Why don't we PRACTICE this?! - REJECTED TAKEOFF - AQP Grassroots: Pt. 2

[Music] big rep city traffic scot ocke 8:09 on one making it aboard to take off runway 8 McNair city [Music] ask allocate zero none another one were a Cessna 172 information Lima over here at the T hangars like to request taxi out for a practiced rejected takeoff track not on a1 Roger the runway Tegrity offer 8y alpha eight zero nine uh no one thinks welcome to part 2 of the a kewpie grassroots series we're Dan Grider is teaching me a young inexperienced CFI how to change the way I give her current flight training to general aviation pilots we're facing a real problem in general aviation with an astounding fatal accident rate when compared to the airlines and dan has applied his experience as an airline captain and instructor to introduced the airline training concept of a QP to general aviation if you want to learn more about what a QP is and why we're doing this in the first place go check out part one of this a QP grassroots series before you go any further go download the PDF document that goes along with this whole series that document contains an outline of all of these fatal accident scenarios all of these statistics for these fatal accidents all of that kind of stuff and if you make yourself familiar with the contents of that a QP supplement document the videos in this series are gonna make a bit more sense so head over to aviation 101 dot-com slash a QP grassroots and go download that PDF print that document out get to know it love it modify it make it your own so you can teach this stuff on your own but if nothing else go download that document it has a wealth of information in there that'll be super beneficial to understanding this series I'm giving an a kewpie flight review to three pilots who we also introduced in part one one of whom is my very own dad these flight reviews are focusing on the scenarios that are known for taking pilots by surprise and killing them and first up on our list to practice is the rejected takeoff so first of all what is a rejected takeoff if you've never heard of that before it's basically what it sounds like you reject the take-off or you aborted the take-off effectively you as the pilot got some cue during the takeoff roll but something's not right maybe the airplane is not performing as it should you have a failure of some sort in the engine starts running rough maybe you've got more of a tailwind than you expected any number of these things could cause you to want to abort the takeoff but basically something was not right and you made the decision to close the throttle and get on the brakes and stop the take-off rejected takeoffs or something we don't really talk about in general aviation the clip you just watched at the beginning of the video was a rejected takeoff I did back in 2015 in a real world scenario I'll make a separate video on that takeoff at a later time because there were a number of things we did wrong there but the point is I made the decision as pilot in command of that aircraft to close the throttle and put the airplane back down on the runway because something didn't feel right and I'm alive and so is that airplane because of that but before I encountered that real-world scenario in 2015 I had never given any thought or consideration to a rejected takeoff I really didn't even know what it was luckily in that instance I had the mental presence about me in that plane in that situation to say this is not working and I pulled the throttle back to idle and put it down on the runway and rejected the take-off and that was a pretty wicked eye-opener for me rejected takeoffs are practiced constantly in the Airlines recurrent training but why don't we talk about it in general aviation it's just as relevant and it can be just as fatal in the first quarter of 2020 we already saw three fatal general aviation accidents having to do with the pilot not rejecting the take-off when something was clearly wrong one of these accidents was Bonanza 3 6 10 go Tango in Corona California the airplane never got airborne and plowed into the airport fence at the other end of the runway at full speed flipped over and caught on fire all four people were trapped inside and burned alive but Franklin aircraft emergency heartbreaking moments at the airport in Corona okay found in all four people were killed when this departing single-engine Bonanza crashed through a fence hit a berm landed upside-down and then caught fire the four victims in the plane did suffer extensive burn injuries the Corona Fire Department says once that amount of fuel ignited there was no chance of survival he tried to take off three times and didn't get much more than two or three feet off the ground the winds showing you know this direction so normal departure is in to the winds but investigators say the plane traveled from west to east on the runway attempting to take off downwind psychologically it'sit's tough for a lot of pilots you want to go but pilot Walt Snyder says at some point if the planes not lifting off for whatever reason it's best to abort rejected takeoff RTO is something that a lot of people don't mentally prepare themselves for the takeoff roll is a very high-stress time right you're paying attention to a lot of things you're watching your speed you're watching the runway what we want to do here is define a metric that we can use on the takeoff roll to identify when something isn't right one way to do this is to tie in your takeoff roll and if it takes longer than your predetermined time based on your conditions you abort in the past I've used distance for this instead of time it's always worked out really well if we are not airport by runway eight to six the intersection of 86 we are aborting got it got it at it high-density altitude that's really important to have an abort plan we're not on 586 get aboard to take off the idea is to give yourself some metric that you can easily identify on the takeoff roll I like to use like a large runway marking like the thousand foot markers or a taxiway or runway intersection something like that those are clearly defined distance metrics that you can see with your peripherals as they go by you on your takeoff roll you never know when something isn't going to be right on the take-off roll it could be that your engine isn't putting out as much power as it's supposed to maybe you have more of a tailwind than you thought you would our density altitude is higher than you calculated all of these instances will yield a longer takeoff roll than you expect and that's why it's so important to be ready with an abort point and stick to it if you're not wheels up and climbing by your work point just reject the takeoff and figure out why your role was taking longer than expected once you've vacated the runway at the end of hour before takeoff checklist in the Cessna 172 we have an item that reminds us to brief the abort plan and this ought to be on every single pre takeoff checklist I really don't know why it's not is there such a thing as a as a rejected takeoff on any FAA single-engine check if your maybe your density altitude is higher than you thought it was or maybe pilot controlled field you taxi to the wrong end of the runway you read the windsock wrong you haven't had your coffee yet one sock rolling right we won't have a defined set of criteria one piece of criteria zoning as a defining a defined point when we will either continue the takeoff or reject the take-off okay if we're not off by taxiway Bravo I'm aborting this takeoff something's wrong or if we're going to Oshkosh and we're a real heavy at max gross if we're not crossing the intersection of one three three one and we're not you know if we've crossed that and we're not getting light and getting airborne we're aborting a takeoff something wrong I'm excited and do all kinds of maneuvers actually put into use all the things we talked about in theory on the ground the first exercise to run through on these flight reviews is to practice the rejected takeoff and will simply make ground control aware of what we want to do and so long as they're not too busy they can work with us so what we're gonna do first while we're here at San Marcos we've got all these nice long runways right we're gonna run through a drill and practice a rejected takeoff but we'll go out to a runway that they're not using and once you go full power I'm gonna reach up here and just give you a simulated power loss I'm gonna pull your throttle back a bit okay as if you're out you have a sick engine or perhaps you have a tail in dragging brakes whatever it may be and when to Charlie Delta we're a cirrus sr20 over here at the T hangars information echo we'd like to run a drill here and do a practice rejected takeoff we'd actually like to reject a takeoff if we could use perhaps a runway that's an active that'd be great we basically just want to do a high-speed taxi and reject to take off 22:02 death Tyler runway 8 and that's it charlie and we are only 1/3 Sears once you Charlie Delfin not entirely sure we'd be able to stop before Charlie any chance we could use 1/7 for that 20/20 depth of Roger runway 117 you plan on that and taxi the alpha Bravo Charlie Juliet cross runway 8 and hold short of runway 1 3 okay we'll taxi to runway 1 7 2 alpha Bravo Charlie Julia cross 8 hold sort of one three one two Charlie Delta we appreciate it ok before taxi checklist taxi check the parking way heads off brakes check we've checked those orientation check attitude gyro turn coordinator check it's all up here so next checklist basically what I'm gonna do here is let the pilot set takeoff power and begin the takeoff roll I'm gonna sneak my CFI hand in there and reduce their power a bit to simulate a sick engine now this reduced power could also simulate a tailwind a high density altitude any of those reducing the power is just how we're gonna simulate a longer than expected takeoff roll the point here is not necessarily for the pilot to recognize that the engine instruments don't look right but more so for them to identify when they're passing their predetermined abort point recognize that we're not airborne when we should have been and I want to see that recognition lead them to reject the takeoff on their own without me prompting them all I'm there to do is reduce the power a bit to simulate a longer takeoff roll and I want to see them take action from their Robin the Cirrus is up first and Dan caught what was about to be a miscommunication Rob didn't seem like he totally understood the drill that was about to happen because I didn't explain it very well so we all spent a few extra minutes at the foot of the runway to kind of explain what was about to happen on the runway all right just a second while holding short and brake sir said what just said was that that I'll reject to take off necessarily chop your throttle after you set power for takeoff he's gonna ease a little power back to simply giving you a sick engine so your your airplane is not gonna make problems for us so after you set thrust you're gonna see his hand come up a little power back don't see that you're gonna you know be still rolling when you passed your point where you should have been airborne then you make your decision right you don't make your decision when he simulates your you're sick engine because you haven't decided yet you haven't gotten to your metric yet but when you got that to that punish hold an airplane is now flying then you say why obviously you're something wrong I got a dragon brakes I got a mag problem I got some kind of problem this airplane is not making thrust okay got it there's to try to jump across or anyone three this is departing and then continue with the attack suitor and only one seven okay well cross where only one three continue two one seven one do charlie Dell thanks Josh that absolutely makes sense okay that's a yeah no it's good explain uh now it's clear yeah demonstration purposes Rob declared the 1000 foot markers as his abort point so in other words if we're not getting light and ready to get airborne by passing the thousand foot markers we're gonna abort the takeoff and I basically want to see you reject the take-off if we are not airborne by the thousand foot markers we won't be airborne right so what you're gonna do is you're gonna go full power I'm gonna sneak my hand in here and make your engine sick I'm gonna reduce the power and you're gonna start accelerating real slowly something's not gonna feel right yeah and you need to identify when we blow past a thousand foot markers we need to abort we're not off the ground that sound good that's good sounds good okay ten Marcus tarsiers one two Charlie Delta's holding short of runway one seven Juliet we're ready to execute our rejected takeoff here tears to chart out your high speed oh boy just put it down on a one seven high speed abort approved down runway one seven one two Charlie Delta will exit at Foxtrot sounds good sir and now you can cross a runway one three contact ground on function okay well cross three one and we'll contact ground on Foxtrot won't you Charlie Delta okay one last check at a windsock almost directly down the runway find up airspeeds alive whoa something going on here my fuel flow is low ion camp solo abort something wrong and we're all at the end we'll debrief that one we're so we'll get past the whole line entirely and we'll come to a stop and execute that after landing checkout okay sounds good make sure the airplane is all cleaned up power level thousand fuel pump comes off you know heat is off okay good deal okay so yeah so you obviously notice a change in the engine obviously I reached up and pulled the power back what we want to really focus on is your is your defined abort point so you you aborted maybe about two or three hundred feet past the thousand foot markers or maybe about two hundred feet or so so basically once we were past those thousand foot markers you know we're not airborne so it's an it should be an automatic abort which you pretty much did you just kind of verified it with the engine and instruments and stuff like that but that's why we define an easily a point that you can easily identify on the runway and as soon as you see it passed your peripherals I'm not in the air abort so we're looking for on the RTO that's a part of pre-flight preparation you want to identify on the chart okay what are my markings on the runway what can be my rejection point I usually I do that you know looking at for flight before I get in the plane okay this is what runway we're gonna use it's got plenty of taxiways that I can call my abort point I'm gonna call it this taxiway etc so but other than that it was real good so you got radios okay I can go ahead and call ground good go ahead and call ground and tell them we're off runway three five Fox and we want to depart eastbound we pretty much covered the important parts there we want to reject mainly based on the fact that we're not airborne by our abort point but Rob handled it very nicely judging the health of the takeoff solely by reference to your engine instruments won't always paint the full picture for you let's take my rejected takeoff in Big Bear back in 2015 as an example for this we got off the ground right about where we thought we would and the engine was performing as expected but what kept us from climbing was a gust front that hit us from behind on the takeoff roll robbing us of the airspeed we needed to climb and after a few seconds of the airplane struggling climb the closed throttle and set it back down while I still could next up is miles in the Cherokee I had to be a bit more proactive with reducing the throttle in this airplane because with the stole kit I know this thing can leave the ground pretty easily though our plan we should we should be rotate speeds on a thousand photos if we're not will cool power get on the brakes this rejected takeoff I want to block your throttle if I need to reduce your throttle a little bit I might do that okay if I need to I'm gonna start kind of pushing your throttle back a little bit just okay just sorta like not gonna get to rotation speed San Marcos to our Cherokee eight eight five nine or November is holding short of runway three one at Foxtrot ready to do our high speed aborted takeoff on runway three five okay well enter a runway 3 1 4 this rejected takeoff and will exit the runway at the end on Juliet and we'll get ready for a takeoff appreciate it alright runway three one now that's good does it change your criteria right no 61 a death somewhere 7:40 left on one four one one one three we don't have any beautiful never made their escape good good good I saw very nicely executed were very aware of where your your criteria was and you want to pick something that's nice and easy to see so we'll debrief that a little bit more when I get off the runway up here we'll just kind of keep a high-speed taxi up here that's a rejected takeoff excellent did you like how that was executed yup man okay yup and we'll just do a u-turn right here so you pick up on the fact that you're not making the airspeed you should you're not feeling the acceleration you should you know taking into consideration your weight and all that good stuff we also had a tailwind too so that contributed and you saw your criteria these big white box painted on the runway you're passing them and you're not anywhere close the airplanes not even getting light all right so you just say oh no we don't like this we're chopping the power and we're aborting I was perfectly executed great any notes good all right good my dad's rejected takeoff was also very well done but he did pick a point pretty far down the runway which in and of itself isn't necessarily a bad thing when you've got this much pavement to work with but for the sake of departing on a shorter runway we want to choose an abort point that's not too far beyond where we think will actually rotate so we can make that decision to abort sooner rather than later basically when you're picking your abort point be as realistic as you can and get it close to where you actually think you're gonna rotate you're gonna identify whether we're at rotation speed whether we're getting light or not and if we're not getting light by your abort point you know what to do and I want to see you did that make sense there anything I skipped over there Dan anything good okay San Marcos tower skyhawk e zero Niner Niner one is holding short of runway eight out alpha ready to execute our practice rejected takeoff semi-retire Roger approve his request at runway eight approved as requested runway eight and will hold short of one seven when we get to the end writer all right all right yeah whatever you ready that's all you get [Music] nothing wrong with engine here nothing's wrong so what do you do a couple well though here I want to go ahead report all right there you go back tack c-17 and get off the runway at the end we'll debrief that aside or you can chose rest on the runway one seven back tax you owe me one seven the advisers are ready for your fortune okay I'll turn left one seven back taxi will exit on Juliet offense okay and will advise you already I don't show them right away when Juliet well short one seven on Juliet not an era one so that was good on the rejected takeoff I think Bravo was pretty far down there it was the entire point of that exercise is to be able to identify very easily on the runway where you're abort point is and know when you're passing and you did that what Bob we'll be okay because you had plenty of runway past that but if you for sure if you weren't up bravo for sure if you're not off my brother that's so should you pick something more reasonable closer in I try to pick something within reason that way I can tell first of all as soon as possible and also you that helps you determine whether you've got a sick engine or not because you know if you if we were to crunch the numbers we had I said okay we can definitely be up and climbing by the thousand foot markers be be able to tell sooner that we've got a sick engine so we could have still been ready to fly by Bravo but that's way too long so they're still probably would have been a problem right we're not producing are we've got brakes dragging something something's not right the point of that exercise is to be able to recognize when you're coming up to your abort point we're not ready to fly something's not right you didn't meet your criteria you're aborting the takeoff that makes sense yeah so you did a good job what do you have for that okay good all right so that's the reject to take off so you've got the radios now we're going to depart eastbound rejected takeoffs are something we just don't talk about in general aviation very much to most pilots the option of closing the throttle and aborting the takeoff roll never crosses their mind it never crossed my mind before that scenario in 2015 and I got lucky with that one sitting in the comfort of your own home watching this video it may seem like it's an obvious option that if something's wrong just abort the takeoff but when was the last time that you advanced the throttle to takeoff power and you were actively thinking about and ready to reject the take-off when will you make the decision to abort or not and is there a particular point on the runway that you need to make that decision by if things don't look right think about these things next time you're gonna go fly because quite frankly your life and your passengers lives depend on it like I said in the first quarter of 2020 we've already have three fatal accidents regarding rejected takeoff do you feel as though we in general aviation are adequately prepared for a rejected takeoff scenario in this instructors opinion no we're not so let's change that this video is a part of an entire series called hgp grassroots where Dan and I are trying to change the mindset of the pilot community in general aviation when it comes to recurrent training we're not looking to change the rules or regs or get the government involved here or there we don't need that what we need is for the general aviation pilot community as a whole to start taking their lives a lot more seriously when it comes to flying we can do that by getting serious about our recurrent training and this is where we start that conversation that is a kewpie grassroots [Music] I hope you got something out of this video I know I certainly got something out of it working with Dan and filming it and editing it if you have any constructive comments for us please do leave those down below and give this video a like if you liked it and share it share the crap out of this video we want to get this message out across the general aviation pilot community be sure to subscribe to aviation 101 and turn on those notifications so you don't miss part 3 when it comes out if you want to support what we do here at Aviation 101 you can do that in a couple of ways you can shop merch and flight gear at aviation 101.com slash store and for exclusive content live streams and giveaways you can join up at cockpit Club on aviation 101.com and on cockpit Club I do post exclusive content for members only and I'm gonna be taking the full-length cuts of the briefings and debriefings and flights from this entire aqp series those will be posted on cockpit Club until next time everyone I want you to stay happy stay healthy stay current and of course stay proficient get out there and go think about your rejected takeoff plan fly safe we'll see you in the next one [Music] [Music]

Channel: Aviation101

Views: 83,345

Keywords: flying, aviation, general aviation, air traffic control, atc, radio, intercom, audio, cockpit, takeoff, landing, training, vfr, ifr, flight, vlog, flight vlog, pilot vlog, aviation101, josh flowers, cfi, flight training, private pilot, commercial pilot, flight instructor, hd, 4k, n80991, skyhawk, cessna 172, dan gryder, aqp, grassroots, flight chops, recurrent, foreflight, rejected, aborted, rto, advance qualification program, pilot training, abort, cirrus sr20, piper cherokee 180, san marcos, texas, khyi

Id: 1Cvs_WDd9OU

Length: 22min 56sec (1376 seconds)

Published: Wed Apr 15 2020