Do you have a link? I couldn't find an S model out there?

I’ll pm you

Well done. Attach that video to your resume.

Impressive save! Talk about a combination of the worst and best luck at the same time. The worst luck was having the engine fail so catastrophically to begin with. The best luck was having sufficient altitude on a clear day to be within gliding distance of an airport with all the resources you could ask for. Watching this video is as close as I want to be to this experience. Root cause of the failure will be interesting if you ever figure it out. Were there any anomalous indications on your engine monitor before the big break? I'll be following this thread to the end. Maybe this will get me to stop whining about lack of decent flying weather...

Hummm. The link is taken down.
205Pilot did you do that intentionally or did YouTube do that?

SkylaneSam wrote:Hummm. The link is taken down.
205Pilot did you do that intentionally or did YouTube do that?

Still works fine for me.

I watched it last night. Absolutely amazing airmanship. Sent the link to 2 of my flying buddies. They called and said the link was down.
I tried it earlier this morning with no joy. Your right....its up now.

YouTube gave me a brief ban, I appealed and they reversed it. Not sure what that was about but it is back up now and should work.

Textbook save. Nice.

Sometimes you find that bit you have missing.

Very impressive job 205 Pilot. You seemed pretty relaxed through it all. I haven't heard of a 470 coming apart like that. Now I have, but at least it happened to a pilot who handled it well.

Absolutely phenomenal job! Must have felt pretty amazing making that taxiway.

Solid form.

Did your 470 have VAR crank? Assuming not on 205.

Please let us know if you find that to be the culprit.

I have some personal aircraft concerns.

I am curious just how common a catastrophic engine failure due to a mechanical failure occurs. It is a little bit off topic and I could move it to a different thread if needed. I am curious how often this occurs per hours flown. Most engine failures are due to pilot error related to fuel starvation/exhaustion or carburetor ice. I have heard the catastrophic failure occurs about once in every 5000 hours of operation with large bore Lycomings/Continentals. Does anyone happen to know the answer to this question and where the data was obtained ? Seems we fly various missions with different risk profiles and knowing how common this type of failure occurs would be important.


Josh

Impressive how you managed to handle the pressure!!

On the other hand, I own a 205 with a IO-550 and its an absolute rocket!
I highly recommend it


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Great video. Thanks for posting. And KUDOS for great management of a dicey situation.

Your outstanding video is a good reminder that the NTSB aviation accident DB only includes ACCIDENTS. A whole lot of engine failures in SE aircraft are not reportable as either accidents (to the NTSB) or incidents (tracked by the FAA).

Mapleflt wrote:I suspect a representitive of the FAA will soon be knocking on your door to discuss the details, regulatory actions under consideration, corrective measures. They will most definetely carry out a full investigation of the events. In the final analysis they will clearly be requesting your YouTube video as evidence for their "how to" library, WELL DONE SIR

Doubt it. A catastrophic engine failure is not a reportable accident unless there are fatalities, serious injuries, and/or $25 K in damage (which doesn't include engines, accesories, or props.

PapernScissors wrote:

Mapleflt wrote:I suspect a representitive of the FAA will soon be knocking on your door to discuss the details, regulatory actions under consideration, corrective measures. They will most definetely carry out a full investigation of the events. In the final analysis they will clearly be requesting your YouTube video as evidence for their "how to" library, WELL DONE SIR

Doubt it. A catastrophic engine failure is not a reportable accident unless there are fatalities, serious injuries, and/or $25 K in damage (which doesn't include engines, accesories, or props.

I think you missed the intended irony, I'll try better next time.

Dog is my Copilot wrote:I am curious just how common a catastrophic engine failure due to a mechanical failure occurs. It is a little bit off topic and I could move it to a different thread if needed. I am curious how often this occurs per hours flown. Most engine failures are due to pilot error related to fuel starvation/exhaustion or carburetor ice. I have heard the catastrophic failure occurs about once in every 5000 hours of operation with large bore Lycomings/Continentals. Does anyone happen to know the answer to this question and where the data was obtained ? Seems we fly various missions with different risk profiles and knowing how common this type of failure occurs would be important.


Josh

NTSB annually publishes 'defining events' (aka 'root causes') for prior years. "SYSTEM MALFUNCTION: POWERPLANT" is a separate categoy from "FUEL". FWIW, my read of the category is that all (100%) of "SYSTEM MALFUNCTION: POWERPLANT are either mechanical (the vast majority) or pilot screwups. Another FWIW: loss of power because the engine quit is ALWAYS (every year!) ranked in the top 3 'Defining Events'. Fuel issues (both starvation and exhaustion) are far fewer than mechanical engine problems. FWIW (3) engine failures, fuel issues, whatever aren't counter or REPORTED anywhere unless there's an accident reportable to the NTSB or the FAA finds some inconvenience to a lot of people and tracks it as an 'incident'.

PapernScissors wrote:
NTSB annually publishes 'defining events' (aka 'root causes') for prior years. "SYSTEM MALFUNCTION: POWERPLANT" is a separate categoy from "FUEL". FWIW, my read of the category is that all (100%) of "SYSTEM MALFUNCTION: POWERPLANT are either mechanical (the vast majority) or pilot screwups. Another FWIW: loss of power because the engine quit is ALWAYS (every year!) ranked in the top 3 'Defining Events'. Fuel issues (both starvation and exhaustion) are far fewer than mechanical engine problems. FWIW (3) engine failures, fuel issues, whatever aren't counter or REPORTED anywhere unless there's an accident reportable to the NTSB or the FAA finds some inconvenience to a lot of people and tracks it as an 'incident'.

https://www.avweb.com/flight-safety/acc ... avoidable/

I found this article interesting. I was surprised by the large number of engine failures with no known cause (30% for Continentals and 41% Lycomings). Makes sense that big bore engines have higher failure rates. Good percentage of engine failures are due to fuel problems. Many mechanical failures are not reported if there is no injury or damage to the airplane. I had one in 1992 after an AD carburetor was placed in a club 172 and I had to make a forced landing at an uncontrolled airport. Handicapping the true risk of a mechanical failure is difficult. I try to be in a position to glide safely in most phase of my flying but some of the backcountry/mountain flying it is just not possible. Good to practice power off procedures and mitigate as much risk of possible. Being in the right place at the right time is not always lucky. Having a Garmin Inreach, BAS seat belts, and having some survival gear also important too. Nice job with the bringing the 205 in safely.


Josh

Dog is my Copilot wrote:Handicapping the true risk of a mechanical failure is difficult. I try to be in a position to glide safely in most phase of my flying but some of the backcountry/mountain flying it is just not possible. Good to practice power off procedures and mitigate as much risk of possible. Being in the right place at the right time is not always lucky. Having a Garmin Inreach, BAS seat belts, and having some survival gear also important too. Nice job with the bringing the 205 in safely.
Josh

Excellent points, Josh! If you only fly point to point at very high flight levels, you MAY be able to maintain a safe gliding distance to something nice to land on.

But, that really not what folks on this web forum do. If you’re going to fly the back country, have your engine maintained by professionals, follow Josh’s advice above, and enjoy the privilege we have to fly these beautiful machines. Like most things in life, it’s a calculated risk. Get as many things in the plus column as you can, and enjoy the ride.

MTV