PRESENTS

BY
DIEGO M. ALFONSO

10
TOP REASONS
WHY AIRPLANE
POWERPLANTS
FAIL

CRANKSHAFT AND PISTON FAILURE 2%
OIL LEAKS > 2%
INDUCTION SYSTEM BLOCKAGE > 3%
IGNITION PROBLEMS 5%
MISCELLANEOUS MAINTENANCE
CYLINDERS,VALVES ETC.
6%
7%
FUEL SYSTEM PROBLEM
CARBURETOR ICE
FUEL CONTAMINATION
8%
8%
11%
FUEL STARVATION/EXHAUSTION 20%

I’M TRYING
TO BRAKE
THE
PCEFS
PASSING CHECKRIDE, ENGINE
FAILURE SYNDROME

TWO GROUPS OF
PILOT

PERSONAL
PROFICIENCY
PLAN

PREPARATION
+
ANTICIPATION
+
PROFICIENCY
+
LITTLE BIT OF LUCK
=
POWERPLANT FAILURE
SURVIVAL

WE ARE
EXTENDING THE
TRAFFIC PATTERN
AT THE MOST
DANGEROUS END.
SLOW DOWN.

NO LOOSE
ARTICLES
NOTHING
UNDER SEATS

STATIC
POWER
CHECK

•
EVERYTHING IN THE
GREEN.
•
VISUAL CHECK:
RPM, MP, EGT, ETC.
•
WHAT SHOULD THE MP
GAUGE READ?

BEST RATE OF
CLIMB SPEED
VS
NORMAL CLIMB
OUT SPEED

THE BEST RATE
OF CLIMB WILL
BE OBTAINED AT
105 MPH.
TAKEOFF SPEED
82 MPH.
AT LIGHTER THAN GROSS
WEIGHT THESE SPEEDS
ARE REDUCED SOMEWHAT.

TAKEOFF:
NORMAL CLIMB OUT…..70-80 KIAS.
BEST RATE OF CLIMB,
SEA LEVEL…….84 KIAS.

QUICK ALTITUDE GAIN IS
MORE IMPORTANT THAN
FASTER FORWARD SPEED
DURING SHORT FIELD
AND NORMAL CLIMB
OUT.

MAINTAIN THE
SLOWEST OF
RECOMMENDED
CLIMB SPEED TO A
SAFE ALTITUDE.

•
WIND DIRECTION.
WHICH WAY TO TURN?
•
AIRPORT LAYOUT.
•
EMERGENCY FIELDS NEAR
HOME AIRPORT.
•
AT DESTINATION LOOK
WHEN LANDING.

HOW MUCH
ALTITUDE IS LOST
IN A POWER OFF
90° 180° 270°
AND A 360° TURN
30°-45° BANK.

SELECTING THE
GENERAL
PRACTICE
AREA

SELECTING THE
SPECIFIC
MANEUVERING
AREA

THERE MUST BE A
SUITABLE
LANDING SITE
WITHIN REACH.

PICKING THE
BEST
AVAILABLE
FIELD

THE FIELD
SHOULD
BE PICKED BEFORE
THE POWERPLANT
FAILS

PICK
A
TOUCH DOWN
POINT

KEEP THE TOUCH
DOWN POINT IN
SIGHT.
IF A TURN IS
NEEDED TURN
LEFT

DO YOU KNOW
HOW LONG DOES
IT TAKES TO LAND
YOUR AIRCRAFT
POWER OFF OVER A
50’ OBSTACLE

DO YOU KNOW
WHAT THAT
DISTANCE LOOKS
LIKE FROM THE AIR
AT DIFFERENT
ALTITUDES?

DO YOU KNOW
THE WING
SPAN OF YOUR
AIRCRAFT

DO YOU KNOW
HOW WIDE
SECONDARY
ROADS ARE?

DO YOU KNOW
HOW TO SPOT
WIRES
CROSSING A
HIGHWAY?

IS THE FIELD
UPHILL OR
DOWNHILL?

SMOKE
DUST
FLAGS
LAKES
LEAVES
COWS

FINDING BEST
GLIDE SPEED
FOR THE
PARTICULAR
FLIGHT

In airplanes for which the manufacturer does not provide the optimum glide speed, and with which the pilot is not familiar, it can be determined by experimentation. This can be accomplished by establishing a power off glide and noting the airspeed and vertical speed, and then gradually reducing the airspeed until the vertical speed reaches its minimum and starts to increase. The airspeed at that moment is the best glide speed in still air.

WHAT IS THE
MINIMUM POWER
SETTING AND
AIRSPEED NEEDED
TO MAINTAIN
ALTITUDE IN
YOUR A/C.

POWER OFF
ACCURACY
APPROACHES
PROFICIENCY IS
ESSENTIAL

DETERMINING
THE KEY
POSITIONS

LOW
ALTITUDE
EMERGENCIES
HIGH
ALTITUDE
EMERGENCIES

POWERPLANT
FAILURE
PROCEDURES

INITIAL ACTION
PROCEDURES
COCKPIT EMERGENCY
PROCEDURES
EMERGENCY LANDING
PROCEDURES

FIRST &
FOREMOST
FLY THE
AIRCRAFT.

ATTAIN AND/OR PITCH
FOR Vg ATTITUDE.
TURN TOWARDS THE
FIELD.
THINK ABOUT WHAT
TYPE OF APPROACH AND
LANDING.

YOUR JOB IS TO LAND
THE A/C ON THE
EMERGENCY FIELD.
IF ALTITUDE ALLOWS
DO THE REST.

COCKPIT
EMERGENCY
PROCEDURES

TRY
TO
RESTORE
POWER.

FIRST
CARBURETOR
HEAT ON.
WHY?

FUEL SELECTOR
SWITCH TO
FULLEST TANK
FUEL VALVE
CHECK ON

FUEL PUMP
ON
IF
EQUIPPED

FUEL MIXTURE
ADJUST
OR
RICH.

MAGNETOS
CHECK
BOTH

IN A SINGLE ENGINE
AIRPLANE, CONSTANT
SPEED PROP, PULLING
THE PROPELLER
CONTROL OUT WILL NOT
HAVE AN EFFECT ON THE
BLADE ANGLE OF THE
PROPELLER

ENGINE FAILURE
CHECKLIST.
ALL
INFORMATION
ON SAME PAGE.

TOTAL
POWERPLANT
FAILURE.
PROP
WINDMILLING

FUEL EXHAUSTION.
FUEL STARVATION.
CARBURETOR ICE.
MAG FAILURE. (H).
AIR BLOCKAGE.

AIR
INDUCTION
BLOCKAGE
AIR FILTER
BIRD STRIKE

ENGINE
CONTROLS

B
A

B
A

B
A

PRECAUTIONARY
LANDING
AS SOON AS
PRACTICABLE

HOW OFTEN DO
YOU CHECK THE
ENGINE
INSTRUMENTS?

OIL
PRESSURE
GAUGE
READING
LOW/ZERO

TROUBLESHOOTING
•C.H.T.
•E.G.T.
•OIL TEMP.

BAD GAUGE
OIL PUMP FAILURE
OIL LEAK

OIL TEMP MAY
BE NORMAL

CATASTROPHIC
FAILURE

CRANKSHAFT
ROD
PISTON
VALVE
ETC.

HIGH ALTITUDE
DESCENTS
CYLINDERS
SHOCK COOLED
AROUND HOT PISTON

CATASTROPHIC
THRUST
FAILURE

•PROPELLER BLADE
SEPARATES FROM THE ENGINE.
•COMPLETE PROPELLER
DEPARTURE FROM THE ENGINE
•TRANSFER CASE
MALFUNCTION
•CRANK SHAFT BREAKS,
PROPELLER WINDMILLING

PREPARE
FOR AN
EMERGENCY
LANDING

DOORS
WINDOWS
AND
EMERGENCY EXITS
OPEN

COMPLETE THE
EMERGENCY LANDING
CHECKLIST.

•FUEL SELECTOR/VALVE OFF
•MIXTURE IDLE CUT-OFF
•FUEL PUMP OFF
•EXTEND FLAPS AS REQ.
•EXTEND LANDING GEAR.
•MASTER SWITCH OFF,
WHEN NOT NEEDED.
DAY/NIGHT

BRIEF
PASSENGERS

COMPLETE THE
EMERGENCY
LANDING
CHECKLIST.

NO
STRAIGHT IN
UNLESS
ABSOLUTELY
NECESSARY

WAYS OF
CORRECTING FOR
MISJUDGMENT OF
ALTITUDE AND
GLIDE ANGLE.

•SLIPPING THE AIRPLANE
•S TURNS ON FINAL
APPROACH
•VARYING THE POSITION OF
THE BASE LEG
•USING FLAPS

DON’T TRY TO
STRETCH THE
GLIDE.

UNDERSHOOTING
•IT’S OK TO
CHANGE FIELD.
•FLY DIRECT TO
THE FIELD.
•ELIMINATE DRAG.

COMMUNICATE
IF
POSSIBLE

ICING FROM 70 TO 20 DEGREES F
WE DON’T FLY AT THE SURFACE.
Smithly gump
Forest is his smartest brother
The problem lies between the pilots ears