbs time was atleast a 0.1 even though the taxi in wouldn't have been recorded on the meter due to the engine failure.

[@Webleys]

@@mikeryan6277 Logged flight time is from start of taxi for purpose of flight to stop at the end of flight.

[@axepilot]

Shades of my pilot training.....I was a 16 hour solo student when I had the engine pack it in at about 800 ft after takeoff. 800 ft was the pattern altitude, so I just flew a tighter pattern and got my poor C172 and my pink body on the ground in one piece. The silence and just the wind on final is memorable. Well done, Edward! You flew it to the full stop!

[@dannycreech4177]

That's what I'm talking about!!!! 👊🏼💪🏼🇺🇸

[@backseattrash9261]

Regarding axepilot, I had same happen in a 172xp as a student just after take off in Mammoth Lakes, California. Stuck exhaust valve. I was a lineman at the airport and got to see the mechanic pull out the now-S shaped valve stem. I made a 180 and just made the runway. The sagebrush is what I remember whipping by sooo close. And the funny vertical metal blade blocking my line of sight.

[@bbigjohnson069]

@@backseattrash9261 Pistons don't like trying to compress valve heads. Or as Sterling Marlin once said, "Piston done hit the valve.'' It makes a lot of noise too.

[@rileyjackfansmithandjones8238]

The Silenceon Engine Out is Deafening.....on a Dual failure on a twin on a shakedown flight.....you could literally hear 3 grown mens assholes slam shut at the same time! This guys technique should be shared ...he reacted both As a Pilot, and Mechanically...Well Done

[@Dafnessific]

@@backseattrash9261 KMMH is an interesting place for that to happen....surprised you didn't wind up on the substation road.

[@JulianShagworthy]

Nothing wrong with this at all. The most important decision here was the one to STICK to your decision. You clearly had the presence of mind to fly the numbers until ground contact, whether that be on or off field. The only reason the 'impossible turn' is dissuaded is due to the seduction that some people fall into to start raising the nose and doing things they shouldn't - it's led by psychology, specifically desperation, which you resisted. Top marks and very, very well done mate 😊

[@ambassadorkees]

Also, taking off 30 and landing 08 is a lot easier than landing back on 12. So, just changing airfield changes the change of success massively.

[@EstorilEm]

@@ambassadorkees This - based on the touchdown point and immediate pitch-over after failure, I don't think there was one extra ounce of energy to squeeze out of that plane. A 180 would indeed have been impossible IMO.

[@mikeklausing]

You are an excellent pilot. Your skills are wonderful. Many novice fliers would not have “brought her home” like you did. Thank you God for his safe return.

[@robc3056]

yeah because they dont usually make it home novice or not

[@uralbob1]

This is one of the most concise, intriguing aviation vids I've seen. No needless talk, just the facts and no unnecessary footage or dialog. Thanks immensely! Very informative

[@jasonking6788]

Well said. Totally agree.

[@mrmustangman]

and no crappy music.!!!! 👍

[@devingraves8044]

I like how you can see the initial instinct to pull up when the engine fails, but then how you immediately corrected the action by pushing the nose down

[@StefBelgium]

It s not necesseraly a mistake to pull up after an engine gailure btw. If you have enought airspeed, you can exchange speed for altitude until reaching best glide speed and then set the nose down and keep best glide. The 210 is a powerful airplane, I can t see what was the airspeed when the engine quit but maybe he was well above glide speed. But indeed, sometimes it is just a reflex to pull up regardless of the airspeed.

[@maxmcvicker]

Down force on the tail is lost as soon as thrust was taken away, nose pitches down, pilot reacts with nose up pitch probably as a reflex then the brain kicks in and starts deciding how to pitch after reading airspeed.

[@winginit4077]

You say you did what you shouldn’t of done, but seeing that you managed to fly the plane and land safely on the runway, i say you nailed it in an intense scenario. Great job!

[@alk672]

He turned in the correct direction - towards the other runway. If it wasn't for that runway he wasn't making it. With great fields straight ahead, it would be a safer choice to continue forward. I think that's what he's referring to, and he's right.

[@imkindofabigdeal4308]

His situational assessment - "this is the altitude I turn..." and familiarity with the airport made that split second decision a good one. Seems likely he'd have landed straight ahead if any of those criteria were different.

[@TheGearhead222]

Hell yes! You could have easily stalled trying to gain any altitude at such a low RPM. More importantly, you knew that you had to land regardless, and an airport runway always beats a highway, a plowed field or a forest any day of the week!-John in Texas

[@timmoles9259]

Having the performance of a turbo big bore six made that possible. Anything less wouldn't have made it to pattern altitude.

[@fireball5675]

@@timmoles9259 o8

[@bobmcelvogue8133]

Great airmanship. You had literally nothing left or spare. Well done.

[@shakey2634]

Your video gives a brief glimpse of what has become known as “Startle Effect”. We all lose a brief period of time while we process what is out of the ordinary and then settle down to work the problem. Very nice work. As a recently retired major airline pilot with over 25k hours, I’ll just say, I’d fly with you anytime. Best of luck with the engine, hope they honor their warranty.

[@allys537]

"oh no the motor, we've thrown a rod." you did a fantastic job staying alert, calm and guided your craft into a nice landing, and not hurting anyone on the ground, that's all that counts. as an old instructor once told me, "never forget to fly the airplane, especially if there is a problem". So many pilot's get fixated on the problem and forget to just fly the plane.

[@dabneyoffermein595]

i thought it was glazing?

[@kevinsellsit5584]

It took a week for me to watch this. I've moved the mouse over it every day...even spending time looking at the windowed block and connecting rod on the outside. Yet I put off the click. I have no difficulty clicking on the Blancolirio channel to learn about a crash that happened just hours before. Why then did the image of the external connecting rod literally make me sick enough to not watch the video for a week. Because I build engines, and this is not supposed to happen. But it can. I'm glad you are here to read this and I'm proud of you for flying the plane. Flying saved your life. Thank you for sharing this event in real time. 1:12 seconds goes by fast.

[@philgiglio7922]

Ask Sully

[@madmikemackas]

Extremely fast reaction time and great job flying the plane while knowing where you’re going. I mean, wow. Grade A . It never fails to amaze me how quickly these things unfold and how fast it can all be over without a proper reaction. Great job, honestly. Happy for you

[@tatyonajoyea6952]

The best part about this is that you stayed calm. I know that over the lifetime of our flying days, there’s a good chance that some of us will get to see the ground from that high up, in a very quiet airplane. I hope my experience goes as well as yours did.

[@ezanchi5422]

Hopefully that will be an electric airplane and not an ICE airplane 😅

[@tatyonajoyea6952]

@@ezanchi5422 I’m not afraid of forced landings. They’re really easy to do if you know what you’re doing.

[@ezanchi5422]

@@tatyonajoyea6952 you can control the aircraft, but you can't control what is below you! There can be any number of obstacles you may not be able to avoid.

[@tatyonajoyea6952]

@@ezanchi5422 I would never fly over mountainous terrain or an ocean. I can control where I take the aircraft. I should also mention that I live on the bald ass prairies and the only forest close to me has hundreds of lakes, ideal landing zones.

[@enriquegutierrezkln9]

I’m glad to see you came out of this one in one piece. Well done. Same thing happens to me back in 2018 but I was surrounded by a big tropical forest around a small runway and the result was a fragmented pelvis,14 days in the intensive care unit, lost a lot of muscle tissue on my left leg and now I can barely walk but I’m happy to be alive. Good job

[@g60force]

damn Pablo Escobar is gonna be pissed ;)

[@pauljohnson6035]

We study engine-out procedures so much, but your video was the best I’ve seen to show what it really looks like, sounds like and how dramatic it’s gonna be when it lets go. And how quickly you need to take action! If it ever happens to me, I’m better off having seen your event and how well you handled it. Thank you for sharing!

[@joycethomas8868]

Great save !! You kept cool and stayed alive. Airspeed….airspeed…airspeed. I hope the repair don’t break the bank. Cheers from Akron, Ohio.

[@sanderruscigno]

That's why is important to be prepared for any emergency... I'm glad to see you were well prepared, great job captain, and remember to keep the blue side up.

[@RodsteinFL]

Great job, Edward. So much for “never turn back” and “always land straight ahead”.

[@RichardWarren-z4g]

One guy getting lucky doesn’t mean it was the right decision. Land straight ahead. The odds of survival greatly increase.

[@robertdell4612]

The runway he landed on was in a very convenient position. To land back on the take off runway he needed another turn and he wouldn’t have made it. What would his options have been if he’d been taking off in the opposite direction? Great flying Edward!

[@gmcjetpilot]

Your immediate lowering the nose and turn back (left not right), maintaining airspeed saved the day. Agree turn back to airport is often not a good idea but NOT always a no no. That is a whole debate and no one right answer, depends. It worked out well this time due to runway 8 saving you another 80 degrees of turning. The partial power you had right after initial failure helped. Great job.

[@dr_jaymz]

You can see that it only just had enough energy to make it and a slight variation and it would have been before the fence. As you say its all about the exact conditions. Its very difficult to tell from gopro wide angles but I'd have been thinking about that land just outside the airfield because our plane has a lot less power to start with and it doesn't glide has well as his neither!

[@Mikinct]

@@dr_jaymz Plus the winds may have helped if they were strong winds that day could've easily pushed the plane a little further closer to the runway. Secondly, you said your plane is a STOHL kit added to it? my guess is with that configuration your planes able to fly a lot slower than typical GA planes do and that may have help safely return back to runway, meaning your stall speed might be lower with that kit. Plus you still have 20 degrees of Flaps in that gently brought you back. Or did you raise the take off flaps. I probably wouldn't have lowered the gear until you have no more turns left and straight onto final approach. Why, it typically adds a lot of drag and slows plane down lowering ability to make it to field etc. Great Job What type of plane is this? is it turbo charged, pressurized single engine plane?

[@someotherdude]

What about not lowering the landing gear until later? Wouldn't that help significantly? Looks to me like he barely made it back. I feel extreme dread just watching this, never mind actually doing it! Too much to go wrong. Proper engine break-in should be done on the bench it sounds like, not in the airplane, and it sounds incredibly fickle, which makes it another 'nope'.

[@gmcjetpilot]

​@@someotherdude You make two great points..... and in the famous words by a great philosopher...... NOW YOU TELL ME? Ha ha good point, delayed gear extension and run engine in test cell. Agree. However most "field overhauls" are broke-in on the plane with ground runs and in flight. Most shops don't have test stands or test cells. Only the big overhaul shops do it in a test stand or cell off plane. You cam do ground runups in the plane but you need big air blowers or air movers to keep the engine cool. That is why they do min ground runs and get the plane in the air. The engine can get full cooling in flight vs on the ground. Clearly something went wrong with the lower connecting rod. Did they forget to torque it? Also the ground runs were minimal. However 1000's and 1000's of overhauls are done without issue every year.

[@gmcjetpilot]

@Fidd88 Great point. Ground speed is so critical when you crash. Higher the speed the more energy. If there is a strong head wind on takeoff landing under control at min speed into the wind will minimize your ground speed and impact energy.

[@dmalcolm24]

Retired CFI here. Edward you did a good job getting that airplane on the ground. Going back was the wrong response, but since you made it work, it was correct in this instance. I think you did several things absolutely correct. You kept your head in the situation and let your training guide you. Somewhere along the line you had at least one really good instructor, and you paid attention and learned. Good for you.

[@colinwallace5286]

I think that’s where airport familiarity and practice come in. He didn’t spend any time thinking about it, just got lined up on the other runway. Even if it hadn’t worked that way, at least he stayed over the finished terrain of the airport, which beats anything built up or populated.

[@dixienormous3262]

Luckily the runway configuration allowed you just enough altitude to land safely back at the airport. If that was a single runway or parallel dual, the outcome would be much different. I just about had to change my boxers after watching, so I can only imagine how you felt. Great job in continuing to fly the plane and getting that immediate turn back required. Well done sir!

[@miketully9905]

Well handled. Kept your cool. Kept thinking. Took a bit of a risk with that turn, but you committed and then executed flawlessly. Well done.

[@superbmediacontentcreator]

I was very impressed that from the wing camera, your reaction was to get the gear down... good first reaction...

[@martinrice6541]

Ed this is one of every pilots greatest fears. I think you did a fine job handling the emergency and we’re all grateful of the outcome. I really appreciate your humbleness to post this footage and I can guarantee that I’ll be thinking about it during run-ups in the future!

[@jettajake001]

Good job at handling the emergency. At first it looked like you didn't immediately put the nose down but after rewatching a couple times it looked like the reaction was fast enough when you dipped it that it obviously worked out for you. The outcome was as good as any pilot could ask for. Well done man.

[@harveydent7559]

Incredible. What altitude were you at agl when you made the turn? I saw an faa vid recently of some folks pulling off the 180 at 500 or so ft agl but it depends on your aircraft climb rate and glide slope obviously. If you have a super fast climb you will be too far away from the airport to make it back, etc

[@grumman38]

Sometimes, depending on airspeed and aircraft performance you may initially want to pitch up and then lower the nose as you approach best glide speed. It looks like that is what this pilot was doing. Well done!

[@GulfCoastTim]

Scary to lose an engine at anytime, especially in a single engine right after takeoff! Nice job getting back on the ground safely.👍

[@christopherescott6787]

Calm, and collected. Fully focused on flying and handling the aircraft. So professional indeed.

[@4321grp]

Edward, 1st of all is that you're blessed to still be alive; I'm a retired A&P mechanic and newly overhauled engines don't just fail for no reason, There was a mistake made somewhere, either someone didn't follow exactly the engine maintenance manual step-by-step, or rarely, a new part was defective from the factory; The truth will come out.

[@timarnold9969]

WOW! As a pilot of fifty years, CFI, CFII, MEI, ATP, DPE and military, that’s the best flying I have ever seen! Great job!

[@spencerneilsen7047]

Nicely done. I can’t imagine how stressful that must have been. Glad you’re safe!

[@PA46TP]

Excellent job getting back on the ground. Two constructive criticisms from the comfort of my couch: (1) you should wear a shoulder harness always, especially on a flight like this. It’s a good thing you didn’t need it but it could save you from a painful encounter with your dashboard and even save your life. (2) Maximize your energy - Wait until you have the runway made to put the gear down - next time you may be burning energy which may make a difference. All in all good aviating and good outcome. Congratulations.

[@diganwhisky.uruguay]

Yes and no. The harness may provide a bit more protection, but it also makes it more difficult to exit the aircraft, as you have to unfasten 6 belts, which may be a problem if there’s a fire or any other time critical emergency

[@TRPGpilot]

@@diganwhisky.uruguay 6 belts? You sir are talking utter nonsense . . .

[@PA46TP]

@@diganwhisky.uruguay Sir - I don´t know what you base this on, but I don´t think anyone in the aviation world would need to debate the benefit and reason why seat belts and especially shoulder harnesses should be worn in an aircraft. In fact, on jet aircraft and aerobatic aircraft you have 5 point harnesses (have never seen a 6 belt harness), and they are not only required, it would be foolish (to put it lightly) not to use them.

[@diganwhisky.uruguay]

@@PA46TP I suggest you to read my comment before posting. I never said that neither harnesses nor seat belts should not be used. If that's what you understood, then you're seriously lacking reading comprehension skills. He's flying a Cessna 210, which is neither a military, jet nor aerobatic aircraft. I just said that harnesses could end up doing more harm than good on some scenarios. For example, if his airplane had caught fire, which was very likely to happen since there were all sorts of fluids around the engine, the evacuation would have been a lot more complicated. Those extra seconds it takes to unfasten the harness compared to a seat belt can be the difference between life and death. When facing a stressful situation such as this one, some people may not be able some easy activities, such as unbuckling a belt or opening a door

[@PA46TP]

@@diganwhisky.uruguay First - my responses were not meant to offend you which apparently I did. Second, you said seat belts make it difficult to exit the airplane as you have to unfasten 6 belts. I don´t have reading comprehension problems - there are no 6 belts in a C210. It´s a lap belt and a shoulder harness - you can clearly see it dangling behind the pilot in the video. Second it takes no time to unfasten them, and they are there for a reason. Assuming you are safer not wearing a seat belt AND shoulder harness during an accident because you are worried about the egress does not make sense. No offense.

[@oracle427]

5:50 "By adjusting the propeller... I mean by adjusting the propeller" lol. Great job dealing with the emergency.

[@jackgreeson8509]

I’m impressed at how calm you stayed. Great landing.

[@thepianoman1010]

I was always taught to NEVER turn back to the airfield/port in the event of an engine failure! This is a classic example of where general advice isn't ALWAYS right! It looked like you had a field option or two though during that l/h turn ... The crosswind turn woulda been at around 700ft .... Nice one!

[@thepianoman1010]

@TradeTop That's a very opinionated claim you make! ... *In your opinion* .... If you were taught to return to the airfield after an engine failure, it is perhaps yourself who was taught wrong if you believe that from 1,000ft it is wise to do so. First, you will have probably taken off with a headwind. If you make a return to the runway, you'll now be faced with a tailwind, which increases your groundspeed and rushes your ability to fly a safe approach and stop on the runway. There's not a lot of margin for error with a strong tailwind (assuming you can actually make it back to the runway). If there are suitable landing sites ahead or a little to the left or right, they should be taken in my opinion. The FAA have stated ... *_"Rather than returning to the runway, the FAA advises "it is safer to immediately establish the proper glide attitude, and select a field directly ahead or slightly to either side of the takeoff path."_* ... and I agree with them. The New Zealand Aviation Security Sevice say the same thing. *_The aeroplane is usually heavy, slow, low and in a nose-high attitude. These factors combine to provide the least amount of height, and therefore time available to respond to the emergency. Successfully managing an engine failure after take-off is dependent entirely on efficient use of the time available. The common practice is to limit the choice of landing site to no more than 45 degrees either side of the nose; a simpler and more realistic choice may be to choose anything in the windscreen. Do not turn back to the runway. A successful turn back to the runway is beyond the capabilities of most pilots."_* Landing ahead or thereabouts, will not involve an urgent 180-degree turn where a stall can quite easily occur when considering low-hours pilots in particular, so this risk is removed. You will have more time to do the checks which could possibly result in the engine being restarted. Returning to the airfield would involve a lot of concentration by the pilot and he will be short of time. Checks that could possibly result in an engine restart are, switch fuel tank, check fuel pump is on, check mixture is rich ... if it is, adjust it to see if any difference is had, check primer is locked and apply carb heat. if enough time switch magnetos to L and then R and then back to both. If prop has stopped try restarting after each of these ... IF TIME PERMITS! In my opinion landing ahead, or thereabouts (see above) gives the pilot some extra time to do these checks and without the need for a rushed 180-degree turn and as said, no possibility of a stall during the somewhat hurried 180-degree turn. So ... we disagree.

[@thepianoman1010]

​@TradeTop Well, that is your opinion, why say that it isn't? I have no problems with the prospect of making a forced landing into a suitable field and I'm very confident that all on board would walk away from it unscathed. You seem to not be as confident. Perhaps you weren't trained correctly. A fellow aviator friend of mine learned to fly in the US and when he tried to hire a plane here in the UK he wasn't allowed to and had to have a certain number of hours of instruction in order to qualify for UK PPL status. You have made no comment on the possibility of an engine restart after having the time to complete the checks I listed and you don't consider the low-hours pilot who may attempt the 180-degree turn and end up stalling the aircraft because he is trying not to lose a lot of height in that turn, so slows the aircraft to stall speed. As you may know, the inner wing in any turn will always be the first to stall and once it is stalled, it's goodnight! An ex-colleague's brother who had a commercial licence (he towed banners in a 172) was killed when performing the 700ft climbing turn on climb out when he took his eye off of the ASI ... he stalled the inner wing and there was obviously insufficient height to recover from the ensuing spin. You totally ignore what I copied and pasted from the FAA and the NZ site ... You seem the type to only consider YOUR point of view and who refuses to take on board any other relevant information. So, it's best to now repeat that I disagree with you and for the reasons already stated, and to bid you adieu.

[@thepianoman1010]

@TradeTop It is clearly your opinion ... and I am tired of this discussion now. I've tried reason ... I've explained each point to my reasoning but it has fallen on deaf ears. I will end by stating the obvious ... there are times, depending mainly on the geography, when returning to the airfield is either the ONLY choice or is by a long way the safest ... these situations are rare however. One airport where this is the case is London City Airport (EGLC) ... a friend of mine flew 737s for Ryanair out of there and he said he'd have to go for the River Thames if he had both engines fail at a certain height ... We discussed the extreme unlikeliness of such an event along with this and my view remains the same ... river ditching very likely to fail when we look at the sharp U shaped bend and other bends in the river at that location. You are completely wrong where you say, *_"And every pilot from every country need to qualify to fly in another country, not just to go to UK, come to Brazil and you'll need to do everything from zero."_* Where did you get that idea? Are you saying that no pilot who isn't Brazilian has ever flown for a Brazilian airline? I needed to sit an air law examination in Yonge Street, Toronto in the late 70s in order to be able to fly a Piper Warrior (C-GPHQ) from Brampton airport in Ontario. I needed a 75% pass mark and got 83% so I could fly there ... I did need to take a check flight at Brampton flying club also. It will be the same in Brazil ... You are wrong again! Anyway ... bye!

[@thepianoman1010]

@TradeTop Oh, dear ... out of arguments I see. Funny ... but here is a great video for ya! I tried to post a link but my post failed to go live ... type this into KZbin Emergency Operations - Engine Failure After Takeoff (I've already commented on the successful return to the runway as we saw in the video!)

[@shable1436]

@@thepianoman1010 you got trolled and didn't know it

[@John_Freas]

Well flown Edward. Glad to see you and the plane back on the ground safely. My only thought is not about turning back or putting out the gear, it's that shoulder harness stowed over your shoulder. Had you been forced to make an off runway landing, that could have been the difference between life and death, or at least a smashed face. I know they're not the most comfortable, but I've seen people walk away from crashes that would have killed them if it weren't for the harness, and even a low energy crash can put your face into the glareshield. Just thinking about you getting home to your family. Well done on the flying, your energy management was outstanding.

[@Pantdino]

I noticed that too. Shoulder belts are important.

[@57Jimmy]

Reminds me of a friend, his wife and three kids in the mid 80’s that got into a death valley with no way out. He put it down in a forced hard landing on a logging road. He, along with his wife and two year old child who was in the middle back seat, died when they went fwd and broke their necks on the dash. The two yr old simply slipped out of the seatbelt and the parents only had lap belts on. The two others walked away. Damage? A dent in the right wing from a tree. The engine was still fully operational and no other damage. So, so sad…and totally avoidable. He had only accumulated about 250 hrs and thought he could go from Trail BC to Calgary Alta. Seems like but yesterday😞

[@bradrobinhancock8491]

@@Pantdino "Shoulder belts are important" More than that - they are *required by law* during taxi, takeoff and landing for all essential flight crew. See 2022 FAR/AIM 14 CFR, Part 91, Subpart B, 91.105 (b) [page 191]. Aside from that, congratulations on surviving the "impossible turn"! One benefit of some other aircraft is that they have an easy tactile difference between the throttle/prop/mixture knob. Making the same mistake twice within such a short flight is an indication that more attention to detail may be required.

[@jeffreynolds3848]

Yep, ask Dan Gryder...

[@flyboycpa]

@@jeffreynolds3848 or don't. I can't stand that guy for his finger-pointing, self-promoting, egocentric individual.

[@christopheraust]

Wow, what a great documentation of an engine out on takeoff. We all train for it. Few of us will ever be faced with it. I think you did a fantastic job. Watching you recognize that you were getting slow and then immediately pushing the nose over was watching good awareness and good training in action. It could be argued all day whether or not a turnback was the right move. In this case, you not only walked away, but rolled out safely with no damage to the airplane. Luck? Certainly a little, like in all things in life. But definitely skill and good training won this day for you. I fly out of KLVK. I purchased a Cessna 320F in July. It's still stuck in maintenance 400 miles away finishing up an extensive annual and major engine work on both sides. I will finally be going to retrieve it sometime in the next week or two. Losing an engine in a twin is obviously different... could be better... could be worse... depending mostly on altitude AGL. I've been planning my takeoff and departure from the Los Angeles area based on a scenario where I lose both engines (anything could happen after a long maintenance stay). Watching your video got me much more focused on my upcoming takeoff and departure. Identifying potential off-airport landing spots (not many in the LA basin), 30 degree turn immediately after takeoff, circling above airport to gain altitude before departing the area, trying to always be within gliding distance of a landing strip, etc. All of this within some of the most congested and controlled airspace in the country. I'm looking forward to it, but it definitely puts training and preparation to the test. Hats off to you Edward. Your result was flawless to my way of thinking.

[@plzezz]

My gosh just seen this. My heart jumped when I saw your engine completely quitting. What a recovery really well done.

[@vivekvk452]

You are a hero man!!! 1) It actually takes a few seconds delay to actually realise what happened but you reacted very QUICKLY by all standards. 2) The course reversal that you did is also called as the impossible turn by many instructors but you not only made it but you also did what is called a checkride landing perfectly on point and on the center-line...........

[@MillionFoul]

Good work man, and congrats on making it back to the paved runway. I know you said that was a bad choice, but you were fortunate enough to have the energy to make it and I'm glad you prevented a stall/spin situation. A damn smooth landing under the circumstances too.

[@DeltaMikeHeavy]

That was amazing! Hats off! How quickly and precisely you reacted in this emergency. Everything processed one after the other. Nose down, gear down (I would have forgotten that), a very calm return with little bank angle... Just perfect! Congratulations on your second birthday!

[@NikosWings]

Great job keeping your cool and reacting fast. Sorry about the trouble and hope you can fix it soon.

[@peterandkodiak9762]

Incredible flying Sir! You remained calm, focused and flew the plane. You saved your life! Much respect! Excellent video content! A+

[@scottsarchitecturehildebra1761]

That was a wonderful save! Good job on the discipline of nosing it down to increase speed. Glad you are still here!!!!!

[@ph-scprv9113]

Excellent reaction, no hesitation. Great job. I had the same thing happen to me in a RV9/O-320 and performed “the impossible turn” too. Once again, excellent flying skills and it shows how you react in stress. Good for self reflection !

[@Kevlux86]

Amazing job, man and excellent example of staying cool, pitching down to keep your airspeed (and life!!), and being in control of your situation. Damn. One thing that can’t be simulated are those engine noises - THAT is something serious to push past in my mind. Thanks for your example and good luck as you fix the issues. So sorry in the meantime, that sucks.

This video is important for those just starting out in aviation, in the school we learned to land ahead with a crash right after takeoff, but I always believe in the judgment and skill of every aviator. Congratulations on making it back and making an amazing landing. I love flying the Cessna 210, it's a delicious plane. Ricardo Beccari Sao Paulo- - Brazil

[@JimBronson]

My wife is Brazilian and also uses the word delicious in ways us English speakers would not normally use it. ;)

[@friendlyreptile9931]

People call it the impossible turn but is it not. You need to know how much feet u trade for a 360° turn while engine is off and you are good to go. Why 360°? To land where u started, you need to do a 270° turn to one side and than 90° to the other side to reach the runway you started from. If you know how your plane performes in that case and you lose your engine like we see in the video, you can instant decide if you will make it back to the airport.

[@chrisholt2474]

Wow, that engine is a mess, well done fantastic airmanship. 👍👍👍

[@WillSatchwell]

This was a superb and very well executed save! Quick thinking and calm response. Be proud man!

[@bill832]

Well done - you nailed it! In hindsight keep the gear up longer until you are 100% sure you will make the runway.

[@romankalinchuk2750]

I was thinking the same, if you're further, keep the gear up till before touchdown. But this worked out great

[@Virtualmix]

Great work, seriously. I can only hope I would react so well in such situation.

[@beovp91]

GREAT VIDEO The last part of the video showing clearly how you respond to the controls was the most instructive for me. You were absolutely 'surfing' the plane at that point. Just working to get the plane around, and simply reacting to the way the controls 'felt'. I own/fly an arrow, and we (my instructor and I) do engine failure on Take Off from time to time for this very reason. I feel that its never enough training. The most we can do is hope that our muscle memory kicks in and we get the NOSE OVER.... FAST. Thank you for taking a very expensive flight and using the video to hopefully a Life Saving Video for the rest of us. N32693

[@originafreerangechicken]

Thanks for sharing your experience. I’m glad you made it.

[@martinlawn]

Well done. Excellent handling of a blown engine after take-off.

[@markthompson8295]

Hey Ed you were amazingly calm when the engine failed both times. One in the air and just before you landed. I agree with one of the comments below, engine failure is one of my biggest fears. I don't have a pilot license but moving towards that goal. Great video and I can only hope to handle a engine failure as calmly as you did. GREAT JOB!

[@ScottsSynthStuff]

It only failed once. At that point it was just windmilling, until he slowed down enough that it stopped completely.

[@teambands5901]

First off I'm glad you didn't die and did an excellent job of controling your energy and getting the nose down to make it back, just barely! Now about scaring your mother you are in big trouble for that and will hear from her later today. Sorry about the engine but glad you didn't get broke most of all. Looks like you didn't have to change your pants either cause you were puckered up real tight and focusing on the important stuff like not making a smoking hole in the ground. I might have opted for the road while I still had the time but I was not there and am proud of the way you handled things. You still have to deal with your mother though so have the good scotch ready!

[@gmcjetpilot]

13:30 Turning LEFT and diagonal runway 8 from departure runway 30 saved the day. Right turn or no Rwy 8 you'd be screwed. 13:32 Expert mechanic says "Well here's da problem, connecting rod suppose to be inside" then chargers $150 diagnoses fee, 13:50 Thank goodness for the data plate holding the engine together.

[@waterheaterservices]

HAHAHAHA

[@willswalkingwest7267]

I think you handled that brilliantly. I hope you've gotten things straightened out. Thank you for sharing.

[@bastifly6902]

One of the best videos on KZbin to showcase multiple angle and how good you solve the situation!

[@shable1436]

Yes and he had several angles, multiple cameras going to catch everything. This is an important video for every pilot

[@loriw2661]

Wow, that had to be pretty damn scary. You handled it soooo well!! A testament to your flying ability and training. Well done, sir!!

[@BFlyer]

Nicely done. For those who will face this in the future, be careful of cross controlling on the turn. There is a touch of that here. Inside rudder and ailerons against the turn. That’s a skid and if you get slow, how you end up stall spin. 10 000 hrs mostly airline but a bunch of light time as well.

[@arnavnair7524]

That’s honestly a beautiful track log. I would get that framed and hang it up on a wall. Great execution. Runway placement of 08 was very handy for that impossible turn to work out after t/o from 30.

[@aviacaoesimulacao]

One of the most impressive aviation videos I've even seen. Thank you for sharing. I must show this to a friend of mine that has thousands of hours in the 210. Bravo!

[@thecman26]

Dude! You gotta have ice in your veins! Handled that stone cold perfect without even a hint of indecision! 10/10!

[@michaelroloff2804]

First of all, it's wonderful that you got back on the ground safe and sound! It probably couldn't have been much better! You seem calm and level-headed ... that alone is worthy of all honor! Chapeau! As far as the technical aspects of aircraft engines are concerned, however, I am always amazed at the anachronism that still prevails in so many details. Glazing honing through carbonization ...? This is really awesome and actually from the day before yesterday. I find it difficult to explain why so many facilities, components and operating supplies on aircraft are still so antediluvian. Sure, the inventory of old aircraft is large and hardly any engine manufacturer would like to take money into their hands for the expected small numbers. It is better to build on the technology of the 40s and 50s of the 20th century ... In spite of all this, multigrade oils with modern filtering and modern pistons with steel piston rings (instead of gray cast iron!) Could be used relatively easily today so that you do not have to completely redesign everything. One or the other percentage point of efficiency in operation would certainly also be found, not to mention safety and longer operating times.

[@FairladyS130]

Yes, and those ancient designs are inherently more prone to problems compared with any decent modern engine which has them designed out. ICE engine failures should be virtually nil these days.

[@Petruss580]

What a pilot should do! Keep calm, good judgment in an emergency. Thanks for sharing your experience! Check the life and tolerances of the connecting rods! 👍🏻

[@joelgarrard]

Yo! First let me begin by saying I love aviation and wish I knew how to fly. As an objective observer I've gotta say you did an amazingly incredible job getting your aircraft back down to the ground safely! Awesome video brother!

[@Slayer66642]

Superb handling, focused and without any stress movements. Well done

[@nothanks1368]

Glad you’re safe bro. Nice job. Slow is smooth, smooth is fast.

[@ooglek]

Wow, Edward. Holy crow. Excellent save, excellent emergency landing. That. Was. Amazing. I'm sorry about the conditions you were forced to do this in. I'm extremely impressed.

[@deltadeltas4558]

To inject some levity after the fact (outstanding piloting by the way).. had you taken an early taxiway turnoff you may have had enough energy to return to your hangar and get out of the airplane like Bob Hoover.. really nice job.

[@robertartac1853]

Hey, awesome job on the "impossible turn". A few takeaways: 1) you constantly evaluated the situation and arrived at a successful outcome 2) you know the airplane well enough to estimate its performance, both powered and gliding especially for your relatively low time in type 3) you were prepared and had planned for the potential engine failure. That's what saved you. People will Monday morning quarterback stuff to death, especially those with lots of MS Flight Sim time. I've logged over 1500 dual given, 4 jet types, and 8500 bours and have lost engines at gear up before. You did it right. Nothing negative to say. My only question is who is the reincarnated pilot soul you have? PS: Earned my PVT at KSQL. Sky Kitchen for breakfast and say hi to the Rabbits when you get fuel. You'll know what I mean when you go there. Loves me some Bay Area flying! PPS: We just had major fuel system work done on our jet and are about to launch from LA to Hawaii so you bet we're primed for contingency plans!

[@ClarityOpaque]

I’ve been practicing with MS flight sim a lot before I decide to head to flight school, what exactly do you mean? Im just wanting to be prepared.

[@rangelso]

the turn is still "impossible" since he landed on a different runway from the one he took off from

[@shader26]

@@rangelso still, a 140 deg turn, instead of 180, but that 40 deg. Less certainly must have helped.

[@derkazar7145]

And that's how it looks when you don't let your guard down with the routine. Amazing job!

[@deletedforprivacy1948]

There are two types of pilots. Those who've had an in air emergency, and those who will have an in air emergency. I only hope that when my turn comes, I will have the same presence of mind as you demonstrated here. Nice work.

[@bks252]

I’d say you had excellent situational awareness and you did what many aviators fail to do first and that’s aviate. You never stopped flying the plane. Sounds easy but it’s not. I will agree with others about the shoulder harness. Great job. Glad you shared the video.

[@whaledriver5457]

The Continental overhaul manual calls for a run on a test stand before flight. If that wasn't done and the FAA looks into this your mechanic might be in a bit of trouble. Good job on handling the emergency. As an airline/ATP guy I hope I do as well as you in my Bonanza if I ever lose one after T/O.

[@jsteiger2228]

Connecting rod end cap was for sure not tightened properly. The mechanic is in (financial) trouble regardless.

[@erichboese7209]

While doing an initial break-in on a test stand is nice, it’s not a requirement by the FAA. The vast majority of engine break-ins (especially field overhauls) are performed just as demonstrated in this video. Assuming the conn rods were sent out to be checked for cracks, the first thing that comes to mind is the torque on the rod cap nuts. Continental used to use castle nuts/cotter pins on nearly all conn rod bolts and more recently switched to a lock nut that requires more torque. I know of a failed major overhaul in a big bore continental where exactly that happened. Mighty expensive mistake. Engines can be fixed….people not so easily.

[@utah20gflyer76]

I thought it sounded like he just had an IRAN done on the lower end of the engine. So maybe Overhaul standards don't apply since it may not have been considered an overhaul?

[@JimBronson]

@@jsteiger2228 you can't infer from any of the information that is given here that the failure point is the rod bolt.

[@JUANPABTS]

what a great job you did bro. congratulations. Greetings from a Chilean Pilot from Santiago

[@jonscott8493]

And you got it clear of the runway. Excellent airmanship.

[@xjet]

and that's how the time/failure bell curve works.

[@originafreerangechicken]

Fascinating subject. I have loads (30+ years) of experience in preventive maintenance at the tech level. It’s been an absolute LOL adventure.

[@adzythepwcblokeinaustralia5467]

Conrod bolts either came loose from not being tightened correctly or reused rod bolts failed when they should have been replaced ? Great recovery mate ,very cool under pressure and made a great choice .

[@frigglebiscuit7484]

i think the rod bearing clearance was too tight.

[@rescue270]

Doubtful that rod bolt failed due to reuse. Reuse is not recommended but I've known a lot of them that have been reused and I've never seen one that was reused fail in a Continental 520. Continental will not consider the engine to have been overhauled if rod bolts are reused so I am pretty sure new bolts were installed. I suspect they used the later-style "Spirallock" nuts on the rod bolts. These nuts require a higher torque than the earlier-style cotter pinned castle nuts due to the locking feature machined into the Spirallock threads. This torque is not indicated in the overhaul manual. For years this torque was only indicated in Service Bulletin 96-7(*). Nowadays it is also in the Continental Standard Practices Manual. If the torque listed in the overhaul manual was used instead, the rod nuts may not have locked securely and one may have backed off. Either this or one rod did not get torqued.

[@TailHeavyProductions]

Amazing job. Kudos to you for staying cool headed, keeping the wing flying, staying coordinated, and proving the armchair NTSB nay sayers wrong (even if it wasn't quite a full 180, you still made it back and with a turn). I think it's important that folks know that most planes can do this turn under 1000 feet above the ground (600 in your case) more than easily. I'm in no way suggesting that under 1000 feet works for every plane, though. It's a really good thing to practice at altitude so you'll know what your limits are with the plane. Next time you go up - give it a shot at altitude. Find what your minimum turn back altitude is and keep it to memory and add buffer if needed depending on the scenario. The biggest road block to doing it successfully in real life is making sure you're ready mentally (always include what you'll do when the engine fails on the upwind during every takeoff briefing). Startle factor could kill you. Being ready the same way a sharp shooter is to pull out their pistol and fire the 180 turn to the runway could save your life.

[@Rover101]

He did his best but the flaps were still at 20% the whole time. That was brave I thought

[@TailHeavyProductions]

@@Rover101 That really didn't matter - he unloaded the wing once the engine failed and kept flying it. The flaps can be anywhere, flying the plane is what kept him alive. (Yes, I understand that flaps being in different positions will have an effect on the glide ability, but it's all scenario based).

[@ErickArruda1000]

Congrats... Happy that everything ends fine... You had a very quikly and appropriated responde to the emergency...

[@johnnybgood8779]

Holy crap……….that would be my response. Great recovery. You are one lucky son of a gone. Wow. Great video. I remember when with my instructor the engine quit during a hot and humid summer. He took control and recovered the engine. You never no. I was 17 at the time.

[@brianholcomb6499]

You did a great job landing the plane ✈️ without incident! 👍🏻👍🏻👍🏻👍🏻 I don’t know who rebuilt the engine, but I’ve built 100s if not more! The only way a connecting rod fails so quickly, is if the rod bolts weren’t torqued properly & or rod was installed backwards! Basically rod chamfer facing in towards other rod & not towards crankshaft! I know you have to find a new engine now, but if it’s built correctly you should be able to ground run it without harm, as long as it’s not idled a lot, which shouldn’t be done with any new engine! But remember you have a prop on the engine which causes slight load! So don’t be afraid to run it, pull the valve covers after & make sure it’s oiling properly, & do some taxing tests! Cylinder glazing really only happens with synthetic oils & long periods of idling, which all engine break in oils are made from petroleum! So if it’s built correctly with a good break in oil you should be fine for ground testing! Good luck & I’m sorry you have to go through this! But when the rod cap comes apart that quickly, it’s usually due to not being torqued! Don’t let anyone BS you!

[@modelleg]

My thought also is that the rod bolts were not torqued. They replace them with new on aero rebuilds. I would imagine.

[@jamesfranko5098]

How do you know what failed?

[@Agislife1960]

That one con rod that was sticking thru the case was missing a cap and yet the threads on the bolt didn't look messed up, Im, saying your mechanic didn't torque all your connecting rods correctly, in fact I believe he left that one specific con rod loose.

[@donaldcleveland6414]

No question about it someone didn't tighten a rod bolt.

[@TheReadBaron91]

Wonder if it was a cheapest bidder situation…not that all the cheaper guys are bad, but you generally get what you pay for. Not bashing the owner/poster, everyone has a budget.

[@MattLundquistVW]

That bolt is the cylinder hold down bolt not a rod bolt.

[@Agislife1960]

@@MattLundquistVW One picture is a con rod without the cap, sticking thru the case

[@Agislife1960]

@@TheReadBaron91 You're quite correct, even the factory makes mistakes.

[@tap0019]

Was that the famed impossible turn? What was your altitude when the engine died? You actually looked pretty well under control during the whole emergency. Well Done Sir!

[@MrSnicklesnickle]

I’t wasn’t a full 180, there was a cross runway he used. Don’t get me wrong, he did a great job. Just be careful of ‘the impossible turn’. Know your aircraft and practice the turn often before having to attempt it in real life

[@RoBert-ix6ev]

@@MrSnicklesnickle He took off on rwy 30, landed on rwy 08. it was a 220degree turn...very well executed!

[@Cairannx]

Lots of GoPros. Engine failure. No chutes and no bailing out... Well done Sir!

[@user-xz9hu4rd2v]

With 13,000 hrs in the air both military and civilian, I don't know what I could have done better, well done. I hope you went to church that afternoon and thanked Baby Jesus for those extra 5 seconds of engine power that made possible that 'impossible' turn.

[@cpy]

First of all, great job staying calm and flying the airplane, especially managing your airspeed and fighting the urge to pull back. A few observations/questions:: 1. Do you use checklists? If not, consider doing so. The statistics are really clear that humans make mistakes, and checklists help us catch items we are missing. We might even be normalizing a mistake and not realizing it. 2. Do you perform a takeoff briefing? You seemed to be taking your best guess (luckily it worked out) when it happened, which means you didn't go over this scenario before takeoff. I say this after the run-up on every single takeoff. An example for me would be "I was cleared to taxi to runway XX, I see runway XX. Winds are Y @ Z. Normal takeoff, staying in the pattern and will be making [L/R] closed traffic. Any abnormalities on the takeoff roll I will reject. Once airborne, if I have available runway with an issue I will try to put it back down on the runway. If no available runway: under 800 ft (or whatever you determine) I cannot make it back and will make shallow turns, going for one of the fields. Over 800 ft I will be starting my [L/R] turn to the pattern, so I will continue this turn back to the runway, declare an emergency and take a taxiway if I need it." Also go over any procedures you need to do. 3. What is your decision point for putting the gear up? It looked very quick, and I think you still had available runway. Consider a failure with available runway, you would want the gear down. Consider only putting it up when with no available runway.

[@TheEdwardFrye]

I do use checklists, it's sitting on my right knee. I am the first to admit that I am bad about verbalizing the checklist and briefings. My pre-takeoff emergency briefing is: - If anything happens on the runway, cut power stop before the end of the runway. - If I lift off and there is runway left, reduce power settle back to the runway - If I reach crosswind turn AGL, I'm going to try for the crosswind runway I say this out loud depending on which people are in the airplane. I say it in my head EVERY time. For this flight, I've been briefing it a couple times a day in my head for a week. The decision to pull the gear up was an attempt to get the airspeed up to keep the cylinder heads cool since this was the break-in run.

[@crfdln]

@@TheTheglobe I doubt it.

[@cpy]

@@TheTheglobe yes, why

[@h2oski1200]

@@cpy lol flight sim isn't a real pilot. or maybe you're a 5 hour student pilot. the dude literally had seconds to get down safe, there's no one on the planet that's gonna take out a checklist in his situation, please.

[@cpy]

@@h2oski1200 oh no, a sim pilot is mad at a me, what ever am I going to do 🤡