Catastrophic Engine Failure after Takeoff

First, I want to thank everyone for the kind words and praise, but more importantly, I also want to thank everyone for the constructive critical feedback. I will admit that there are some items that I was complacent in. And a lesson learned for the next flight is to create myself a special checklist for the maiden flight of the next engine, as well as many more lessons learned. A bit of background. I am a sub-500 hour commercial pilot. I purchased the airplane in August 2020, and have 158 hours before it went down for this maintenance. To be perfectly honest, I was in a hurry, for a couple of reasons. I had read many articles, for instance the savvy aviation article on AOPA's website at www.aopa.org/news-and-media/all-news/2019/january/… :: """It’s very important to run the engine hard right from the outset. Keep ground running to a minimum, avoid a protracted preflight runup, and don’t cycle the propeller more than once (and as shallowly as possible). The reason for all this is that running a freshly honed cylinder at low power for any significant length of time can cause a condition known as glazing, in which a tough residue of carbonized oil builds up on the cylinder walls and stops the break-in process dead in its tracks. Once the cylinder has become glazed, it’s no longer oil-wettable, and the only solution may be to remove and re-hone the cylinder and start the break-in process all over again.""" Or ECI: Page 12, step 16: www.jjairparts.com/images/uploads/files/Engine%20B… Or ramaircraft.com/: "Keep initial ground run to a minimum, only long enough to verify no fuel or oil leaks prior to the break-in flight. " Another reason I was in a hurry, I was setting out at 4:20 PM PST, with sunset at 4:49, so I wanted to be in the air with daylight for the exact reason that became apparent in this video. Some get-there-itis. Get where? In the Air. Why? Because the shop would be closed for the next 4 days and I wanted to spend the weekend working on the break-in process. There are a lot of questions about what would I do differently, use of checklists, procedures, the should harness, etc. First thing I would change. Don't be in such a hurry. A lot of the ground operations I'm performing while taxiing are me running through the runup and before takeoff checklists. This is not normal for me, I was rushing At 3:16 I am performing a "Lights, Camera, with action to go" checklist as I turn on NAV and Strobe Lights for instance by pulling back the yoke so I can see what switches I'm flipping. So you might be saying, how did you miss the should harness if you use checklists? Well, my only excuse is that I already performed that checklist when I taxied from the north side of the hangar to the fuel island just a few minutes prior. The "Before Starting Engine" is one I need to make sure I pick up from this point rather than the "Starting Engine" checklist. As for what would I do differently in the air under these EXACT circumstances, I can't say that I would do anything differently, change the wrong thing I'm a smoking hole in the ground. I hope I never have to find out.

Edward, that was a handy bit of flying. I have over 23000 hours in everything from singles, light twins to B747. Had engine failures, fires, and everything in between in over 50 years of flying. Here is how you know your actions and thought process were correct. You got the plane down on the wheels at an airport and are telling the rest of us the story. Nice work! Airplanes are just machines and as such possess no magic component. Things happen, sometimes bad things. I hope you can afford to stick with your flying because it is a worthwhile adventure. I’m sorry this engine has caused you so much grief and money. Keep sharing the story. Young people need inspiration to take to the air!

Absolutely spectacular save. Not a foot of altitude nor a knot of airspeed to spare. That impossible turn was a calculated risk that played out well. Your virtually instantaneous reaction and almost immediate nose down was most definitely the difference between this being a success or you being a statistic. I'm sure lots would say you shouldn't have attempted the return turn, but at the end of the day you saved yourself and the airframe. Good on 'ya Captain!

You can really see how the propeller keeps the pilot cool. When it stops spinning, he starts sweating. Nicely done!

This has to be the best engine loss landing I've seen. Incredible composure, great breathing technique to keep your cool, and still buttered the landing. Props to you Sir!

You did a great job "flying the airplane" while dealing with the emergency.

Him: “I was in the air for one minute, 12 seconds” Me: still counts as 0.1 in the logbook.

Textbook energy management. You used every last bit of airspeed you had and it went perfectly. Bravo man.

Nothing wrong with this at all. The most important decision here was the one to STICK to your decision. You clearly had the presence of mind to fly the numbers until ground contact, whether that be on or off field. The only reason the 'impossible turn' is dissuaded is due to the seduction that some people fall into to start raising the nose and doing things they shouldn't - it's led by psychology, specifically desperation, which you resisted. Top marks and very, very well done mate 😊

My biggest fear. Damn dude. Nicely done.

Shades of my pilot training.....I was a 16 hour solo student when I had the engine pack it in at about 800 ft after takeoff. 800 ft was the pattern altitude, so I just flew a tighter pattern and got my poor C172 and my pink body on the ground in one piece. The silence and just the wind on final is memorable. Well done, Edward! You flew it to the full stop!

Good save! NOTE TO OTHERS: 1. cool day 2. sea level 3. SOLO pilot (very light aircraft) 4. Very quick reaction time (had a plan in place). Loose one of these variables in your favor and you are coming up short (or worse)....plenty of flat terrain ahead.... The irony is, now that you saved the plane- no insurance claim for the blown engine. THANKS FOR POSTING ED!

Extremely fast reaction time and great job flying the plane while knowing where you’re going. I mean, wow. Grade A . It never fails to amaze me how quickly these things unfold and how fast it can all be over without a proper reaction. Great job, honestly. Happy for you

After 40 years of airline flying and 30 thousand hours that has to be the best engine failure procedure I’ve seen-Well Done -Charles Lindbergh would be proud.

I like how you can see the initial instinct to pull up when the engine fails, but then how you immediately corrected the action by pushing the nose down

Ive had 3 engine outs and I know the feelings. That look of releif on you face when all 3 points were down, priceless, for everything else there's MasterCard. Good job always flying the plane.

Very nice job not only handling and flying throughout the incident, but also your preparation. I am impressed with your very professional approach to every flight, and obvious effort to learn and improve.

You say you did what you shouldn’t of done, but seeing that you managed to fly the plane and land safely on the runway, i say you nailed it in an intense scenario. Great job!

This is one of the most concise, intriguing aviation vids I've seen. No needless talk, just the facts and no unnecessary footage or dialog. Thanks immensely! Very informative

Well handled. Kept your cool. Kept thinking. Took a bit of a risk with that turn, but you committed and then executed flawlessly. Well done.