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#11
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"RD" wrote in :
How many of you have memorized all the emergency procedures. The only one I really know is the engine failure procedure. I have to admit, if any other emergency was to develop I think I'm unprepared and it's time I do some re-familiarization of procedures. 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. Thanks, Ryan In a partial engine failure, you can move from one emergency landing site to the next until you make it to an airport. As long as you are continuously in a position to make an off field landing and the nearest airport is not in a built up area, I wouldn't write off the idea of flying towards an airport. As for the engine coming off due to vibration, it depends on the extent of the vibration. I doubt that a broken rod or valve would cause enough vibration to break the engine mounts. I've read some accident reports where even a broken prop blade did not rip the engine off. |
#12
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In article ,
Andrew Sarangan wrote: "RD" wrote in : How many of you have memorized all the emergency procedures. The only one I really know is the engine failure procedure. I have to admit, if any other emergency was to develop I think I'm unprepared and it's time I do some re-familiarization of procedures. 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. Thanks, Ryan In a partial engine failure, you can move from one emergency landing site to the next until you make it to an airport. As long as you are continuously in a position to make an off field landing and the nearest airport is not in a built up area, I wouldn't write off the idea of flying towards an airport. As for the engine coming off due to vibration, it depends on the extent of the vibration. I doubt that a broken rod or valve would cause enough vibration to break the engine mounts. I've read some accident reports where even a broken prop blade did not rip the engine off. I hyad it happen, in a Bonanza, 42 years ago, going out of Albuquerque. It shook pretty badly above about 1700 RPM, so we declared an emergency and asked for the 13000 ft runway. We actually taxied in and could hear the wheezing sound. I still have the piston and valve pieces. First rule: FLY THE DAMN AIRPLANE! |
#13
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Two years ago, I had a piston rod break. It tore the engine in two halves;
only the crank shaft held the case together. It was a test flight. It failed right over the airport fortunately. So a dead stick was relatively easy. Prior to that event, I would often pracitice dead stick landings. It came in handy that day. No sweat, until I got out of the plane when adrenalin surged out!! VL |
#14
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"RD" wrote in message ...
How many of you have memorized all the emergency procedures. The only one I really know is the engine failure procedure. I have to admit, if any other emergency was to develop I think I'm unprepared and it's time I do some re-familiarization of procedures. 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. Thanks, Ryan Hi Ryan I've suffered a number of partial power failures in both fixed wing and rotorcraft, single and multi engine. With a single engine, if you have a favorable landing spot and you feel you can do it safely, make a precautionary landing. If there is no favorable landing area close by, keep going until you find one, or an airport to land at. Why take a poor landing area and turn it into a possible accident site when the engine may carry you farther. Of course if it quits cold you have little choice but to make the best of a bad situation. A valve failure generally results in a noticable drop in rpm or engine sound and is confirmed with a quick mag check or carb heat check. It might be something besides a valve failure. I've had throttle control failures that did not fit under the general check list procedures. Once my rpm dropped to about 2000 in a Piper Pawnee while spreading seed and I was about 15 miles from my strip. It made it back OK after I got rid of my load but I sure kept the best options open to land if it quit. I didn't know the problem until I got it on the ground. I've had valve failures in helicopters and got them on the ground quickly in a clear area, again while spraying. Have had power loss due to heavy induction ice in the form of snow and was able to get it to an airport at night over the Rocky Mtns. Have had bad fuel and was able to limp to an airport using my primer knob to keep fuel going into the intake and the same with severe carb ice. Have had throttle cables come clean out of the panel on a power reduction but fortunately that was on short final! Have had oil pressure loss due to loss of oil and was able to limp to an airport again with the best optional landing area in view as I progressed along. Bottom line is to evaluate your best options and take action. That doesn't always mean to make an immediate landing and wreck the aircraft and perhaps yourself with it! Off airport landings are fraught with obstacles and hazards that may not be apparent until you are committed and you find out the hard way. Much better to ruin an engine than the whole aircraft and its occupants. Best of luck in your flying career and hope you never have to see how good your procedures are in an actual emergency. Ol Shy & Bashful |
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