Flight Training - July 2011 - 28

One logical approach is to first categorize mechanical emergencies by the systems affected (power, control, et cetera) and, second, by the part of the flight in which they might occur. We then develop ways of practicing those failures so that, if we encounter them, we won’t be tap dancing to a new tune. The first question is “How serious is this problem?” The answer to that requires answering two more questions. First, the nature of the failure: Is the problem in itself capable of bringing the airplane down, e.g., an engine fire or engine failure that demands instantaneous action? Or is it something that can be dealt with over a period of time, such as a stuck landing gear, a malfunctioning aileron, or flaps that won’t retract? Second, where and when the failure happens: An engine failure on climbout is more critical than one en route. An electrical failure during the day while arriving at your destination is much different than the same failure at night while a long way from any safe haven. Some failures are more common than others. And some are more critical than others. However, all lend themselves to practice, which will greatly shorten the spool-up time for your brain if the real thing happens.
POWERPLANT FAILURES. There are powerplant emergencies and then there are powerplant failures. Is it running a little rough or is it missing badly? Neither is a pleasant situation, but a rough-running engine is still running, so we have options. If, however, there is no noise coming from up front, most of our immediate decisions are made for us and every direction is down. Regardless of the type of powerplant malfunction, the tried and true first-action rules still apply to them all: nose down, change tanks, mixture full rich, boost pump on. These are givens.

To practice powerplant failures after takeoff, level off at altitude and slow down. Then start a full-power climb, as if taking off. Do this at a cardinal altitude, say 2,000 or 3,000 feet, and always at a minimum of 2,000 feet agl. Then, after climbing 400 feet, bring the throttle back to quarter power, simulating a partial failure. Level out and note the effect of the power reduction. See what it takes to push over and hold altitude in that condition. Experiment with retracting any takeoff flaps and see how that affects your ability to hold altitude. The altitude where the climb was initiated is our make-believe runway elevation. With that in mind, try making 180-degree turns while holding altitude (slow-flight exercise). This will clearly show how much care would have to be exercised to keep from losing altitude while turning back to the airport with only partial power available. While making that turn in practice, look back on the ground and visualize where the runway would be located and what it will take to make it back there. Most important, always assume that a sick engine is going to quit in the next few seconds and begin the turn, so you’re never so far away from the runway that if the engine does quit, we can’t reach it. Keep an eye open for alternate landing areas in case it does quit in the wrong place. To practice partial powerplant failure en route—out in the practice area, with the throttle reduced to the same “partial failure” level—pick out fields in the area and make landing approaches to them. Then try diverting to the closest airport while at reduced power, and making an approach and landing at partial power. To practice total power failure on takeoff bring your flight instructor along and find the longest runway in the local area, 5,000 feet or longer

WHEN IS AN EMERGENCY NOT AN EMERGENCY?
Have you ever asked yourself why you need to know about the aircraft’s electrical system or its pitot-static system? The answer is because these and every other system on the aircraft involve mechanical components that can and do fail. If you don’t understand the system, you don’t know how to deal with a failure. As pilots we must act like doctors and diagnose a problem based on symptoms. Let’s say your landing light, radios, and turn coordinator stop working. Do you know what’s wrong? Furthermore, do you know what to do about it? The culprit is likely an alternator that’s gone bad, and a battery that’s running down or now dead. If you don’t fully understand the electrical system on the airplane you may assume the engine is going to soon quit. Don’t laugh. More than one pilot in history has landed in a field or on a road because they thought they were facing a true emergency. Learn the systems and you’ll understand how to cope when they stop working.

28 /

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Flight Training - July 2011

Table of Contents for the Digital Edition of Flight Training - July 2011

Flight Training - July 2011
Contents
President’s Perspective
Right Seat
Letters
The Wind in Your Hair
This Weekend
Success Story What It Looks Like
ASI News Member Products
Tech Tip
Since You Asked
AOPA Action
Final Exam
AOPA Action
News
Insights
Flying Carpet
Emergency Practice
I Love Low and Slow
Technique
Weather
Checkride
Flight Lesson
Rotorworld
Career Advisor
Tech Talk
Get Inside the Checklist
Nothing to See Here
Ultimate Communicators
Advertiser Index
Debrief
Flight Training - July 2011 - Flight Training - July 2011
Flight Training - July 2011 - Cover2
Flight Training - July 2011 - Contents
Flight Training - July 2011 - 2
Flight Training - July 2011 - 3
Flight Training - July 2011 - President’s Perspective
Flight Training - July 2011 - 5
Flight Training - July 2011 - Right Seat
Flight Training - July 2011 - 7
Flight Training - July 2011 - Letters
Flight Training - July 2011 - 9
Flight Training - July 2011 - The Wind in Your Hair
Flight Training - July 2011 - 11
Flight Training - July 2011 - This Weekend
Flight Training - July 2011 - Success Story What It Looks Like
Flight Training - July 2011 - ASI News Member Products
Flight Training - July 2011 - Tech Tip
Flight Training - July 2011 - Since You Asked
Flight Training - July 2011 - 17
Flight Training - July 2011 - AOPA Action
Flight Training - July 2011 - Final Exam
Flight Training - July 2011 - AOPA Action
Flight Training - July 2011 - 21
Flight Training - July 2011 - News
Flight Training - July 2011 - Insights
Flight Training - July 2011 - Flying Carpet
Flight Training - July 2011 - 25
Flight Training - July 2011 - Emergency Practice
Flight Training - July 2011 - 27
Flight Training - July 2011 - 28
Flight Training - July 2011 - 29
Flight Training - July 2011 - 30
Flight Training - July 2011 - 31
Flight Training - July 2011 - I Love Low and Slow
Flight Training - July 2011 - 33
Flight Training - July 2011 - 34
Flight Training - July 2011 - 35
Flight Training - July 2011 - Technique
Flight Training - July 2011 - 37
Flight Training - July 2011 - Weather
Flight Training - July 2011 - 39
Flight Training - July 2011 - 40
Flight Training - July 2011 - Checkride
Flight Training - July 2011 - 42
Flight Training - July 2011 - 43
Flight Training - July 2011 - Flight Lesson
Flight Training - July 2011 - Rotorworld
Flight Training - July 2011 - Career Advisor
Flight Training - July 2011 - 47
Flight Training - July 2011 - Tech Talk
Flight Training - July 2011 - Get Inside the Checklist
Flight Training - July 2011 - Nothing to See Here
Flight Training - July 2011 - Ultimate Communicators
Flight Training - July 2011 - Advertiser Index
Flight Training - July 2011 - 53
Flight Training - July 2011 - 54
Flight Training - July 2011 - 55
Flight Training - July 2011 - Debrief
Flight Training - July 2011 - Cover3
Flight Training - July 2011 - Cover4
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