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PRESENTS
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TO SURVIVE A POWERPLANT FAILURE
TIPS TO SURVIVE A POWERPLANT FAILURE BY DIEGO M. ALFONSO
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TOP REASONS WHY AIRPLANE POWERPLANTS
10 TOP REASONS WHY AIRPLANE POWERPLANTS FAIL
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CRANKSHAFT AND PISTON FAILURE 2%
OIL LEAKS > 2% INDUCTION SYSTEM BLOCKAGE > 3% IGNITION PROBLEMS % MISCELLANEOUS MAINTENANCE % CYLINDERS,VALVES ETC % FUEL SYSTEM PROBLEM % CARBURETOR ICE % FUEL CONTAMINATION % FUEL STARVATION/EXHAUSTION %
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PASSING CHECKRIDE, ENGINE
I’M TRYING TO BRAKE THE PCEFS PASSING CHECKRIDE, ENGINE FAILURE SYNDROME
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IT ALL BEGINS WITH PROPER TRAINING
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PREPARATION
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POWERPLANTS FAIL ONLY ON TWO OCCASIONS
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ANTICIPATION TWO GROUPS OF PILOT
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PROFICIENCY PERSONAL PROFICIENCY PLAN
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POWERPLANT FAILURE SURVIVAL
PREPARATION + ANTICIPATION PROFICIENCY + LITTLE BIT OF LUCK = POWERPLANT FAILURE SURVIVAL
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WE ARE EXTENDING THE TRAFFIC PATTERN AT THE MOST DANGEROUS END.
SLOW DOWN.
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NO LOOSE ARTICLES NOTHING UNDER SEATS
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THE TAKEOFF
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STATIC POWER CHECK
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EVERYTHING IN THE GREEN.
VISUAL CHECK: RPM, MP, EGT, ETC. WHAT SHOULD THE MP GAUGE READ?
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BEST RATE OF CLIMB SPEED
VS NORMAL CLIMB OUT SPEED
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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.
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TAKEOFF: NORMAL CLIMB OUT… KIAS. BEST RATE OF CLIMB, SEA LEVEL…….84 KIAS.
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QUICK ALTITUDE GAIN IS MORE IMPORTANT THAN FASTER FORWARD SPEED DURING SHORT FIELD AND NORMAL CLIMB OUT.
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MAINTAIN THE SLOWEST OF RECOMMENDED CLIMB SPEED TO A SAFE ALTITUDE.
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THE EMERGENCY TAKEOFF BRIEFING
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WIND DIRECTION. WHICH WAY TO TURN? AIRPORT LAYOUT. EMERGENCY FIELDS NEAR HOME AIRPORT. AT DESTINATION LOOK WHEN LANDING.
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THE POINT OF RETURN
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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.
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SELECTING THE GENERAL PRACTICE AREA
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SELECTING THE SPECIFIC MANEUVERING AREA
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THERE MUST BE A SUITABLE LANDING SITE WITHIN REACH.
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PICKING THE BEST AVAILABLE FIELD
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BE PICKED BEFORE THE POWERPLANT FAILS
THE FIELD SHOULD BE PICKED BEFORE THE POWERPLANT FAILS
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PICK A TOUCH DOWN POINT
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KEEP THE TOUCH DOWN POINT IN SIGHT. IF A TURN IS NEEDED TURN LEFT
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POWER OFF OVER A 50’ OBSTACLE
DO YOU KNOW HOW LONG DOES IT TAKES TO LAND YOUR AIRCRAFT POWER OFF OVER A 50’ OBSTACLE
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DO YOU KNOW WHAT THAT DISTANCE LOOKS LIKE FROM THE AIR AT DIFFERENT ALTITUDES?
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THE WING SPAN OF YOUR AIRCRAFT
DO YOU KNOW THE WING SPAN OF YOUR AIRCRAFT
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DO YOU KNOW HOW WIDE SECONDARY ROADS ARE?
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DO YOU KNOW HOW TO SPOT WIRES CROSSING A HIGHWAY?
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IS THE FIELD UPHILL OR DOWNHILL?
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KNOWING THE WIND DIRECTION
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SMOKE DUST FLAGS LAKES LEAVES COWS
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CONSTANT AIRSPEED GLIDES A LOST ART
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FINDING BEST GLIDE SPEED FOR THE PARTICULAR
FLIGHT
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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.
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WHAT IS THE MINIMUM POWER SETTING AND AIRSPEED NEEDED
TO MAINTAIN ALTITUDE IN YOUR A/C.
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POWER OFF ACCURACY APPROACHES PROFICIENCY IS ESSENTIAL
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DETERMINING THE KEY POSITIONS
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LOW ALTITUDE EMERGENCIES HIGH ALTITUDE EMERGENCIES
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POWERPLANT FAILURE PROCEDURES
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COCKPIT EMERGENCY PROCEDURES
INITIAL ACTION PROCEDURES COCKPIT EMERGENCY PROCEDURES EMERGENCY LANDING PROCEDURES
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INITIAL ACTION PROCEDURES
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FIRST & FOREMOST FLY THE AIRCRAFT.
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ATTAIN AND/OR PITCH FOR Vg ATTITUDE.
TURN TOWARDS THE FIELD. THINK ABOUT WHAT TYPE OF APPROACH AND LANDING.
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YOUR JOB IS TO LAND THE A/C ON THE EMERGENCY FIELD.
IF ALTITUDE ALLOWS DO THE REST.
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COCKPIT EMERGENCY PROCEDURES
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TRY TO RESTORE POWER.
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FIRST CARBURETOR HEAT ON. WHY?
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FUEL SELECTOR SWITCH TO FULLEST TANK FUEL VALVE CHECK ON
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FUEL PUMP ON IF EQUIPPED
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FUEL MIXTURE ADJUST OR RICH.
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MAGNETOS CHECK BOTH
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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
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ENGINE FAILURE CHECKLIST. ALL INFORMATION ON SAME PAGE.
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WHAT KIND OF POWERPLANT FAILURE?
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TOTAL POWERPLANT FAILURE. PROP WINDMILLING
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FUEL EXHAUSTION. FUEL STARVATION. CARBURETOR ICE. MAG FAILURE. (H). AIR BLOCKAGE.
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PARTIAL POWERPLANT FAILURE
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FUEL FLOW BLOCKAGE
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AIR INDUCTION BLOCKAGE
AIR FILTER BIRD STRIKE
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ENGINE CONTROLS
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A B
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A B
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A B
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IMPENDING POWERPLANT FAILURE
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PRECAUTIONARY LANDING AS SOON AS PRACTICABLE
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HOW OFTEN DO YOU CHECK THE ENGINE INSTRUMENTS?
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OIL PRESSURE GAUGE READING LOW/ZERO
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TROUBLESHOOTING C.H.T. E.G.T. OIL TEMP.
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BAD GAUGE OIL PUMP FAILURE OIL LEAK
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OIL TEMP MAY BE NORMAL
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CATASTROPHIC FAILURE “PROP STOPPED”
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CRANKSHAFT ROD PISTON VALVE ETC.
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HIGH ALTITUDE DESCENTS SHOCK COOLED AROUND HOT PISTON
CYLINDERS SHOCK COOLED AROUND HOT PISTON
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CATASTROPHIC THRUST FAILURE
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PROPELLER BLADE SEPARATES FROM THE ENGINE.
COMPLETE PROPELLER DEPARTURE FROM THE ENGINE TRANSFER CASE MALFUNCTION CRANK SHAFT BREAKS, PROPELLER WINDMILLING
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FOR AN EMERGENCY LANDING
PREPARE FOR AN EMERGENCY LANDING
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DOORS WINDOWS AND EMERGENCY EXITS OPEN
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COMPLETE THE EMERGENCY LANDING CHECKLIST.
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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
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BRIEF PASSENGERS
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COMPLETE THE EMERGENCY LANDING CHECKLIST.
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NO STRAIGHT IN UNLESS ABSOLUTELY NECESSARY
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WAYS OF CORRECTING FOR MISJUDGMENT OF ALTITUDE AND GLIDE ANGLE.
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SLIPPING THE AIRPLANE S TURNS ON FINAL APPROACH VARYING THE POSITION OF THE BASE LEG USING FLAPS
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DON’T TRY TO STRETCH THE GLIDE.
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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.
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NEVER TURN AWAY FROM THE FIELD
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TURN TO THE LEFT TO KEEP THE FIELD
IN SIGHT.
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COMMUNICATE IF POSSIBLE
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FINAL ACTIONS
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TOUCHDOWN
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POST LANDING ACTIONS
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TAKE THE ELT WITH YOU IF LEAVING THE AIRCRAFT
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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
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