one engine inoperative landing

First, I am glad the landing was safe for everyone. As a safety professional and multi student....I am very concerned about the maintenance release for this aircraft following the incident.

I wonder if the mfg has an approved list of mechanical items to check and verify before the aircraft is returned to the the line, including a test flight with a qualified pilot before returning to rental status???

Maybe I'm assuming too much.
 
Great Job! Had the same happen to me in our old TravelScare (TravelAir)
We shut one down and that little sucker stayed dead until I was on the ground. It was definitely an attention getter, but once you do a SE landing for real it gives you added confidence and the knowledge that you can handle a flame out in a twin.

Bp244
 
I have had one single engine landing so far...Very uneventful to be honest.

Blizz...Did you do the landing or did you let your student?
 
pnwchief22 said:
First, I am glad the landing was safe for everyone. As a safety professional and multi student....I am very concerned about the maintenance release for this aircraft following the incident.
Click to expand...


Sometimes it happens. There are a lot of reasons why, and most of them wouldn't be caught on routine maintenance checks.

To the OP: Good job on declaring an emergency. It is better to have the trucks waiting for you and not be need than the other way around.
 
i have always taught messing with the main fuel supply(fuel selector, not mixture) is bad ju-ju. that is the one way i will not ever fail an engine in a real aircraft. i do it in the sim all the time, but not in the real thing.

glad it was relatively uneventful and a happy ending!!!
 
Blip16 said:
i have always taught messing with the main fuel supply(fuel selector, not mixture) is bad ju-ju. that is the one way i will not ever fail an engine in a real aircraft. i do it in the sim all the time, but not in the real thing.

glad it was relatively uneventful and a happy ending!!!
Click to expand...

Company policy allows using the fuel selector above 4000 feet agl so the student can move all power levers as they should in an actual failure. I agree it should not be used at lower altitudes, however I don't think there is any reason to abstain from using it.
 
I much prefer using the fuel selectors to fail an engine on a student, as a) I can be "sneaky" about when and where I do it; and b) it is far more realistic as the student can't simply look down at the quadrant and see which mixture is pulled back, and it allows them to fully manipulate the controls as they would given a real failure.

That said, whenever I shut down an engine to the point of feathering, I fully assume that I will not be able to get it spinning again, and have a contingency plan in place as to how I'm going to handle things if we need to. For me, this means: no less than 5000 AGL when feathering, and near an appropriate airport where if a re-start is not possible, I can get to said airport during descent, thus not having to worry about flying straight and level one engine inop for 30 miles.

I think a lot of people are really afraid of messing with the fuel selectors, but if you do it in an intelligent manner, almost all of the added risk is mitigated.
 
bLizZuE said:
Company policy allows using the fuel selector above 4000 feet agl so the student can move all power levers as they should in an actual failure. I agree it should not be used at lower altitudes, however I don't think there is any reason to abstain from using it.
Click to expand...
i use the mixture above 3000 (our company policy), when they actually feather, as soon as the throttle is brought back i move the mixture forward so they can pull that back too.
 
The other thing that I don't like about pulling the mixture, is that is results in an immediate power loss. When you shut off the fuel supply, it will take several seconds until power loss begins, but when it begins, it will not be as though someone turned off a light switch, which again, is more realistic in my book.

I understand some operators may not allow messing with the fuel supply, and if that's the case you have no choice in the matter, but if you do, I would still advocate for shutting off fuel supply, albeit, in an intelligent manner.
 
Patrick said:
The other thing that I don't like about pulling the mixture, is that is results in an immediate power loss. When you shut off the fuel supply, it will take several seconds until power loss begins, but when it begins, it will not be as though someone turned off a light switch, which again, is more realistic in my book.

I understand some operators may not allow messing with the fuel supply, and if that's the case you have no choice in the matter, but if you do, I would still advocate for shutting off fuel supply, albeit, in an intelligent manner.
Click to expand...
we don't have anything that says not too, it is just personal preference. we do enough engine failures using other things in the sims, our students spend 18hrs in the sims, so you get plenty of practice that way. i know it isn't the airplane, but that is ok with me.
 
bLizZuE said:
One engine inoperative flight refers to the aerodynamically intriguing event of an engine failure while flying a multi engine airplane.
Click to expand...

one engine inop happens in singles too.

always assume it won't restart, and plan for it. if it does restart, great. when it doesn't, at least you are ready for it.
 
I am not so sure that failure to start after a “simulated engine shut down” in VMC in altitude is an emergency. I have had this happen before (starter) and I only asked the tower to not give me a go around…………using fuel selector to kill the engine is a bad idea. If you miss the detent the engine can quite on you later at a worst time, and those valves as little as they get used, can act up on you. I have lost engines in IMC before (twice) and unless it starts running rough it is pretty instantaneous anyway.
 
I'm sure just about every school prohibits actually landing with an engine shut down, so it would not be normal. I would also declare an emergency in a heart beat. Would you like to answer to the FAA why you did not if things don't end up well? Most DPE's that I have seen use the fuel selector, fwiw.
 
JJink said:
I am not so sure that failure to start after a “simulated engine shut down” in VMC in altitude is an emergency.
Click to expand...

I'm curious about your train of thought on this. I really can't think of a good reason not to declare an emergency.
 
TUCKnTRUCK said:
I'm sure just about every school prohibits actually landing with an engine shut down, so it would not be normal. I would also declare an emergency in a heart beat. Would you like to answer to the FAA why you did not if things don't end up well? Most DPE's that I have seen use the fuel selector, fwiw.
Click to expand...

I dunno, I'd probably wait to declare (naturally I'd advise ATC of the loss) until something life threatening was happening (e.g. not able to maintain altitude, unable to outclimb terrain), if you are trucking along just fine with one shut down, advise ATC of the problem, divert to the nearest suitable airport (for god sakes don't overfly any airports that are suitable along the way) and if possible head for the nearest VFR.

As long as you're still safe (and you are still safe if you're maintaining blueline, altitude, and there isn't some other sort of life threatening calamity like a fire or structural failure) I'd wait to declare. If you've got one shut down you're just a single engine airplane for the time being.
 
SteveC said:
I'm curious about your train of thought on this. I really can't think of a good reason not to declare an emergency.
Click to expand...

You're right, there's no reason not to per se, other than principle. I like the idea of declaring if and only if there is danger to persons or property, a single engine approach, though hardly a non-event isn't necessarily life threatening. Your mileage may vary.
 
ppragman said:
You're right, there's no reason not to per se, other than principle. I like the idea of declaring if and only if there is danger to persons or property, a single engine approach, though hardly a non-event isn't necessarily life threatening. Your mileage may vary.
Click to expand...

when something is sitting still when it should be turning, a little priority isn't going to hurt you.
 
ppragman said:
You're right, there's no reason not to per se, other than principle. I like the idea of declaring if and only if there is danger to persons or property, a single engine approach, though hardly a non-event isn't necessarily life threatening. Your mileage may vary.
Click to expand...

There's really no good reason to not declare an emergency. If something does happen, even if you consider it somewhat routine (which I would as well with a single engine landing-been there done that), it'll be a lot easier to deal with the Fed's. Personally, I've declared a few emergencies and have never had any paperwork to fill out. My company has had to fill out a bit a paperwork because of my declared emergencies (they were all easily justified though), but that's the cost of doing business. Personally, I declare to protect myself in case something unforseen does happen so it has less of a chance coming back on me.
 
You must log in or register to reply here.
Back
Top