Very good training video. Well done.

Releasing the back pressure and using the vertical space available to allow a very steep but low g turn is critical. We want most of the turn completeld before getting low with a wing down. Lots of rudder gets the pitched down nose around quickly. In crosswind, we want to turn into the wind.

Again, well done.

Nice video and good practice. Had that really happened to me in that exact location not sure I would turn for the field though. Would probably have stuck it on the beach. It is an eye opener though to see what it takes to get it back. Either way thanks for the vid!

I have had many spraying. At 200' or below, it is very easy to pick the LZ. It is near and obvious and never the field you came out of. Yes, beach is obvious and good.

Nice video, thanks for the work that went into it and sharing.

I've practiced the manuver from 1,000' in a 145HP 172. 50-50 needing to add power to make it back. What makes the differnece I think is climb performance. That old 172 had to fly a fair bit away from the runway to make 1,000' AGL.

The same manuver in my Maule its easy at 1,000', and with my (somewhat limited) skills I can do it down to about 750' reliably.

Many variables. Climb performance, wind, DA, runway length, obstacles, etc. etc.

Another GREAT video! Your overflight prior to your training flights was also a strong suggestion that we know our potential landing sites (or crash sites) well before we apply power and do a pre-takeoff brief (whether to ourselves or out loud). Thanks for you value added commentary. I fly out of KSFF, which has hills on two sides and lots of development on 3 sides. I think minimum altitudes for where, when, and minimum AGL altitudes for no turn, 30 d or less turn, 90 d turn, or 180/270 d turns are a good feature for my pre-throttle takeoff brief.

Keep the videos coming. Thanks.

Thanks Jose. Would like to have been able to see your AOA display as you made the turn. Did you reference it? Can you describe the indications through the turn?

Gross weight. What is the effect? I’m going to hypothesize that it doesn’t make too much difference? You climb out at a lower vertical speed, but the potential energy gained is weight x altitude, with a small penalty for added induced drag? You’ll end up further from the field if the failure still happens at 500’, but the additional weight is additional energy that can return you to the field?

Was a standard take of 10 degrees of flaps and Vy climb.

AoA I did look once at it until the turn was finish, showed one yellow during the turn, at that time I did not have the HUD and it was to my left side, now with the HUD and close to the center its a lot easier to see.
If you have an AoA has to be easy to see, or else you cannot use it to its full.

Once the turn was completed immediately looked at the AoA to correct for best glide.
At gross would be harder ,and you would need to have more altitude to be able to make it back, higher stall speed, need faster best glide speed, your descend rate will increase too.
I would have to be pretty high to consider attempting turning back at gross weight.