Precautionary shut down

john577777 said:
When I was working on B-52's less than a year ago they would call in a in flight emergencys for a single engine shutdown or even a precautionary shutdown for a CSD. This aircraft has eight engines compared to two, there is no reason not to be on the safe side.
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Oh no, the dreaded 7 engine approach....(j/k could let that one go)

Nothing wrong with it...It's all upto PIC discretion....
 
When I was checking out in O-2s, we were enroute to England AFB to FAC some A-37s. The rear engine blew when we were about 75 miles from the field. We declared an emergency and England stopped all traffic, 'emergency in progress'. We explained we were at least :30 away and probably longer with the headwind. They said they had no alternative. We declared an emergency. They had to stop traffic. So we 'undeclared' until we were close and the re-declared.

Rules is rules.
 
phoenix 23684 said:
Pleas I mean no disrespect, but how did you know 100% that you had no fire and no other issues? You didn't this time, as a CFI what trap did you fall into, remember that FOI? Invulnerability and Macho. What message did you just passed onto your student? You had a huge problem 80% of your power was no longer available and a few unknowns. You see what I have bolded in your text, didn't need the attention. That's a rat trap. If I loose an engine, no matter how confident I am with the procedures/airspace/airplane, you bet your tail that I will declare an emergency. It's better to have it and not need it than need it and not have it.
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Something has to be said for the guy... he had a cool head, and handled the situation fine. Declaring an emergency doesn't directly mitigate what's going on in the cockpit - if this dude felt it was in his (and his student's) best interest to focus on flying the airplane, getting a handle on things, and then not flipping out then that's his decision as PIC.

Of course in hindsight it may have been prudent to call the brigade in... but all the same - he focused on flying the airplane... good on him for getting all parties on the ground safe.

On a side note - totally irrelevant to anything... I had to declare serious Emergency in a Spanish speaking country... all I got was a "Royer" ... no trucks, nothing...at least we have the resources in America - which is nice!
 
I do mountain checkouts in a 172 from people all across the nation here in the western part of Wyoming, I find it amusing that when I pull their power they run through their checklist 100 mph, then proceeds to try and call Center up for the next 5 minutes, finds out there is no Radar coverage out here, and never even get close to landing at a safe spot.

I always ask them "what is ATC going to do for you? dont waste your time on them except IF you got lots of time then you can give them a positions report, and your going down, then shut them off."
 
Fly_Unity said:
I always ask them "what is ATC going to do for you? dont waste your time on them except IF you got lots of time then you can give them a positions report, and your going down, then shut them off."
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I do this with students too, and also a popular one with people getting BFRs. The older folks I've done BFRs hadn't done real emergency procedure training in probably years, and they all have one thing in common that I've noticed, they start going for the xpnder and radios first before even trying a restart. That's when I usually ask them if they're planning on having ATC land the plane for them.
 
There is no reason to declare an emergency unless you are in a position to bust some regulation or need immediate help.

Once you declare an emergency then you have the authority to get the plane down in any way you see fit under the circumstances.

I think you did the right thing. You can always declare an emergency if needed and it sounded like you had plenty of time to do so if needed.

Good experience for you and glad it turned out well.

Joe
 
gne in prog said:
^ single engine failure in a 747 is an abnormal, not an emergency.


Oops. Did I open another can of worms?
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In the words of one of my more colorful flight instructors.....

"A single engine failure on a Jet Aircraft is a non-issue. Don't worry about it because it's a non issue. non-issue. non-issue. It's not an emergency."

He said it and have always remembered him screaming that into my ear.

Joe
 
I just have a couple things to say.

-Tower is going to declare an emergency for you in a single engine situation, so you don't need to.

-You need to be really careful how you go about emergency descents in training. They are really hard on engines. We take a lot of care to not shock cool the engines, or make sure that the wind doesn't drive the props. I hate doing them. I just see our PA-44 throwing a rod or something.
 
I wonder if perhaps the CP was thinking of 14FAR91.187 Malfunction Reports. That applies to IFR yet I wonder.

I think the primary reason pilots do not declare the E is they A) experience a period of disbelief, and B) think they have it under control. When that period of disbelief exceeds (duration of time) the situation that could require declaring, the pilot may think it's no big deal, hence the not declaring.

"Is my engine really on fire?" (slack jawed wonderment/fixation)
"Oh, it went out, no problem now."

Followed by, "Hmm, I wonder if I should declare?"

The situation is now why should I declare when the situation has resolved itself?

The OP's situation resolved itself. That we can all breath easier for. But what happens the next time? You see a muff stack shoot hot carbon and think to yourself, "Well, last time it was no big deal so I think I'm okay this time."

Habits are a bitch.

Here's the other thing: you may think it's an unbusy airport on a slow day. That's about when I show up to roll onto 1/2 mile final in front of you. Oh yeah, I just blew a tire on rollout.
 
I departed OKH one afternoon. Someone on the ground called, "Aircraft just departing, you are trailing smoke."

Before I even looked to see what could be the problem, I made my CTAF call to say I was making a 180 on the departure path to land full stop. SA allowed me to know I could cut in front of the inbound traffic.

During my turn to final I looked over the outboard wing to see fuel venting from the cap. It certainly looked like smoke. On the ground I saw it was simply a cracked fuel cap gasket.

I made an inbound Pt 135 Caravan hold to the north and another GA aircraft hold his intended departure.

Don't be afraid to use all resources. It's your skin, tin, and ticket, not theirs.
 
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