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"RD" wrote in message
... How many of you have memorized all the emergency procedures. I have memorized all the emergency procedures at least once. ![]() without very frequent recurrent training, it's hard to keep them memorized. For my insurance, I get recurrent training annually, during which the emergency procedures are reviewed, but I've always forgotten something between each annual review. IMHO, emergency procedures should be a part of any BFR, even when you are focusing mostly on other things (like mountaing flying, instrument work, that sort of thing). It's probably a good idea to fly with an instructor at least annually to refresh your memory, even if your insurance company doesn't require it. Airline pilots go over this sort of stuff even more frequently (every six months at least, if I recall), which should tell you something. On a side note, I'm a bit confused about a partial engine failure. Say the engine loses a valve and runs VERY rough. Should I continue flying with that engine in hopes of making a runway, or shut the engine down to prevent it from ripping itself off the airplane and turning me into a large paper weight. It depends. But generally speaking, an internal failure is probably not going to break the motor mounts. A broken prop will, and you should get the engine shut down as fast as is humanly possible in that case (I'd cut the ignition AND the mixture AND the fuel shutoff, in that order). In the case of an internal failure where the engine is still making power, I'd keep the engine going as long as it seemed to be helping more than hurting. If you are thirty miles from the nearest airport, you may feel the engine won't make it that far, and landing with power off-airport may be desirable to losing the engine on the way to the airport. Of course, even if you decide to try to make it to an airport, you should be even more vigilant than usual about knowing where your emergency landing site will be, should the engine give up before you get to the airport. Pete |
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