The impossible turn in the Carbon Cub

[Music] you so what's the plan today we talked about several different things and I like all of them quite frankly they're all good practice I think something that maybe somebody could learn something from or well I want to thank them that's all our video learn to have fun enjoy your aircraft know your airplane know your personal limits never exceed either but expand where you can let's maybe we should try the impossible turn and the super code yeah I like that the there's a guy that posted serious doing the impossible turn the other day and I think that helped a lot of serious drivers I think there's probably a lot of useful information there and so maybe we can help the Cub drivers some things to consider here we have wide open area it's a private Airport there's nobody around so we're totally safe we can make these turns tight and low we've got some backup landing areas anywhere we can land infield outfield out in the the private land there so we got a lot of options so I say we start at like 300 feet because I don't think there's any question we can make that I worry about less I mean 500 feet no question right 500 feet for me I think if there's trees but we'll find out even if there's trees on each side we can make the turn clear the trees but I think 300 beats a good start point if we can't make that then we just go higher yep sounds good and then let's go down 50 feet at a time and tell it just so we can't make it yeah if we can't make it are we gonna throttle up or are we gonna stick it stick it where we need to stick it I mean unless you though the goal is to not add any power after you pull the power okay no adding power unless it's a safety issue if you make it so if you have a choice of you might make the airport or you can make the field you're probably better off to go to the field just do to this fence okay oh and that's good too because if we end up in the field we know how far away from the runway how close we made it so let's do it all right I'm excited all right all right going for the 200-foot but you'll really be shocked is how steep you have to push that nose down think it was the engine here comes the turn real steep real nose down keeping it cranked trying to come back to the runway it's gonna be real close he's gonna end up landing on one left tire is my guess to be able to even hit that runway he's putting flaps in as he comes there it is had to stick on one tire but he did it beautifully at 200 feet both tires on the ground now and stopped [Music] that's gonna need little flaps they're just about to get accelerator stall just try to turn around I'm not gonna all right set it down between these seats brushes out here all right here he comes for the 150 foot engine failure I don't think this one's doable the 200 had no margin for either of us it defeats gonna come real quick that's probably it right there there's the engine cut real steep turn I don't think he's gonna make it he'll have to find another spot oh is he gonna make it is he gonna make it well he's not gonna make it to the runway there he is just to find it on one tire out there to make the turn through the sagebrush it looks like so successful 180 but about 200 feet off the side of the runway maybe maybe almost 300 feet off the side of the runway and that's where I ended up - trying to get my first 200 foot I ended up out there but I delayed second 200 foot hit the runway good job Jason [Applause] there we go Oh ey ey you it'd be wider 100 there's 200 feet that is so steep picks it up a pump window is just insanity window what to make that part it's just insane I'm looking really get in trouble get mix soda in football if they didn't know their point there we go just like all of them Jason too deep to hit that runway you're gonna there's nothing you can do if you can't land your plane on one tire you're not gonna make the runway don't try that's some good stuff whoo I just want to think Toby for getting us some awesome elk steak yeah this is like seriously it's really good I usually only take this out in the woods and eat it but we're making uh thanks for the elk Toby Thank You Toby okay so the flight today all right I have no etiquette this may as well be camping we eat with her mouth full of Jesse's elk find today what did we learn at what what was like no surprise well the no surprise was you and I are pretty equally skilled no I think we keep finding that out we haven't had a competition that wasn't within feet inches or milliseconds so okay that's I agree no surprise there I'm surprised at how easy 500 feet was it was almost like I have so much time now don't just go try 500 feet because we say it's easy and go ball up your airplane go learn your airplane try different altitudes but but for me 500 feet I had so much time amis thought I should knit a sweater for the turn around here yeah or you were just like slipping because you wanted to yeah you've tried to not run over on the end of the runway 300 feet my cake was pretty easy if you know your aircraft that was a tough and I think even 300 feet you have time to say my engine quit what's wrong okay I'm gonna turn around 250 feet there's no time but the engine quits you have already made the decision whether it's gonna be a left turn or a right turn and if you're in the back country obviously you've made that decision you have a what happens on my way out if engines quit some of these backcountry trips you take off and you don't even stay above the runway you immediately drift away from the runway because you know if it quits you want to have an easier turn around because off the runway to turn out takes so much more time than if you sidestep and then just come into it and so obviously you've got that planned you're probably getting off the ground and drifting away from the runway right away and 350 feet was easy 250 feet you're working yeah you're working but if I if I took off right now and was that 200 feet and the engine quit for real mm-hmm I wouldn't even try to come back to the runway I would just go for that field or I'd go you know for I find a flat spot no it's a good point I've been hit like there is a difference with there is a difference idol power and and a blade stop this is two different things and also on a real engine failure you are gonna have some amount of butterflies and some amount of higher amount of stress I mean going up there and pulling the power to idle when you're you know it's it's as easy as a check ride ya know you know you have a good idea what's coming you don't know when but you know what's coming and you're ready for it the real world there's a delay and so you're right if both of us made the 200-foot turn around every time and it wasn't difficult but it's it's very aggressive yeah I mean you were on it and you are pulling a little bit of flaps halfway through the turn so you don't get an accelerating stall I mean to keep that air speed up this mount like a Lancer legacy or high-performance airplane where it's heavy and sleek and you have all this energy driving you through the air with a little drag these planes it's shocking when you have this lightweight airplane there's there's no stored energy right and you have high drag I mean it is it is now that airspeed is dropping faster than your eyeballs can keep track of it and you better be already reacted 150 feet neither of us made it yeah every time if I took off right now I'm lost my engine at 300 I turn around land I would turn around at 300 feet if there was 50-foot trees yeah even though 250 feet you know out here like this I might still land straight forward even though we did it we did it at 200 feet for me 300 feet for my personal number is 300 feet I'm coming back to the airport because I've got time I know my airplane well enough I can come back and hit it but you gotta decide that number for yourself for some it may be hey 500 feet I'm not turning around and until you actually get to know your aircraft you shouldn't even make that decision don't listen to us we're we know our aircraft where we fly a lot and we're not flight structures so let's be clear are you a flight instructor no no me either we do not the FAA has not given us any permission rights Authority we have not been trained to teach you a dang thing this is just us playing with our airplanes so that if we have an engine failure we don't unfortunately get sent home in a box like some of our friends that's the whole point people say why do you always do this why always practicing and it's because we've buried enough people in a different aviation accidents that sadly I would say didn't have to happen they were just pilots that did the minimum to get the pilot's license and then stuff like I got all the way to the bare minimum the FAA requires and demonstrates skill set to get a license and then they don't even do stalls anymore they don't do engine outs anymore some of these people even later criticized us for doing engine out practice it's like that's the minimum skill set for most people sadly has become the maximum their skill set or less or the rest of their time is flying straight and level flying an approach doing a normal pattern and are ill-equipped to handle a real emergency fly your airplane go practice it's fun I mean if anything else it's learning to stay alive and knowing your aircraft it's fun it's not dangerous and the minimum skillset get your license should not be your maximum skill set you ever obtained it should keep going that's why it's a minimum requirement boy how many times did I say that I'm in and everybody's got a different number you might go you might go to to 1500 AGL the first time you do a turn around I mean everybody's different now when the stakes is good you take bites that are too big never ever say another word might be a good thing they should go ahead and have your another interesting thing is that a lot of guys will will practice zero thrust or idle power engine outs which which i think is great and it's by their practice yeah it's great it's it's it's just another thing to see how your airplane behaves without the fan on you know for me a step further is what I've learned by doing actual propeller stop landings is that that that idle power it that's doing something and and by idle power for most aircraft you've brought a lot get the plane moving you pull back the idol and Idol will pull you on the ground with rolling resistance at 15 miles an hour yeah so there's kind of a catch-22 too you could get really comfortable doing a zero or idle you know engine out but don't let that trick yourself into that point into feeling like now if I really lose my engine I've got it all figured out because it is different especially in the flare not having that that prop last over the tail not being able to come in with a little bump of power you know in the flare it's it's different though you're landing faster yeah it's when I have the blade stopped and I land it's a completely different landing than I ever do normally in that airplane kind of dive into the ground with a lot of speed and then I just get into to ground effect and and stay there until my speed comes down where I want to touchdown I don't lay him like that any other time yeah I had a bring up a sad story at our local airport went back to Jumbo's in my old hangar and a friend and everyone knew him at though the local flight schools as the best dead-stick pilot he was a flight instructor and he just dead sticked his 210 over and over and over and he would dead stick with his student pilots and he'd say pull the power any time the pattern he'd hit it hit it and hit it he was a pro and unfortunately the 10 engine quit at Provo Airport and he had plenty of room he told the tower I'm I'm a little high I'm gonna switch from runway three zero two three six so I don't land long there's your first mistake you said I'll die running off the end of the runway but sadly the pro at the dead-stick landing in his own airplane made the turn two three six and he came up short of the runway and hit that embankment and killed it that's because he was a pro it he was either idle power and ethnic so so no your aircraft is best you can find safe environments to know your aircraft but know it until it's fun don't don't come if simulated engine out or a real engine out landing practice if stressful for you that just means you should go do it more do it until it's fun so that in the real world your heart rates in a manageable point your anxieties of the man throw point and you're instinctively doing the right things with the aircraft without having to process it all step by step in your head you can fly the aircraft while your mind has the ability to process other things besides how much to push the stick forward to keep falling out of the sky so there we go anything else did your side of the steak is a little redder than mine I'm taking some of that um try the China miss at a once I think it's good with anyone I did get a little anyone thanks for watching yeah thanks for watching hopefully everybody kind of learned something or maybe will decide to go try something new in their airplane that's the goal yeah know your aircraft's limits know your personal limits and never exceed either one thanks for watching see ya

Channel: Jason Sneed

Views: 192,953

Rating: 4.9368286 out of 5

Keywords: impossible turn, trent palmer, flitetest, bush plane, stol aircraft, airplane crash, Jason Sneed, backcountry flying, backcountry pilot, bush pilot, flight chops, mark patey, mike patey, back country pilots, backcountry pilots, mountain flying, kitfox, kevin quinn, just aircraft, rans aircraft, flying, tail dragger, carbon cub ex-2, flying cowboys, cub crafters, carbon cub, utah, utah flying, utah backcountry flying, cory robin

Id: 08LlVNphg2o

Length: 18min 6sec (1086 seconds)

Published: Thu Jan 04 2018