• Published on Jan 19, 2022
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Comments • 266

  • HeliBob
    HeliBob 4 months ago +71

    You were talking about seven to 12 seconds reaction times after an engine failure. You were also saying earlier that you are going to get your helicopter license later this year. Believe me, in a helicopter you've got about one second before things become unraveled very quickly! If you've ever wondered why helicopter pilots sometimes seem a little jumpy, that's why! That also explains a lot about helicopter pilots in general! LOL!

    • Kirby 555
      Kirby 555 4 months ago

      @brodric j p

    • Miles Barber
      Miles Barber 4 months ago

      Yeah that’s what I’m

    • Mister Fи
      Mister Fи 4 months ago

      @LP D I didn't have a US medical helicopter accident approval, I was more shocked (surprised, amazed) that the donor heart was not destroyed in the complete destruction of the helicopter. about "mi", very often I heard that in the event of a serious failure and subsequent fall, at the moment of collision with the ground, in most cases, passengers died from an instantaneous fire. But that's my personal opinion, I could be wrong of course. I absolutely agree with the first part of your message about service, spare parts, and crew skills.

    • LP D
      LP D 4 months ago +1

      @brodric j well said, there are a lot of variables. The no warning power loss scenarios are much less likely than the cascading failure mode.
      We teach both and every aircraft has specific limitations.
      Training has also changed over time for crews to fly with what is working rather than getting task saturated solving failures. Good real world training is so important. Fly safe.

    • LP D
      LP D 4 months ago +4

      @Mister Fи safe helicopter has everything to do with good parts, good maintenance and competent crews. I have flown in and operated many different types, including Russian Mi 8/17. I would happily fly my family in those machines.
      To your medical helicopter point, they have a high accident rate compared to general helicopter operations, especially in the US. Mostly to do with perceived pressure of the crews.
      I have flown a lot of medical casevac and medivacs flights in rotary as well as fixed wing and it requires good crew coordination to reduce risk. Its a complex issue.

  • brd400
    brd400 4 months ago +10

    This is definitely something every pilot needs to think about. With any plane they may be flying. And if you were at max weight and max fuel it’s even worse. Nice job guys love the stuff

  • Ben Parker
    Ben Parker 4 months ago +13

    Practicing for engine failure (in a safe manner) is always a good thing. You did it 3 times and cut your altitude loss (before recovery) about in half, which is great and builds muscle memory. But you need to redo that from time to time for it to stay fresh. Brad had good questions during the approach. Always interesting to watch these.

  • Miles Dee
    Miles Dee 4 months ago +4

    Great vid Ryan. Love how you are ending more with a short drone shot and perfectly placed music. This one near the end shows that big mountain peak with a few clouds starting to shroud near the peak. It first shows at 29:40 then again right near the 30:00 mark. Beautiful!

  • Bowhunters
    Bowhunters 4 months ago +8

    You never know when you might have an engine, prop or gearbox, generator, instrument failure that turns a nice peaceful everyday flight into white knuckles and sweat and so practicing those failures repeatedly (including No Notice failures) is good for all pilots but especially for low time guys like Brad. Growing complacent by putting yourself into a mindset that (Nothing ever goes wrong with this plane) is asking for it when something major fails like the engine. My very first instructor had a habit of cutting the throttle to idle, killing instrument power, etc at the worst times and asking "what are you going to do right now" but it keeps you on your toes.

  • patrick coleman
    patrick coleman 4 months ago +9

    You guys should do a full aerobatic course, the most fun ever full blown spins from 6000 to 3000 in seconds heaps of fun, not to mention the inverted flying heaps of negative lift. But hey it just proves what you guys are doing how quickly you can loose altitude and with negative G`s how quickly you can crash. cheers guys great video.

  • Dougie Lawson
    Dougie Lawson 4 months ago +15

    I think that landing is one of my favourites. You're, effectively, landing on a golf course fairway in the middle of a forest. Great landing with a third of the runway left.
    This channel is great stuff, keep going with Brad's training videos.

  • Alicia Macdonald
    Alicia Macdonald 4 months ago +4

    Wow, amazing judgement and flying around the mountains and cloud...love landing through cloud! your sense of navigation, terrain, winds and judgement in approach and landing that plane are truel admirable!! Great job!! Also, the last bit of float...yikes, you did have a tail wind...she made it though with r/w to spare!!!! wonderful!

  • Mark Barrett
    Mark Barrett 4 months ago +4

    Definitely pitch for 85 or more. Interesting to test and see how the Kodiac will respond if an engine failure were to occur. The PT6 engine is very reliable, but it is man made. I really enjoyed the blue ocean water, cloud surfing, the jagged lush landscape and the awesome landing. LeLe looks to be very isolated. I'm glad I don't have to hike through those mountains. Great video! Thanks Ryan and Brad.

  • Peter Stanton
    Peter Stanton 4 months ago +4

    Touchdown was masterful, well done 👍 if I was a passenger I think id be ok it’s a sunny day.. visibility is fine….
    Obviously passenger comfort is important but I’m sure there are going to be downdrafts and turbulent air right down to landing area

  • Selina Lavanya
    Selina Lavanya 4 months ago +4

    How would you be able to find out the runway place among all those trees!! Landing on a smooth runway is different and this is totally different, but you do it so well... Stay blessed always, Ryan!

  • hangglider100
    hangglider100 4 months ago +4

    Hi Ryan.
    Thanks for sharing. Your flights are mostly over mountainous terrain covered with forest or bush. Are you never scared about an engine failure? Okay the sea is not good but its flat at least - but crashing into a forest is another thing😅
    Thanks and take care!
    Frank from Germany

  • Rodney Schmuland
    Rodney Schmuland 4 months ago +1

    Watching Brad and you flying over water for much of the time, then seeing you land on that airstrip, I couldn't help but think how close to water and yet so far. It looks like PNG is a lot like that, water, rugged terrain, volcanoes, and earthquakes so close and yet so far.

  • Aran2323
    Aran2323 4 months ago +3

    That was some spectacular cloud flying, some of the best footage I've seen!

  • Ian G.
    Ian G. 3 months ago

    Nice flying boys, good to see you practice engine failures. When I was learning at MT Hagen it was drummed in to us to practice engine failures and stalls over in the training area as often as you can. It might save your life one day.(never had to do the real thing )

  • Urs Müller
    Urs Müller 4 months ago +4

    Thanks Ryan and Brad for this great flight to Lele starting with the beautiful ocean and coastline below followed by wiggling around the clouds and finally an awesome landing at Lele with a quick view of the majestic volcano Ulawun, The Father. God bless and stay safe!

  • Martyn Hartley
    Martyn Hartley 4 months ago +6

    Incredible scenery - wiggling thru those clouds. Wow

  • dooks4life
    dooks4life 4 months ago +1

    fully knowing your capabilities and those of your craft become priceless in stressful situations and it is always good to see pilots keeping their skills sharp and running through various plans should the worst happen
    great video and stay blessed

  • Jeff Gerard
    Jeff Gerard 4 months ago +2

    Great video...engine failure on takeoff has limited options...you have to practice the response to push hard (come out of the seat) to keep the plane flying. I've heard you brief landing options on takeoff should the engine quit (which is also good to have burned into your brain if the worst happens)... the unfortunate reaction for many pilots is to pull and we all know how that turns out.

  • Kevin Lewis
    Kevin Lewis 4 months ago +3

    Thank you for the drone footage Ryan, that'll be a great help for the MSFS scenery for Lele

  • Reuben Morison
    Reuben Morison 4 months ago +1

    I'm curious why part of your initial actions aren't to reduce drag - feathered prop and flap up. On the C210 I fly, reducing the drag from flap, gear and prop reduces decent rate by 500fpm.

  • 420 Sim Racing
    420 Sim Racing 4 months ago +3

    That was cool ,nice rare float on flare ,I do that all the time on MFS20. great flight, interesting experiment aswell pitch for 85 is a rule 😉 got to love those kodi's . Caravan is my favourite though . Stay safe guys

  • JP Motorsport
    JP Motorsport 4 months ago +1

    Always great footage Ryan and super interesting and educational ! Very relaxing to watch 😎👌🙏 Thankyou Sir !

  • Bob Bean
    Bob Bean 3 months ago

    You will never know how you will react in an engine out until it really happens. Had some experiences there and surprised myself how well I reacted. sure gets your attention. mine were in fixed wing and I have some Hughes 269 time but never had to drop the collective for that one except in practice.

  • Frank Fred
    Frank Fred Month ago

    Both of you guys really have a great channel always practicing always expecting the worst case scenario it's really really important if you put value on your life one thing I would also probably look for if I wS piloting is always look for a contingency plan over mtn and wooded area in case of engine failure if you really think about it there is a way to survive like on mtn slope for instance bleed off all air speed then with good timing start climbing the mtn right to a complete stall up hill then falling into canopy facing up hill what are your thoughts

  • Peter Magoun
    Peter Magoun 3 months ago

    Love the engine loss demo. You did very well, of course, you knew it was coming. The surprise factor must take a toll on an actual event. Nice video!

  • TakeDeadAim
    TakeDeadAim 4 months ago +2

    The first reaction should be to "get light in the seat" by pushing the nose over enough to unload the aircraft. Before looking at instruments, before looking for spots to land. You don't get that nose over in time it won't be long before you hear the horn...seconds. As in single digit seconds in most cases.

  • m109rider1956
    m109rider1956 4 months ago +4

    Always well done, brothers! Our lives ultimately are in God's hands but staying vigilant with alert, quick proper reaction is our part. Thankfully I've experienced no major real failures but staying prepared & ready for any contingency - that's our work. God keep you safe in your ministry.

    • John Dunstan
      John Dunstan 3 months ago

      Which god? You have hundreds to choose from.

  • Aeroedge
    Aeroedge 4 months ago +5

    The Discovery Channel would have a great TV series with your content... what a platform! Keep it up!

  • Rennie Allen
    Rennie Allen 4 months ago +8

    Yeah, I've seen some of your runways, and nothing about what I imagine regarding the results of engine out at 500' in those locations would be shocking to me.

    • KrK007
      KrK007 4 months ago +1

      @s snerd Water if available would be the far better choice but he sure flies to a lot of remote hilltop type strips...

    • s snerd
      s snerd 4 months ago +3

      @KrK007 ...or the water....depending

    • KrK007
      KrK007 4 months ago +3

      Yeah, I think climbing up from one of these airstrips and at 500 feet you have an engine failure, it's pretty clear a crash in the jungle is going to be the outcome 😬

  • you said
    you said 3 months ago

    I practice engine outs in a simulator so I can actually see what happens at certain altitudes/points down the runway. Some aircraft on paved runways are impossible to crash, but others get into this zone of uncontrollability and you just have to hope the smack is a soft and lucky one.

  • stevenewtube
    stevenewtube 4 months ago

    Wow! Thanks for the insight, I’ll be off to the sim to practice this. You guys are a great team! Thanks for the video, love this stuff.

  • David Bjornstad
    David Bjornstad 4 months ago +5

    Scary approach, with all those trees reaching up to grab you. Practicing engine failures is a Good Thing. Back on the old MSFS I used to take off from Meigs in a C172, pull the power at 1000 AGL, and try to make it back to the runway. I don't think I ever did. Pulling the power at 7,000 ASL (and you actually were over the sea) is much safer :-D

    • David Bjornstad
      David Bjornstad 4 months ago +1

      @Ried Jacobsen Even on a sim :-O

    • Ried Jacobsen
      Ried Jacobsen 4 months ago +1

      During my primary training in a Piper Tomahawk, my instructor took me on a night flight over Midway and Meigs field. 1000 ft over Lake Michigan shoreline is not a place you would want to really lose power.

  • Chris Maes
    Chris Maes 4 months ago +1

    12 ‘’ is way too much; my instructor used to do that without forewarning at 400 ft. granted on a 13,000ft RWY. Managed to push and flare with landing every time - okay in a 152 so no Kodiak and not at VX either. Great lesson though ☺️ - had to push within 2-3 seconds max.

  • David Bjornstad
    David Bjornstad 4 months ago +1

    Actually, there is a life lesson in the engine failure simulation. When you quit trying, you don't just level off and coast. You start going downhill in one big heckin' hurry!

  • 77llg
    77llg 4 months ago

    It seems you would need some level of unconscious decision making to increase your chances of survival. That only comes from lots of practice and training. 7-12 seconds is an eternity under those circumstances. Great lesson!

  • Cessna 150 pilot  and mack anthem driver

    I repeated this exact experiment in my PC 6 and I had about 55lbs of baggage and just me. ( Helping a friend cheat by not paying baggage fee) and I was about 6,000 ft and started to climb above planned altitude around 6,500 and pulled power to low idle. Almost instant stall and added power after a few seconds and leveled off back at 6,000 I was able to get to best glide speed after about 250 feet so would not want to be very low and pitched for best climb during a engine out.

  • Breenild
    Breenild 4 months ago +3

    And don't forget to feather, when the engine fails!

  • Tom L
    Tom L 4 months ago +1

    Will absolutely try this at home and check if I get similar values.

  • Lawrence Martin
    Lawrence Martin 3 months ago

    Fantastic. Stay safe out there people and well done for the great job you clearly do for the people living in these remote regions.

  • Peter Hemm
    Peter Hemm 4 months ago

    Thanks again Ryan, would have loved to have been a passenger on that run!

  • Mikercflyer
    Mikercflyer 4 months ago

    I think I sent you the video of Dan Gryder flying the Cherokee were they had to push in 5 seconds to keep the plane flying better then spinning in straight in on the nose.
    They practiced 20 times to get the reflex to push quickly.

  • Ronald McNichol
    Ronald McNichol 4 months ago +1

    If crashing into trees was immanent, wouldn't you want to go full flaps, lowering your stall speed and slowing down so you don't hit the trees so hard? Wouldn't that also lower your speed to the ground? At this point you don't care about maximum glide slope for distance.

  • A. Melbs
    A. Melbs 4 months ago

    Another great video 👍 although I couldn't stop thinking about PNG itself! Every video makes me more keen to visit. I'm from Melbourne, if anyone has experience or advise for travelling there I'm all ears 🙂

  • Leonardokite
    Leonardokite 3 months ago

    After my hang gliding years, I got formal flight training. My pilot training was with gliders and the concept of that looks about right. On tow, the magic number was 200 feet for turning around or landing straight ahead. What I see is too much thinking about flying and not enough just flying. There's a lot to be said about seat-of-the-pants. There is nothing like just flying your aircraft. Being one with the machine.

  • AMan OntheLand
    AMan OntheLand 4 months ago

    Sky Lab with Ryan & Brad. I loved the drama and excitement in this episode. Great work guys.

  • John Gerken
    John Gerken 3 months ago

    The view of the water from your wing cameras is SO cool. What a beautiful place to fly!

  • Nathan Elcoate
    Nathan Elcoate 3 months ago

    Hi Ryan, Thanks for allowing the free download of the NTE livery. I just started on FS2020 and was able to download and use the livery, thanks again. Happy and safe flying!

  • Steve Mayfield
    Steve Mayfield 4 months ago +3

    Another great cloud surfing flight Ryan. Spectacular to watch.

  • Wojtek Pietrusiewicz (Moridin)

    Just looking through the description and I love how you figured out that flight simmers watch you. I just got the Kodak 100 for MSFS and having lots of fun. Great vids.

  • Barb Helle
    Barb Helle 4 months ago +1

    Thank you. It looks scary to me. You are a great pilot.

  • Jazzahn
    Jazzahn 3 months ago

    Certainly a great thing to practice for any pilot. I experienced a massive power loss on climbout a few years ago at 800 feet in my Cherokee and ended up having to put it down on a disused runway crashing into a fence because I was going too fast. Thankfully everyone was ok but the Cherokee was totalled. The immediate reaction is "This isn't happening to me" and shortly after the training kicks in. It was probably 30 seconds from power loss to "landing" and I only had enough time for brief troubleshooting. Never even called mayday to the tower.

    NAM CBEO 3 months ago

    Your density alt. at 7k during recovery practice, is compared to what density alt. at what airport +500 ft. ?
    I didn't hear you discussing that variable for altitude loss.

  • chrispy_wa
    chrispy_wa 4 months ago

    Have you ever practised stalls on that aircraft? It would be good to know how it reacts.

    • Ozark prepper
      Ozark prepper 4 months ago

      @chrispy_wa I'm aware of stall recovery procedure. I have been a pilot since the early 70s, have two airplanes in an ultra-light. Everyone I know who flies practices stall recovery. Especially when they're getting acclimated with what they're flying.
      My point was, he obviously knows how his plane stalls since he Nails the stall on touchdown on almost every Landing. This one being the exception where he actually floated.

    • chrispy_wa
      chrispy_wa 4 months ago

      @Ozark prepper
      That’s completely different to practicing stalls at altitude.

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago +1

      Yes, every year we have a base check and go do stalls

    • Ozark prepper
      Ozark prepper 4 months ago

      Many times when he lands you'll hear that stall horn go off the moment his wheels touch ground.

  • Devon Sehorn
    Devon Sehorn 4 months ago

    I remember flying into Lele on a 206 with Randy Smyth as the pilot back when I was an MK in Hoskins. It really was the best flight I have ever been on and such a cool village!

  • Bernie
    Bernie 3 months ago

    Having had a fan failure on take off, GBOLW, at 400 feet 65 knots, nose down airspeed increased to70+ levelled off, during this declared emergency, flew downwind engine on idle maintaining level flight severe vibration. Landed on 24 with the boys in blue behind. Best flight ever, esp' as my 3rd solo! Oh and engine was 40 hours over TBO! Training is what matters, but experience counts.

  • Thomas Maier
    Thomas Maier 4 months ago

    I love emergency talk, aviation isnt just about Instagram but also procedures, planning and safety.

  • Rubens Alpha Junior
    Rubens Alpha Junior 4 months ago +1

    Great Pilots! Just to Fly around the places like those including their experiences.

  • Gary Watts
    Gary Watts 4 months ago

    Love that you're always learning! Thanks!

  • Kevin Rowe
    Kevin Rowe 4 months ago +1

    I've demonstrated at altitude an engine failure when pitching for Vx. Even though my copilot was expecting it and immediately pushed forward on the yoke, the airspeed dropped very fast and the stall horn came on almost immediately. It showed them that a Vx climb should transition to a Vy climb as soon as any obstacles are cleared.

    • Bruce Hoult
      Bruce Hoult 4 months ago +2

      @Aran2323 In the Kodiak as Ryan has said many times, Vx is 73 knots and Vy is 99 knots (at MAUW?) so, yes, clearly.

    • Aran2323
      Aran2323 4 months ago +1

      So in a Vx configuration are you much closer to a stall compared to Vy?

    • Bruce Hoult
      Bruce Hoult 4 months ago +1

      There is no physical way you can stall just from a loss of power. And you don't need to push forward on the yoke. As the speed drops the nose will drop by itself to maintain the same (non stall) AoA you already had UNLESS YOU ACTIVELY PULL BACK ON IT in a mistaken attempt to maintain attitude or altitude.

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago +1

      Exactly! Not hold it to 1000 feet

  • Mister Fи
    Mister Fи 4 months ago

    very sharp drop in altitude when power is turned off.😯 thanks for the interesting experiment and new video👏😃

  • ted nowak
    ted nowak 4 months ago +2

    Wow....rough terrain....again....your good flying skills help the landing.....very good.........

  • Marshall Carter
    Marshall Carter 4 months ago

    Is there adjustment in the single lead of your harnesses as they come out of the ceiling? The shoulder belt adjusters should sit lower on your chest. As they are in this video they may dig deep into your shoulders/collarbones in an accident.

  • Ruben Kelevra
    Ruben Kelevra 4 months ago

    2:50 well, just a good habit recommendation: Ask the co-pilot to confirm that he thinks you're clear for takeoff. You made the decision on your own and didn't even verbally state it.

  • Krytical
    Krytical 4 months ago

    Im learning about aviation and I realised you guys go around the clouds. Is there a specific reason you dont just fly through the clouds or is it just because of turbulence?

  • Steve Mowat
    Steve Mowat 4 months ago +2

    That power off exercise was really valuable. Thanks

  • Sandy
    Sandy 4 months ago +3

    It's awesome you know your own limitations and comfort zone. That can make or break! IWO, pilots, don't exceed your comfort zone! Verbally saying your emergency procedure before take-off is great! However, time after time, we become complacent.....oops! BIG! Close to the ground in a nose high angle! How many times did I simulate an engine failure after T/O with my students! I had one in a C172, early in my "building time", learning experience. Thank goodness, already had a field at x altitude selected. No crash....but the aircraft was hauled off on a trailer. no damage, other than two push rods sticking out of the cowling. Same day, another C172 had the same experience, from plum across the nation.....Engine replaced with AD directive....and flew several hours in that same aircraft, much later. End of story....so far as my attitude.....always learning! Don't become complacent in any pursuit of goals. And especially, when a "step" goal reached, I still ain't no expert. Expect the unexpected and be prepared!

    • Sandy
      Sandy 4 months ago

      @Missionary Bush Pilot And then, perhaps the real thing.......ugh! At least we're prepared!!!! Blessings!!! Keep on keeping on!!!!

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago +2

      Exactly. Even in our emergencies procedures, I've been having our new pilots really consider what they are saying, and even this week, I changed how I say my go around procedure to make it easier to do on the quick

  • MrBuckaroonie
    MrBuckaroonie 4 months ago

    Great flight mate. Incredible scenery.

  • Mike Griffiths
    Mike Griffiths 4 months ago +1

    Seems like practicing until you get a muscle memory response could be a lifesaver.
    Dan Gryder will love this.

    • Ozark prepper
      Ozark prepper 4 months ago

      And most Pilots do. Once the response is second nature, it's just getting familiar with how individual planes react. Like how much altitude is actually lost. My bush plane when trimmed for slow flight will self recover in a porpoising style losing very little altitude. But knowing how much altitude you lose gives you a good idea of just how low above the trees you are willing to fly. Lol
      Once you are familiar with a particular plane while gliding in a engine out situation you aren't going to let it stall.
      The exception would be if the engine quits on take off. If you haven't had enough room to build up decent air speed or altitude. Once it stalls, it's a bad day.

  • Martyn Hartley
    Martyn Hartley 4 months ago +1

    Always taught to practice these things. Good idea

  • Alionbelauofficial
    Alionbelauofficial 4 months ago

    Hi Ryan. I’m flying cessna caravan around the border near Tabubil with Indonesia registration. Love your videos anyway!
    Question: What is LONG KAFUFU means? lol😀

  • Hal Brown
    Hal Brown 3 months ago

    I had an engine fail ure in my Piper Tomahawk at about 500 feet as I was taking off years ago. You get the nose pointed right down at the ground immediately. Stall horn going the whole time. Leveled out as the ground came up . No damage.

    • Bill
      Bill 3 months ago

      ..Brown trousers time!

  • Matt Lee
    Matt Lee 3 months ago

    I had the pleasure of being addressed by the UK’s Chief Helicopter Test Pilot at a CAA Safety Briefing. He showed a slide of the Robinson 22 helicopter that I was training in. He pointed out that we had 2.2 seconds to lower the Collective from an engine fail before main rotor RPM was not recoverable. All very well when my instructor counted me into a practice engine fail … “three, two, one, engine failure …” but how long - I wondered - would it take me from a real engine fail. Would I detect the failure and have the collective lowered in 2.2 seconds? Possibly, but it changed my attitude to the R22 helicopter in an instant.

  • Ivor Evans
    Ivor Evans 3 months ago

    Scott on his Flywire channel did a video on this His conclusion was far better to be at vy than vx - energy state far better - Clearly this not always possible but seems if it is that's the one to go with

  • TxCowPoke
    TxCowPoke 4 months ago +2

    I can remember flying over 3000 and sometimes 4000 hours on a 2500 hr limit on our c152s in El Salvador. Engine failure was common and crashes with fatalities periodic! Great video Amigo!

    • Sebas
      Sebas 4 months ago +2

      Does not feel like something to brag about..

  • RelativeWind
    RelativeWind 4 months ago

    Is 85 knots best glide for clean configuration. If your that low after you dip could you get full flaps in? How much would you gain in that sense.

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago +1

      85 is best glide with 20°flaps, full flaps is 80 knots and you sink like a rock

  • Darryl Jackman
    Darryl Jackman 4 months ago

    Those crazy badass drone shots really make you watch til the end!

  • Leonardokite
    Leonardokite 3 months ago

    Not an N number, but P2-NTK brings up New Tribes Mission Aviation. Interesting connection.
    My brother was a missionary in the Republic of Congo, Zaire, his flight experiences was indeed seat-of-the-pants aviation and overlooked by the Creator. This was in the 1980s. A time different than ours now.

  • Chris Browne
    Chris Browne 4 months ago +1

    Really good training.

  • Stuart Schaffner
    Stuart Schaffner 4 months ago

    Boy, you sure showed the value of emergency practice! You cut your altitude lost in getting to a glide by more than half, just in a few minutes of practice. Would your employer allow you to do a few of these on a regular basis when you're flying alone, or is it too dangerous to do regularly?

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago +3

      I don't feel that's it's dangerous. If I were to actually turn the fuel off to the engine and shut it down, now that would be dangerous regardless of my altitude

  • James Moore
    James Moore 3 months ago

    Interesting techniques for navigating around wx. Beware of that terrain!

  • alankroit
    alankroit 4 months ago

    I would have thought that you would have tried it again but this time, delayed you recovery to allow for the shock factor and then see what your altitude loss was.

  • Jonathan Holzmann
    Jonathan Holzmann 4 months ago

    Hi Ryan, regarding the engine failure drill, you where at 7900 feet. Wouldn't you have to factor in the difference of temperature and air density at 500 as well? - would it bring better results after the factor? Less altetude being lost? Thanks!

    • Ozark prepper
      Ozark prepper 4 months ago +4

      500 ft AGL or SL? Everything's all relative. If your engine goes out you'll be flying at your best glide ratio. And you'll be doing that without stalling.
      My great nephew had his engine fail on his Mooney. At 20 years of age he maintained his composure while Gliding over 9 MI going through his emergency checklist before landing uneventfully without power at the airport in Pueblo Co.

    • Jonathan Holzmann
      Jonathan Holzmann 4 months ago

      @Missionary Bush Pilot Of corse I ment it theoretically. Never the less, it was fun to watch! great job!

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago +3

      I don't know. I guess I'm not willing to try it at a lower altitude

  • Bruce Hoult
    Bruce Hoult 4 months ago +25

    There is absolutely no point in trying to get 85 knots if you're only starting from 500 ft AGL -- you just want a good short finals speed same as any landing, which is generally IIRC 62 to 65 knots in most of your videos. Trying to get from 73 knots to 85 will OF COURSE eat up a lot of altitude, and for nothing -- worse than nothing because as you note you'll be in a dive to get that 85 knots and need a hard pull-up to not hit the ground. (It will be less than 73 knots at the top of the pitch-over of course, but that doesn't matter -- you'll be at 73 again when you get back to the altitude you started from). The PURPOSE of 85 knots after engine failure is to get the best glide angle to give you the largest choice of potential landing places you can reach -- but that ONLY APPLIES if you're at an altitude where you're going to have a minute or five or ten minutes of glide time. At 500 feet, forget it -- you're landing on whatever is pretty much right in front of you.

    • Reuben Morison
      Reuben Morison 4 months ago

      @Bruce Hoult but at 500, it’ll make a big difference. It’ll double your glide time in the 210. I haven’t flown the Kodiak but I’d imagine at least a couple hundred feet a minute.

    • Bruce Hoult
      Bruce Hoult 4 months ago

      @Reuben Morison sure if it happens for real at altitude then you'll clean up the airframe if it's not already and feather the prop and brake it to a stop. At 200 feet you don't have time for that and it won't make enough difference to matter anyway. You might have time to feather if the engine's making zero power.

    • Reuben Morison
      Reuben Morison 4 months ago

      Another thing - Why leave the prop full forward and flap out, that's gotta be 300fpm more drag

    • derekec
      derekec 4 months ago

      Bruce Hoult Thanks. I'll need to read this a few times and try to absorb the difference. I've done many simulated engine outs from 3500 crossing much of the LI Sound (?7nm which does seem unrealistic at a 1:7 glide ratio) to set up over a chosen site, always at the Cessna's 60kts. Also routinely a ton from just crossing over runways to turn downwind for landing, although these I can't ever recall the airspeed being priority other than perhaps full trim (clean) and assuring not too slow (the full trim should give ~60kts though). Always made it in fact needing to slip for being too high. Of course there's always with blipping the throttle every 30 seconds which is a significant boost. It's important to me to grasp your point because to be honest, being able to judge my key points for emergency landings were and still may be my lowest confidence areas. Friends would say "I'm confident I can do it because that's what we train for", but to me I'd feel it was always under controlled circumstances often over known locations. I''m not commercial but also often practiced the steep spirals to set up for landing across the approach end numbers but damn if I think I can do it for real.

    • Bruce Hoult
      Bruce Hoult 4 months ago

      @derekec "best glide" isn't "min sink'. It's the speed at which you can glide the largest distance. Min sink speed is always slower, and gives you the most time in the air (for a shorter forward distance), and probably is somewhere around 73 knots if not slower. If you're only a couple of hundred feet off the ground the difference is irrelevant. If you're at 10k feet the difference can be very important. I've done a simulated engine out (turbine idling, prop feathered and locked) in a Caravan from about 3000 feet and five miles away. 90 knots best glide. No problems at all. Even did a circuit.

  • Robert Campbell
    Robert Campbell 4 months ago

    I know using the OBS & GPS course needle is lined up with the bush strip runway direction, but since there's no beacon frequency at that place, how does the centre line, line up with the alignment of the runway when approaching?🤔

    • Mister Fи
      Mister Fи 4 months ago

      That's G1000 baby😃

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago

      I would say at most it lines up very well because the Airstrip location is directly off the GPS coordinates

  • Neviana Rashkova
    Neviana Rashkova 4 months ago +2

    Thank you, Ryan! Very interesting :)

  • Dale M.
    Dale M. 4 months ago

    Kind of want to hear what was said during the part that was cut out. I am sure it was inappropriate which would have made good stuff. I liked this one due to the simulated power loss. Wouldn't you being at 7k make a difference in getting to glide speed rather at sea level or close to it. Still a good test for you. I liked it.

    • Dale M.
      Dale M. 4 months ago

      @Missionary Bush Pilot I totally trust you on that. I am still a student getting ready for my check ride and what do I know. Always great watching your channel. Keeps me motivated. Thanks again!

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago +1

      I'm not really sure how closer to sea level would effect getting to glide speed any quicker

  • Sage TX
    Sage TX 3 months ago

    If I were the passenger, take me on the ride through the clouds!!
    If I'm ever in a position I can talk to the pilot, I'll be sure to let 'em know.

  • Huh?
    Huh? 3 months ago

    Dumb question but IS there a table or calculation that shows the impossibility of recovery for fully loaded, vs altitude for complete engine failure and attempt to restart? If it is 12 seconds why not install a parachute and buckle up? The table would tell, right? What is the probability of failure for a light airplane, say, a Cessna?

  • Ruben Kelevra
    Ruben Kelevra 4 months ago +4

    2:10 I know you're used to fly alone, but I don't think your Copilot can follow your briefing at that speed.
    If you do fly with two pilots in the cockpit, make sure to switch to a "checklist" approach where you him confirm each element you're going to or even repeat it.
    This way you can be sure that you work as a team in an emergency situation.

  • CMAenergy
    CMAenergy 3 months ago

    I definitely do not like the lift and glide angle these planes have
    I had my own plane many years back, but much smaller with a massive wing
    And when I lost power
    There is no way i would lose 200 or 300 feet of altitude before there was full glide and control,
    How about less than 75 feet, an more like 50 feet if one was good at being alert.

  • Johannes Dvorak
    Johannes Dvorak 4 months ago +1

    Does this experience with 73 vs 85knots during climb make you change your takeoff and initial climb procedure? Will you change or optimize anything due to this test?

    • Johannes Dvorak
      Johannes Dvorak 4 months ago

      @Missionary Bush Pilot ah I see! Thanks alot! I like your videos/channel so much! Thank you and keep safe!

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago +1

      Not really change anything, just confirming that my climb out procedure is already the best method. Some of our new pilots were thinking climbing at Vx (73) would be safer, and I wanted to show them that it possibly might not be as safe as one thinks.

  • Nathan Elcoate
    Nathan Elcoate 3 months ago

    Thrilling flight! Thanks for sharing!

  • Peter Frenzel
    Peter Frenzel 4 months ago +2

    hey Ryan........what happened to the return flight from Australia ? Love all of your videos. Always happy when the bell rings and its another one from you. Greetings to Chels.

    • Missionary Bush Pilot
      Missionary Bush Pilot  4 months ago +1

      I didn't have any battery power for the return trip with Jeff from Australia

    STEVE H 4 months ago

    Always fun and exciting!

  • B Davis
    B Davis 4 months ago +2

    otherwise known as "the impossible turn"

  • Stig Olsson
    Stig Olsson 4 months ago

    Are you not worried about all the earthquakes that take place in this area < Do earthquakes also feel in the air?

  • travis p
    travis p 4 months ago +1

    Is your trainee gonna be ok?
    Stay safe

  • Mike Anson
    Mike Anson 4 months ago +1

    Love all your videos!

  • Charles howard
    Charles howard 4 months ago

    Great flight!! Liked the ocean and blue sky .