Turboprop
Propulsion System Malfunction
R
Recognition
iti and
d Response
R
Propulsion System Malfunction
Recognition and Response
“The
The rate of occurrence per airplane departure for
Propulsion System Malfunction Plus Inappropriate Crew
Response (PSM+ICR) accidents has remained essentially
constant for many
man years.
ears These accidents are still
occurring despite the significant improvement in propulsion
system reliability, suggesting an increase in rate of
inappropriate crew response to propulsion system
malfunction.”
Introduction to the AIA/AECMA Working Group Report on PSM+ICR
Turboprop PSM+ICR
2
Major Conclusions
Many pilots have difficulty identifying certain propulsion
system malfunctions and reacting appropriately.
Pilots are failing to properly control the airplane after a
prop lsion system
propulsion
s stem malfunction
malf nction which
hich should
sho ld have
ha e been
within their capabilities to handle.
The changing pilot population, coupled with reduced
exposure to in-service events due to increased propulsion
system
t
reliability,
li bilit is
i generating
ti large
l
numbers
b
off flight
fli ht
crews who have little or no prior experience with actual
propulsion system failures.
Turboprop PSM+ICR
3
Conclusions - Recommendations
Simulated V1 engine failures in an airplane have caused a
number of hull loss/fatal accidents. It was the Working
Group’ss belief that this specific training could be better
Group
effected in simulators. Where suitable simulators are not
available, the airplane handling task could then be
adequately and much more safely trained at altitude,
altitude
where recovery can be safely accomplished.
The use of flight
g idle on turboprop
p p airplanes
p
for simulated
engine failures or in the event of a malfunction has been
associated with loss of control events if the engine is not
sshut
u do
down.
Opportunities exist for negative transfer of trained pilot
behavior and experience
p
when transitioningg between
different airplane types.
Turboprop PSM+ICR
4
Turboprop Accidents by Phase of Flight
75 fatal accidents
Take-off phase of flight
40
35
30
25
20
15
10
5
0
Takeoff
Turboprop PSM+ICR
Climb
Cruise
Descent
Approach
Go-around
Landing
5
Primary Cause of Accident
75 fatal accidents
Loss of control
40
35
30
25
20
15
10
5
0
Heavy
landing
Turboprop PSM+ICR
Loss of
airspeed
Loss of Loss of Loss of
control directional height
control
Loss of
thrust
Partial
loss of
thrust
Overrun
6
Type of Powerplant Malfunction
% of malfunction
Total Power Loss
P e rc e n t o f T o ta l
100
90
80
70
60
50
40
30
20
10
0
Failed
Turboprop PSM+ICR
Shut down by crew Throttled to Flight Idle
Other
7
How to Handle a Failure
¤ Control the aircraft.
¤ Identifyy the malfunction.
¤ Confirm and Feather.
¤ Manage the power, drag, and trim.
Turboprop PSM+ICR
8
Fly the Aircraft
¤ Apply rudder to oppose the yaw.
¤ Use rudder and aileron to keep straight and
initiallyy maintain the wings
g level. Best control
margin comes with 5o bank into the live engine.
¤ Adjust the pitch attitude to maintain airspeed.
¤ Carry out any immediate actions to reduce drag.
drag
Airspeed means survival
Turboprop PSM+ICR
9
Identify the Malfunction
The best initial indication is ‘Dead leg…Dead engine’
but this assumes you are correctly controlling the airplane.
airplane
Read the instruments; check the value, direction and
rate
t off change
h
off eachh parameter.
t
Scan all parameters, compare with the normal
indications.
Cross-check
Cross
check against all engines.
Turboprop PSM+ICR
10
Confirm and Feather
Scan all of the engine instruments
Look for patterns.
N1
EGT
N2
Compare with normal values.
Don’t rush the confirmation.
Turboprop PSM+ICR
11
Instructors – Check Airmen
Beware the V1 cut
Use simulators where available.
available
Demonstrate VMCA at altitude.
Check engine shut down procedures at altitude.
Check aircraft handling at a safe height.
If you do cut at V1
Only pull back the power to zero thrust.
Guard the rudder control.
Take recovery action early.
Turboprop PSM+ICR
12
Train for the Threat
Loss of control is the #1 cause of power-plant accidents.
Follow basic procedures – fly the airplane.
airplane
Do not rush identification or engine shutdown.
Beware bad habits from previous aircraft.
Fli ht idle
Flight
idl may give
i negative
ti th
thrustt – know
k
th
the settings.
tti
Increased VMCA may lead to loss of control.
Airplanes are safe to fly with one engine shut down.
Avoid uncertainty – feather and shut down.
Turboprop PSM+ICR
13
Other Problems
Flight Director
Few flight directors are optimized or approved for
engine failed at takeoff or go-around.
EFIS speed displays
Do not allow a single instrument to dominate aircraft
control. Adjust pitch attitude, then cross check for the
required speed change.
change
Turboprop PSM+ICR
14
Conclusions
Modern powerpower-plants are more reliable
but…accidents still happen.
pp
Power loss resulting in loss of control is the dominant cause.
Train for the threat, beware the V1 cut.
Fli ht idle
Flight
idl may give
i negative
ti th
thrust.t
Control, Identify, Confirm, Manage.
Take time to identify the failure.
Use all available information.
Single engine flight is safe.
Rule #1 - Fly the airplane.
Airspeed means survival.
survival
Turboprop PSM+ICR
15
FLY SAFE
Avoid PSM+ICR