Select carburettor heat HOT as this is a likely cause of rough running and close the throttle, because a temporary surge in power may divert the student and cause indecision. Follow the take-off safety brief and choose a landing site from anything in the windscreen, within easy reach and clear of major obstacles to keep the cabin intact. Use flap as required to reach the landing site. The MAYDAY transmission from low level may have limited value at an uncontrolled aerodrome, as would the selection of on the transponder.
The priorities of the pilot-in-command should focus on landing into wind and keeping the cabin intact. However, if time permits the attitude can be adjusted for best glide, carburettor heat applied, and the trouble checks FMI carried out. Some things are beyond our control, but by paying proper attention to all preflight preparations, we can help to avoid an EFATO.
Sticking to the priorities of Aviate — Navigate — Communicate greatly increases the chances of survival. Sitting in the aeroplane, before start up, demonstrate the touch checks, and have the student complete them for themselves.
They should also move the fuel selector, if they haven't had a chance to already. Even though this briefing has concentrated on the EFATO and aborted take-off, the student is still working on the circuit and landing. Not every take-off or landing will be an opportunity to practise these actions.
Pick appropriate times to carry out these exercises, taking into account student workload and traffic. Generally you will not carry out a simulated engine failure on take-off from a touch and go, unless there is sufficient runway available, so ensure you plan when to cover each exercise carefully. When traffic permits, start with a simulated aborted take-off. As discussed in the briefing, you will close the throttle and talk the student through the actions you want them to carry out. You may want to use a vector that is not in current use.
At the next good opportunity having let them carry out at least one normal circuit and landing , simulate the engine failure during take-off. Early in the take-off roll, from a full length take-off, partially close the throttle and talk them though the actions you want them to carry out. At a suitable time, when traffic permits, simulate the engine failure after take-off, don't forget to say "simulating.
It cannot be stressed enough that you must keep in mind the objective and the safety of the aeroplane while providing the student with the opportunity to practise command decision making. Once the aeroplane nose has been lowered; a decision made as to the landing site; an attempt made to position for a landing; and flap selected or considered; the objective has been achieved, and the instruction to "go around" should be given.
Only after these basic actions have become automatic, and where height and time permits, should any attempt to complete checks be encouraged.
As competence is achieved and circumstances permit, EFATO to a landing provides the complete experience and gives the student a true appreciation of the limited time available and the need to prioritise the actions. Ask the student to learn their trouble checks and shutdown checks, and to have thought about a take-off safety briefing before the next lesson.
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Engine failure after take-off. Circuit training Although engine failure in modern aeroplanes is quite rare, the take-off phase incorporates all the worst aspects of this type of emergency.
This briefing discusses engine failure both during and after take-off. Objective To adopt the recommended procedure in the event of an engine failure at low level below feet AGL. Considerations Common causes and their prevention The modern aeroplane engine is a fairly simple, slow revving RPM versus the average car at RPM four-stroke engine, and therefore it is very reliable.
Carburettor ice In conditions of high humidity, carburettor ice can form during taxiing and may be hard to detect at low power settings. Air blockage Another possible cause of the air supply being obstructed is a blockage in the carburettor air filter.
Fuel contamination The most probable cause of engine failure is fuel contamination, ie, something in the fuel — most commonly water.
Most students are surprised to learn that mechanical failure is not the most common cause. Fuel starvation Fuel starvation occurs when there is fuel on board but it's not getting to the engine. Fuel exhaustion Fuel exhaustion occurs when there is no useable fuel on board, and is less likely to be a factor of EFATO than fuel starvation.
Spark During take-off the engine is working at its hardest and, although mechanical failure is still the least likely cause, the risk of mechanical failure is increased. The aborted take-off Early in the take-off roll, temperatures, pressures, RPM and airspeed are quickly scanned for normal readings. Engine failure after take-off Remind the student of the concept of Aviate — Navigate — Communicate. Aviate Because the aeroplane is slow, low and in a nose-high attitude, an engine failure at low altitude provides little time for decision making.
Navigate The second response turning into wind if applicable or necessary and choosing a suitable landing site within gliding distance. Landing site considerations For a familiar runway, anticipated options should already be available, subject to wind, airspeed, load, and height considerations.
Communicate This is always last on your list. Take-off safety brief Because the time available for decision making is short, the anticipated response to an engine failure is briefed before line up. An example: "Engine failure or aborted take-off before one third of the way along the runway — I will lower the nose, close the throttle and land on the remaining runway.
The student should be advised that this exercise is never to be practised solo. Trouble checks Trouble checks are a way to diagnose or troubleshoot the causes of an engine failure and hopefully reinstate engine operation. Fuel pressure and the contents gauges are checked and compared with the fuel tank selected.
Check the temperatures and pressures for any reading outside the green range. Further elements of the trouble checks will be introduced in following lessons. Shutdown checks These are completed if the aeroplane will be landing in order to minimise the risk of fire, but only if there is time available to do them. As in the case of Hudson River landing, though, other areas may be used, including a body of water. Hoses are commonly used in both automobiles and airplanes.
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Call Us: Skip to content. A scenario like this could happen if engine power was lost due to the two causes that we did not mention yet. These are flying through volcanic ash or running out of fuel. Back to the bird strike incident, we talked about most engine failures happening at a much lower elevation when taking off and landing.
Miraculously, all people aboard were rescued by nearby boats. This is proof to passengers that if both engines fail, there is an excellent chance that even if the plane cannot make it to an airport, it could still all end well! As we pointed out earlier in the glide ratio, the higher up you are when the engines fail, the further you can glide. Two incidents that come to mind were both due to running out of fuel. The first of the two happened in the summer of when due to a miss calculation, Air Canada flight ran out of fuel at 41, feet 12, m.
The aircraft, a Boeing , was en route from Montreal to Edmonton when partway through the flight, they realized that they did not have enough fuel for the journey. The cause was that Canada was converting to the metric system, and the ground crew fueled the jet in pounds rather than kilograms giving them half the fuel they needed for the flight. Now out of fuel and too far to reach the closest airport Winnipeg , the captain decided to land the plane at a former Royal Canadian Air Force base in Gimli, Manitoba.
The aircraft landed safely after having glided for 45 miles with no injuries to the passengers and crew. This time it was not down to a fuel miscalculation but faulty maintenance on the Airbus A
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