The first step in risk management is to identify the hazards. One engine on an airplane makes the failure of that engine a significant risk. It, of course, depends on when and where the engine fails. On the ground is much less of a big deal than when we are airborne. We always hear that “the most dangerous thing about flying is the drive to the airport” which sounds good but has a bunch of qualifiers. How big a deal is this hazard? We need to look at how likely it is and how horrible are the results. If it is occasionally a problem but only scratches the paint it is a negligible risk and we should not spend much energy on that issue.
Complete engine failure is relatively rare. It can have significant consequences. Since I fly fairly often my exposure to the risk makes it more likely that I will experience it. One of the reasons driving is a more likely accident for most people is that they spend much more time in the car that in the airplane. So this is something I should pay attention to.
Mitigating the risk of engine failure is a great plan. It starts with the preflight. By visually confirming that we have adequate fuel the risk goes way down. According to AOPA three fuel related accidents happen every week. Inspections and preventative maintenance can further reduce the risk. We can also operate our engines with respect. If you slam the throttle full forward and snatch it back to idle as a matter of practice your engine will reward you with costly repairs and a reduced life.
Okay so after we reduce the risk of engine failure to a minimum we still have a chance that it will fail. How can we increase the chance that we will survive?
Memorize your emergency procedures so you can do them in a relaxed manner...or one day you might die all tensed up.
—TSgt Walter Morgan
In the Air Force we had to memorize the “bold face” procedures which are the critical items of an emergency checklist. A few of the general aviation POHs (Pilot Operating Handbooks) use this concept. Here is an example:
ENGINE FAILURE DURING TAKEOFF ROLL
1. Throttle Control - IDLE (pull full out)
2. Brakes - APPLY
3. Wing Flaps - RETRACT
4. Mixture Control - IDLE CUTOFF (pull full out)
5. MAGNETOS Switch - OFF
6. STBY BATT Switch - OFF
7. MASTER Switch (ALT and BAT) - OFF
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed - 85 KIAS - Flaps UP
75 KIAS - Flaps 10° - FULL
2. Mixture Control - IDLE CUTOFF (pull full out)
3. FUEL SELECTOR Valve - PUSH DOWN and ROTATE to OFF
4. MAGNETOS Switch - OFF
5. Wing Flaps - AS REQUIRED (FULL recommended)
6. STBY BATT Switch - OFF
7. MASTER Switch (ALT and BAT) - OFF
8. Cabin Door - UNLATCH
9. Land - STRAIGHT AHEAD
I teach my students these procedures:
On runway stop on runway (maintain directional control)
Below 500 feet land straight ahead (and how straight is straight)
Above 1000 feet ABCs (between 500 and 1000 is ambiguous)
A Airspeed
B Best field
C Cockpit check (action restart)
D Dialogue 121.5, 7700 and what kind of priority to assign to communication
E Egress (action shutdown)
What the hell is action? Action is part of the memory tool “Lights, camera, action”
Lights: is lights I turn all external lights on thinking about the risk management between what is legally required and helping other traffic, including birds to see and avoid us.
Camera: Transponder to ALT and confirming the correct squawk…so they can see you on TV at Raleigh
Action: This is a last minute configuration check and reinforces your engine restart, engine shutdown procedures. We check the “killer” items and rehearse the flow for restart and shutdown peculiar to that aircraft. (This insures we review our emergency procedures just prior to takeoff. Restarting a Mooney is different than a Skyhawk)
For the C-152 action is:
– mixture rich,
– flaps up, tap the actuator and look at the flaps to confirm position,
– fuel valve on,
– trim set,
– carb heat cold,
– switch hands,
– primer in and locked,
– master both,
– mags both
The complete statement goes “lights, camera, action Because you are the STAR of this movie…but you don’t know your script…until you READ YOUR CHECKLIST.
Checklists help minimize errors, and they are a special emphasis item on the FAA check-ride. If it is a habit then you WILL probably do it. A common error is confusion between short field and soft field procedures on the check-ride. It is essential to use a checklist when switching between aircraft. A Cessna 206 is kind of like a big 152 but the flap, power and airspeed settings are significantly different.
It would suck to have the single engine fail but it is likely a survivable event if we maintain composure and act in a timely manner. We never want to be in a rush in an airplane because haste tends to cloud our though processes and rapidly doing the wrong thing is often the result. Immediately after takeoff is probably the worst time for the engine to quit because we have little altitude to trade for airspeed and gliding distance will be short. The story goes that pilots generally take several seconds to recognize and accept that it is really happening. If the angle of attack is not reduced soon the airplane will stall. A controlled descent into the trees is survivable. Falling out of the sky is fatal.
How low can you turn back is a question I refuse to explore. Every few years we read about an accident. Generally it is two flight instructors who are exploring the envelope. The first time they try it at about 800 feet or so, the next one lower and the third attempt ends with the stall spin accident.
When will the engine fail? I don’t know, if I did I would not take that flight. Every time I take-off I think to myself “AWESOME.” I am very blessed to be able to fly. It comes with some risks that I accept because I believe that my training will carry me through. When I rehearse action prior to take off the next time may be for real. Have fun, be safe.
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