PRESENTS

TO SURVIVE A POWERPLANT FAILURE TIPS TO SURVIVE A POWERPLANT FAILURE BY DIEGO M. ALFONSO

TOP REASONS WHY AIRPLANE POWERPLANTS 10 TOP REASONS WHY AIRPLANE POWERPLANTS FAIL

CRANKSHAFT AND PISTON FAILURE 2% OIL LEAKS > 2% INDUCTION SYSTEM BLOCKAGE > 3% IGNITION PROBLEMS 5% MISCELLANEOUS MAINTENANCE 6% CYLINDERS,VALVES ETC. 7% FUEL SYSTEM PROBLEM 8% CARBURETOR ICE 8% FUEL CONTAMINATION 11% FUEL STARVATION/EXHAUSTION 20%

PASSING CHECKRIDE, ENGINE I’M TRYING TO BRAKE THE PCEFS PASSING CHECKRIDE, ENGINE FAILURE SYNDROME

IT ALL BEGINS WITH PROPER TRAINING

PREPARATION

POWERPLANTS FAIL ONLY ON TWO OCCASIONS

ANTICIPATION TWO GROUPS OF PILOT

PROFICIENCY PERSONAL PROFICIENCY PLAN

POWERPLANT FAILURE SURVIVAL PREPARATION + ANTICIPATION PROFICIENCY + LITTLE BIT OF LUCK = POWERPLANT FAILURE SURVIVAL

WE ARE EXTENDING THE TRAFFIC PATTERN AT THE MOST DANGEROUS END. SLOW DOWN.

NO LOOSE ARTICLES NOTHING UNDER SEATS

THE TAKEOFF

STATIC POWER CHECK

EVERYTHING IN THE GREEN. VISUAL CHECK: RPM, MP, EGT, ETC. WHAT SHOULD THE MP GAUGE READ?

BEST RATE OF CLIMB SPEED VS NORMAL CLIMB OUT SPEED

THE BEST RATE OF CLIMB WILL BE OBTAINED AT 105 MPH. TAKEOFF SPEED 82 MPH. AT LIGHTER THAN GROSS WEIGHT THESE SPEEDS ARE REDUCED SOMEWHAT.

TAKEOFF: NORMAL CLIMB OUT…..70-80 KIAS. BEST RATE OF CLIMB, SEA LEVEL…….84 KIAS.

QUICK ALTITUDE GAIN IS MORE IMPORTANT THAN FASTER FORWARD SPEED DURING SHORT FIELD AND NORMAL CLIMB OUT.

MAINTAIN THE SLOWEST OF RECOMMENDED CLIMB SPEED TO A SAFE ALTITUDE.

THE EMERGENCY TAKEOFF BRIEFING

WIND DIRECTION. WHICH WAY TO TURN? AIRPORT LAYOUT. EMERGENCY FIELDS NEAR HOME AIRPORT. AT DESTINATION LOOK WHEN LANDING.

THE POINT OF RETURN

ALTITUDE IS LOST IN A POWER OFF HOW MUCH ALTITUDE IS LOST IN A POWER OFF 90° 180° 270° AND A 360° TURN 30°-45° BANK.

SELECTING THE GENERAL PRACTICE AREA

SELECTING THE SPECIFIC MANEUVERING AREA

THERE MUST BE A SUITABLE LANDING SITE WITHIN REACH.

PICKING THE BEST AVAILABLE FIELD

BE PICKED BEFORE THE POWERPLANT FAILS THE FIELD SHOULD BE PICKED BEFORE THE POWERPLANT FAILS

PICK A TOUCH DOWN POINT

KEEP THE TOUCH DOWN POINT IN SIGHT. IF A TURN IS NEEDED TURN LEFT

POWER OFF OVER A 50’ OBSTACLE DO YOU KNOW HOW LONG DOES IT TAKES TO LAND YOUR AIRCRAFT POWER OFF OVER A 50’ OBSTACLE

DO YOU KNOW WHAT THAT DISTANCE LOOKS LIKE FROM THE AIR AT DIFFERENT ALTITUDES?

THE WING SPAN OF YOUR AIRCRAFT DO YOU KNOW THE WING SPAN OF YOUR AIRCRAFT

DO YOU KNOW HOW WIDE SECONDARY ROADS ARE?

DO YOU KNOW HOW TO SPOT WIRES CROSSING A HIGHWAY?

IS THE FIELD UPHILL OR DOWNHILL?

KNOWING THE WIND DIRECTION

SMOKE DUST FLAGS LAKES LEAVES COWS

CONSTANT AIRSPEED GLIDES A LOST ART

FINDING BEST GLIDE SPEED FOR THE PARTICULAR FLIGHT

In airplanes for which the manufacturer does not provide the optimum glide speed, and with which the pilot is not familiar, it can be determined by experimentation. This can be accomplished by establishing a power off glide and noting the airspeed and vertical speed, and then gradually reducing the airspeed until the vertical speed reaches its minimum and starts to increase. The airspeed at that moment is the best glide speed in still air.

WHAT IS THE MINIMUM POWER SETTING AND AIRSPEED NEEDED TO MAINTAIN ALTITUDE IN YOUR A/C.

POWER OFF ACCURACY APPROACHES PROFICIENCY IS ESSENTIAL

DETERMINING THE KEY POSITIONS

LOW ALTITUDE EMERGENCIES HIGH ALTITUDE EMERGENCIES

POWERPLANT FAILURE PROCEDURES

COCKPIT EMERGENCY PROCEDURES INITIAL ACTION PROCEDURES COCKPIT EMERGENCY PROCEDURES EMERGENCY LANDING PROCEDURES

INITIAL ACTION PROCEDURES

FIRST & FOREMOST FLY THE AIRCRAFT.

ATTAIN AND/OR PITCH FOR Vg ATTITUDE. TURN TOWARDS THE FIELD. THINK ABOUT WHAT TYPE OF APPROACH AND LANDING.

YOUR JOB IS TO LAND THE A/C ON THE EMERGENCY FIELD. IF ALTITUDE ALLOWS DO THE REST.

COCKPIT EMERGENCY PROCEDURES

TRY TO RESTORE POWER.

FIRST CARBURETOR HEAT ON. WHY?

FUEL SELECTOR SWITCH TO FULLEST TANK FUEL VALVE CHECK ON

FUEL PUMP ON IF EQUIPPED

FUEL MIXTURE ADJUST OR RICH.

MAGNETOS CHECK BOTH

IN A SINGLE ENGINE AIRPLANE, CONSTANT SPEED PROP, PULLING THE PROPELLER CONTROL OUT WILL NOT HAVE AN EFFECT ON THE BLADE ANGLE OF THE PROPELLER

ENGINE FAILURE CHECKLIST. ALL INFORMATION ON SAME PAGE.

WHAT KIND OF POWERPLANT FAILURE?

TOTAL POWERPLANT FAILURE. PROP WINDMILLING

FUEL EXHAUSTION. FUEL STARVATION. CARBURETOR ICE. MAG FAILURE. (H). AIR BLOCKAGE.

PARTIAL POWERPLANT FAILURE

FUEL FLOW BLOCKAGE

AIR INDUCTION BLOCKAGE AIR FILTER BIRD STRIKE

ENGINE CONTROLS

A B

A B

A B

IMPENDING POWERPLANT FAILURE

PRECAUTIONARY LANDING AS SOON AS PRACTICABLE

HOW OFTEN DO YOU CHECK THE ENGINE INSTRUMENTS?

OIL PRESSURE GAUGE READING LOW/ZERO

TROUBLESHOOTING C.H.T. E.G.T. OIL TEMP.

BAD GAUGE OIL PUMP FAILURE OIL LEAK

OIL TEMP MAY BE NORMAL

CATASTROPHIC FAILURE “PROP STOPPED”

CRANKSHAFT ROD PISTON VALVE ETC.

HIGH ALTITUDE DESCENTS SHOCK COOLED AROUND HOT PISTON CYLINDERS SHOCK COOLED AROUND HOT PISTON

CATASTROPHIC THRUST FAILURE

PROPELLER BLADE SEPARATES FROM THE ENGINE. COMPLETE PROPELLER DEPARTURE FROM THE ENGINE TRANSFER CASE MALFUNCTION CRANK SHAFT BREAKS, PROPELLER WINDMILLING

FOR AN EMERGENCY LANDING PREPARE FOR AN EMERGENCY LANDING

DOORS WINDOWS AND EMERGENCY EXITS OPEN

COMPLETE THE EMERGENCY LANDING CHECKLIST.

FUEL SELECTOR/VALVE OFF MIXTURE IDLE CUT-OFF FUEL PUMP OFF EXTEND FLAPS AS REQ. EXTEND LANDING GEAR. MASTER SWITCH OFF, WHEN NOT NEEDED. DAY/NIGHT

BRIEF PASSENGERS

COMPLETE THE EMERGENCY LANDING CHECKLIST.

NO STRAIGHT IN UNLESS ABSOLUTELY NECESSARY

WAYS OF CORRECTING FOR MISJUDGMENT OF ALTITUDE AND GLIDE ANGLE.

SLIPPING THE AIRPLANE S TURNS ON FINAL APPROACH VARYING THE POSITION OF THE BASE LEG USING FLAPS

DON’T TRY TO STRETCH THE GLIDE.

IT’S OK TO CHANGE FIELD. FLY DIRECT TO THE FIELD. ELIMINATE DRAG. UNDERSHOOTING IT’S OK TO CHANGE FIELD. FLY DIRECT TO THE FIELD. ELIMINATE DRAG.

NEVER TURN AWAY FROM THE FIELD

TURN TO THE LEFT TO KEEP THE FIELD IN SIGHT.

COMMUNICATE IF POSSIBLE

FINAL ACTIONS

TOUCHDOWN

POST LANDING ACTIONS

TAKE THE ELT WITH YOU IF LEAVING THE AIRCRAFT

ICING FROM 70 TO 20 DEGREES F WE DON’T FLY AT THE SURFACE. Smithly gump Forest is his smartest brother The problem lies between the pilots ears