https://m.youtube.com/watch?v=S-GTZEIV_uQ&feature=emb_rel_end

I wish I'd seen this 4000 hours ago. Scott's narrative is absolutely on point. FWIW, I learned these lessons through personal experience. Even so, reminders are helpful I just hate relearning painful lessons.

When my SE FW aircraft becomes a glider ...

I will FLY THE AIRPLANE!!!!!

I will NEVER, EVER attempt to "stretch my glide"!

My ONLY priority I have is a SURVIVABLE landing.

I AM PIC... not the Controller at Center, in the TRACON, or sipping coffee in the Tower. I will be the first to arrive at the accident site.

Think ENERGY! ENERGY! ENERGY! I won't waste it, nor will I pretend I have more than I've got!!!

When I choose to fly near terrain (or at night, or in day IMC) I will have have an out within gliding distance.

Aiports are nice, but unnecessary for a survivable and even injury free day time landing. If at night or in poor visibility see prior cuplet.

Plan for the event. Carry hull insurance so iwhen (not IF) my time arrives I don't have repair/replace costs looming in the back of my mind.

Plan for the event. Know where there are survivable landing sites along my route within glide + maneuver distance.

Plan for the event. A survivable landing sight I can't see or can't easily find in a cfutch isn't a landing site for my flight.

Plan for the event. Equip my aircraft to help me and pax survive an unscheduled landing.

Plan for the event. Dress for the unscheduled landing (and post arrival survival).

Excellent evaluation and presentation and scary. I was so fortunate that my many engine failures were 200' or below and day VFR. You guys who fly high, IFR, and night have way too much time to think about it on the way down. I lost all transmission fluid in a Huey while IMC but was on the approach and Bell guaranteed Army aviators that we had 20 minutes without any transmission fluid.

Much more management necessary in the high forced landing, but in the six second low altitude deal we still have to be always in failure mode and we have to fly all the way to the landing or crash. We don't have the three seconds to accept it.

I was blessed to have the longest strip in USA within a 1/4 mile when my engine quit making noise. There is no airport designator for I-80

Tim

I watched/listened to the video he dissected about two weeks ago. Edge of your seat stuff. I also appreciated the added commentary added with this video.

I live in the area and cross those same mountains, so two things stuck out at me. First, Auburn seemed like a pipe dream for distance and Bergseth can be challenging to find on a VFR day with all the time you need (and without a windshield covered in oil). That plateau between Bergseth and the Auburn Valley is infested with grass runways but they don't exactly jump out at you under stress.

Second, it is my understanding that SOP for the Bonanza is to land gear up unless pavement is assured (same is true of the T-6, P-51, etc).

In the end, well done by all - and a well done video