Well done mark. I thought I was going ok with 3 forced landings
Two PSRU gearbox both made runway
1 on take off at about 250 into a feet field and took out a water channel,
with nose wheel and left main collapsing and two of the 3 prop. Blades.
It’s all fun as long as you walk away. So practic
I wrote:
> I know I sound like a broken record, but engine failures like this are
> the reason I usually either fly at 9500' or 10,500'.
Here's my (checkered) record of deadstick landings:
broken crank - put it on a runway
broken crank - put it on a runway
flywheel bolt broke - put it on I-65
b
I know I sound like a broken record, but engine failures like this are
the reason I usually either fly at 9500' or 10,500'. And I don't do the
"standard" 500 fpm descents, I wait until I know exactly where the
airport is, and as anybody who's flown with me will tell you, I chop the
throttle, d
Hi Jeff. Yes, this guy really kept his cool. I have always liked
flying cross country around 10K. Laugh if you want, but I like
tracking the VORs from up there, and also trying to spot them on the
ground, as I pass over them. John Shaffer, Fremont, Ohio.
-Please
Jeff,
Nice post! This guy handled his engine failure so well and smoothly I didn't
even hear about it. And I live 3nm away!
Langford always flies at 9500 or higher. After seeing this graceful example
video, I need to spend more time climbing to altitude...
John Bouyea
N133RM KR-2S - imported, fixed
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