Immediate Action Items Checklist

On Tue, 17 Jun 2008 20:08:23 -0700 (PDT), "Ol Shy & Bashful"
wrote in
:

On Jun 17, 7:36*pm, Larry Dighera wrote:
On Tue, 17 Jun 2008 15:46:47 -0700 (PDT), "Ol Shy & Bashful"
wrote in
:

Do YOU have one? Do you rehearse it or practice it while the pressure
is off? If not, why not? What do you use for immediate action and why?

This is the first I've heard of that term. *Are you referring to
emergency procedures contained in the aircraft's POH?

Larry
Immediate Emergency Action is just exactly that.

Okay. So you're thinking about emergency procedures for a given
scenario on departure, en route, or arrival.

If you check stats,
the vast majority of engine failures occur because of fuel problems.
Fuel exhaustion, fuel starvation, fuel contamination or a mechanical
like fuel pump or fuel line failure. I think its like 80%? So, if a
pilot does the obvious like fuel tank select, mixture, throttle, carb
heat (if carbureted) fuel pump on (if so equipped) there is a chance
of taking care of the problem without heading for the trees while
digging out the checklist and crashing.

So you're concerned that the PIC should be instantly prepared for all
contingencies. If the pilot understands the systems (fuel,
electrical, control, hydraulic, ...), he shouldn't find
logically/intuitively diagnosing the cause of the emergency too
difficult.

Most of the POH info goes thru
the litany of things to check while setting up for a crash and down
towards the bottom kind of as an afterthought says "Attempt to restart
the engine if time permits..." That is kind of after the fact and way
too late.

I suppose it can be at low altitude.

When I was flying a variety of aircraft and jumping from one to
another, I tried to do the procedure for one that did not apply and
damned near put it into the trees.

I can certainly see how that might occur in that situation. What
happened?

After that, I took time to review
Immediate Action Items for the specific aircraft I was flying before I
took off. I rehearsed the specific immediate action items before
takeoff and still do it to this day and teach my students the same.

Coming from a pilot with your experience, preflight review of
emergency procedures is prudent and sound advice. Thanks for calling
it to my attention.

If an engine quits at less than 500' agl, there is not much time to
decide what to do

Right. If you believe you can successfully execute a turn-back, it's
best begun immediately rather than analyzing the cause of the problem.
However, a sudden power interruption is most likely due to a control
improperly positioned, and might be easily rectified. You're forcing
me to give this some thought.

I can see where the PIC should have a different response to similar
situations according to height/time available. If altitude permits,
one fiddles with the fuel selector, ...; if you're light and five
hundred feed AGL and the fan stops, you'd immediately bank 45 degrees,
and slow to five knots greater than stall speed, the speed at which
the warning is normally activated. If below that altitude, select a
touchdown point but a few tens of degrees from your present heading
that may provide the kinetic energy to be dissipated by the airframe
without endangering those on the ground, if possible. It's always
good to have a few spots at the home airport pre-picked out on the
departure end of the runways and on the crosswind legs.

and it sure is better to have a game plan rehearsed immediately beforehand.

Things always go better when you're prepared.

I spent about 40 years doing crop dusting or
ag operations and the margin for error is pretty narrow as is the time
to react to emergencies. That is where I got my basis for this answer.
Cheers
Ol S&B

Very much appreciated, Rocky.

Bob F. wrote:


"K l e i n" wrote in message
...
On Jun 17, 4:46 pm, "Ol Shy & Bashful" wrote:
Do YOU have one? Do you rehearse it or practice it while the pressure
is off? If not, why not? What do you use for immediate action and why?

What I've been working on is a checklist for my wife to use to save
her life (and maybe mine) in the event of a sudden incapacitation of
the PIC (me). It's a turbine twin so it's no small task for someone
unfamiliar to get it on the ground safely. She has a ppsel but hasn't
flown solo in almost thirty years. At least she knows what a good
approach and landing looks like. In this case, a good landing would
not require reuse of the airplane.

K l e i n

Have you considered the AOPA Pinch Hitters Course?
see: http://www.avweb.com/news/safety/183023-1.html


My wife took this years ago. She also soloed, but never went on to get
her license. She did say there is nothing like flying alone to have the
confidence. She thought the AOPA course would not satisfy that.

--

Regards, Ross
C-172F 180HP
KSWI

On Jun 17, 11:26*pm, "RST Engineering"
wrote:
Um, that would be the 405. *I-5 is about ten miles northeast.

Jim

--
"It is the mark of an educated mind to be able to entertain a thought
without accepting it."
* * * * --Aristotle

*Includes a 737 that had a total electrical failure on
rotation from 25L at LGB and he stopped with his wingtip hanging over
the edge of the runway looking down on I-5. Talk about a high pucker
factor?!

No wonder I kept getting lost on that damned freeway system!!! ggg
You are absolutely right of course and I operated out of LGB for years
and out of SNA for as many more. In fact, I started flying out of SNA
back in the mid 50's and worked the SoCal area for at least 20+ years.
The airplane was the old Western Airlines group and I think the
incident was about ....geeeezz '63-64? sometime in the 60's anyway....

Better not have been. I vacated the airlines when I graduated and went into
the space program and the first 737 had yet to be delivered to my airline in
the late 1967s, as I vaguely recall. I could be wrong.

Funny, back in the '60s I'd send students on cross-countries to SNA (now
John Wayne) without a thought of it. Nowadays I'd be nuts to do that.

Jim

--
"It is the mark of an educated mind to be able to entertain a thought
without accepting it."
--Aristotle



No wonder I kept getting lost on that damned freeway system!!! ggg
You are absolutely right of course and I operated out of LGB for years
and out of SNA for as many more. In fact, I started flying out of SNA
back in the mid 50's and worked the SoCal area for at least 20+ years.
The airplane was the old Western Airlines group and I think the
incident was about ....geeeezz '63-64? sometime in the 60's anyway....

On Wed, 18 Jun 2008 21:08:09 -0700, "RST Engineering"
wrote in
:

Funny, back in the '60s I'd send students on cross-countries to SNA (now
John Wayne) without a thought of it. Nowadays I'd be nuts to do that.

Right. Today, the wake turbulence from the B-757s landing on 19R and
jet blast from airliners holding between the runways on taxiway Lima,
not to mention the windshere and birds, can be lethal for a solo
student landing on 19L. But I've got a signature in my logbook from
someone at Martin Aviation in 1970 to verify my solo xcountry.

On Jun 19, 1:09*am, Larry Dighera wrote:
On Wed, 18 Jun 2008 21:08:09 -0700, "RST Engineering"
wrote in
:

Funny, back in the '60s I'd send students on cross-countries to SNA (now
John Wayne) without a thought of it. *Nowadays I'd be nuts to do that.

Right. *Today, the wake turbulence from the B-757s landing on 19R and
jet blast from airliners holding between the runways on taxiway Lima,
not to mention the windshere and birds, can be lethal for a solo
student landing on 19L. *But I've got a signature in my logbook from
someone at Martin Aviation in 1970 to verify my solo xcountry. *

You'd be hard pressed to even find where Martin was back then! I think
in the 70's it was still just south of the ramp area where air
carriers were parking. Mission Beech was on the north end and so was
transient parking. Long gone ...........Back when I first flew out of
SNA, there were parallel strips and one of them was used for drag
races on weekends! Torbet, Martin and Tallman aviation were all
operating. Mile Square was still popular for touch and goes and not
uncommon to see a mix of military and civilian aircraft in the
pattern ... also long gone for flying. Many of the old strips are
ancient history all across the country..