PRESENTS. BY DIEGO M. ALFONSO 10 TOP REASONS WHY AIRPLANE POWERPLANTS FAIL.

PRESENTSPRESENTS

BYBYDIEGO M. ALFONSODIEGO M. ALFONSO

1010TOP REASONS TOP REASONS

WHY WHY AIRPLANE AIRPLANE

POWERPLANTPOWERPLANTSS

FAILFAIL

CRANKSHAFT AND PISTON FAILURE CRANKSHAFT AND PISTON FAILURE 2%2%OIL LEAKSOIL LEAKS > 2% > 2%

INDUCTION SYSTEM BLOCKAGE INDUCTION SYSTEM BLOCKAGE > > 3%3%IGNITION PROBLEMS IGNITION PROBLEMS 5% 5%

MISCELLANEOUS MAINTENANCEMISCELLANEOUS MAINTENANCE 6%6%CYLINDERS,VALVES ETC.CYLINDERS,VALVES ETC. 7%7%FUEL SYSTEM PROBLEMFUEL SYSTEM PROBLEM 8% 8%

CARBURETOR ICECARBURETOR ICE 8% 8%

FUEL CONTAMINATIONFUEL CONTAMINATION 11%11%FUEL STARVATION/EXHAUSTION FUEL STARVATION/EXHAUSTION 20%20%

I’M TRYINGI’M TRYINGTO BRAKETO BRAKE

THETHEPCEFSPCEFS

PASSING CHECKRIDE, ENGINEPASSING CHECKRIDE, ENGINEFAILURE SYNDROMEFAILURE SYNDROME

IT ALL IT ALL BEGINSBEGINSWITH WITH

PROPERPROPERTRAININGTRAINING

PREPARATIOPREPARATIONN

POWERPLANPOWERPLANTS FAIL ONLY TS FAIL ONLY

ON TWO ON TWO OCCASIONSOCCASIONS

ANTICIPATIOANTICIPATIONN

TWO GROUPS TWO GROUPS OF PILOTOF PILOT

PROFICIENCYPROFICIENCY

PERSONAL PERSONAL PROFICIENCYPROFICIENCY

PLANPLAN

PREPARATION+

ANTICIPATION+

PROFICIENCY+

LITTLE BIT OF LUCK=

POWERPLANT FAILURE SURVIVAL

WE ARE WE ARE EXTENDING THE EXTENDING THE

TRAFFIC PATTERNTRAFFIC PATTERNAT THE MOST AT THE MOST

DANGEROUS END.DANGEROUS END.SLOW DOWN.SLOW DOWN.

NO LOOSE NO LOOSE ARTICLESARTICLESNOTHING NOTHING

UNDER SEATSUNDER SEATS

THE THE TAKEOFFTAKEOFF

STATICSTATICPOWERPOWERCHECKCHECK

•EVERYTHING IN THE EVERYTHING IN THE GREEN. GREEN.

•VISUAL CHECK:VISUAL CHECK:

RPM, MP, EGT, ETC.RPM, MP, EGT, ETC.

•WHAT SHOULD THE MP WHAT SHOULD THE MP GAUGE READ?GAUGE READ?

BEST RATE OF BEST RATE OF CLIMB SPEEDCLIMB SPEED

VSVSNORMAL CLIMB NORMAL CLIMB

OUT SPEEDOUT SPEED

TAKEOFF SPEEDTAKEOFF SPEED82 MPH.82 MPH.

THE BEST RATE THE BEST RATE OF CLIMB WILLOF CLIMB WILL

BE OBTAINED BE OBTAINED AT 105 MPH.AT 105 MPH.

AT LIGHTER THAN GROSSAT LIGHTER THAN GROSSWEIGHT THESE SPEEDSWEIGHT THESE SPEEDS

ARE REDUCED SOMEWHAT.ARE REDUCED SOMEWHAT.

TAKEOFF:TAKEOFF:NORMAL CLIMB OUT…..70-80 KIAS.NORMAL CLIMB OUT…..70-80 KIAS.

BEST RATE OF CLIMB,BEST RATE OF CLIMB,SEA LEVEL…….84 KIAS.SEA LEVEL…….84 KIAS.

QUICK ALTITUDE GAIN IS QUICK ALTITUDE GAIN IS MORE IMPORTANT THAN MORE IMPORTANT THAN FASTER FORWARD SPEED FASTER FORWARD SPEED

DURING SHORT FIELD DURING SHORT FIELD AND NORMAL CLIMB AND NORMAL CLIMB

OUT.OUT.

MAINTAIN THE MAINTAIN THE SLOWEST OF SLOWEST OF

RECOMMENDED RECOMMENDED CLIMB SPEED TO A CLIMB SPEED TO A

SAFE ALTITUDE.SAFE ALTITUDE.

THE THE EMERGENCYEMERGENCY

TAKEOFFTAKEOFFBRIEFINGBRIEFING

•WIND DIRECTION.WIND DIRECTION.

•AIRPORT LAYOUT.AIRPORT LAYOUT.

•EMERGENCY FIELDS NEAR EMERGENCY FIELDS NEAR HOME AIRPORT.HOME AIRPORT.

WHICH WAY TO TURN?WHICH WAY TO TURN?

•AT DESTINATION LOOK AT DESTINATION LOOK WHEN LANDING.WHEN LANDING.

THE POINTTHE POINTOFOF

RETURNRETURN

HOW MUCHHOW MUCHALTITUDE IS LOST ALTITUDE IS LOST IN A POWER OFFIN A POWER OFF

9090° ° 180180° 270°° 270°AND A 36AND A 3600° TURN° TURN

30°-45° BANK.30°-45° BANK.

SELECTING THESELECTING THEGENERALGENERALPRACTICEPRACTICE

AREAAREA

SELECTING THESELECTING THESPECIFICSPECIFIC

MANEUVERINGMANEUVERINGAREAAREA

THERE MUST BE THERE MUST BE A SUITABLE A SUITABLE

LANDING SITE LANDING SITE WITHIN REACH.WITHIN REACH.

PICKING THE PICKING THE BEST BEST

AVAILABLE AVAILABLE FIELDFIELD

THE FIELDTHE FIELDSHOULDSHOULD

BE PICKED BE PICKED BEFORE THE BEFORE THE

POWERPLANT POWERPLANT FAILSFAILS

PICKPICKA A

TOUCH DOWNTOUCH DOWNPOINTPOINT

KEEP THE TOUCH KEEP THE TOUCH DOWN POINT IN DOWN POINT IN

SIGHT.SIGHT.IF A TURN IS IF A TURN IS

NEEDED TURN NEEDED TURN LEFT LEFT

DO YOU KNOWDO YOU KNOWHOW LONG DOESHOW LONG DOES

IT TAKES TO IT TAKES TO LANDLAND

YOUR AIRCRAFTYOUR AIRCRAFTPOWERPOWER OFF OVER OFF OVER A 50’ OBSTACLEA 50’ OBSTACLE

DO YOU KNOW DO YOU KNOW WHAT THAT WHAT THAT

DISTANCE LOOKS DISTANCE LOOKS LIKE FROM THE LIKE FROM THE

AIR AT AIR AT DIFFERENT DIFFERENT ALTITUDES?ALTITUDES?

DO YOU DO YOU KNOWKNOW

THE WING THE WING SPAN OF SPAN OF

YOUR YOUR AIRCRAFTAIRCRAFT

DO YOU DO YOU KNOW HOW KNOW HOW

WIDE WIDE SECONDARY SECONDARY ROADS ARE?ROADS ARE?

DO YOU DO YOU KNOW HOW KNOW HOW

TO SPOT TO SPOT WIRES WIRES

CROSSING A CROSSING A HIGHWAY?HIGHWAY?

IS THE FIELD IS THE FIELD UPHILL OR UPHILL OR DOWNHILL?DOWNHILL?

KNOWING KNOWING THE WIND THE WIND

DIRECTION DIRECTION

SMOKESMOKEDUSTDUSTFLAGSFLAGSLAKESLAKESLEAVESLEAVESCOWSCOWS

CONSTANTCONSTANTAIRSPEEDAIRSPEED

GLIDESGLIDESA LOST ARTA LOST ART

FINDING BEST FINDING BEST GLIDE SPEED GLIDE SPEED

FOR THE FOR THE PARTICULARPARTICULAR

FLIGHTFLIGHT

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 WHAT IS THE MINIMUM POWER MINIMUM POWER

SETTING AND SETTING AND AIRSPEED NEEDEDAIRSPEED NEEDED

TO MAINTAIN TO MAINTAIN ALTITUDE INALTITUDE INYOUR A/C.YOUR A/C.

POWER OFF POWER OFF ACCURACY ACCURACY

APPROACHESAPPROACHESPROFICIENCY IS PROFICIENCY IS

ESSENTIALESSENTIAL

DETERMINING DETERMINING THE KEY THE KEY

POSITIONSPOSITIONS

LOWLOWALTITUDE ALTITUDE

EMERGENCIESEMERGENCIESHIGHHIGH

ALTITUDEALTITUDEEMERGENCIESEMERGENCIES

POWERPLANTPOWERPLANTFAILUREFAILURE

PROCEDURESPROCEDURES

EMERGENCY EMERGENCY LANDINGLANDING

PROCEDURESPROCEDURES

COCKPIT COCKPIT EMERGENCY EMERGENCY PROCEDURESPROCEDURES

INITIAL ACTIONINITIAL ACTIONPROCEDURESPROCEDURES

INITIAL INITIAL ACTIONACTION

PROCEDUREPROCEDURESS

FIRST &FIRST &FOREMOSTFOREMOST

FLY THEFLY THEAIRCRAFT.AIRCRAFT.

ATTAIN AND/OR PITCH ATTAIN AND/OR PITCH FOR Vg ATTITUDE.FOR Vg ATTITUDE.

TURN TOWARDS THE TURN TOWARDS THE FIELD.FIELD.

THINK ABOUT WHAT THINK ABOUT WHAT TYPE OF APPROACH TYPE OF APPROACH AND LANDING.AND LANDING.

IF ALTITUDE IF ALTITUDE ALLOWS DO THE ALLOWS DO THE

REST.REST.

YOUR JOB IS TO YOUR JOB IS TO LAND THE A/C ON LAND THE A/C ON THE EMERGENCY THE EMERGENCY

FIELD.FIELD.

COCKPIT COCKPIT EMERGENCY EMERGENCY PROCEDURESPROCEDURES

TRYTRYTOTO

RESTORERESTOREPOWER.POWER.

FIRSTFIRSTCARBURETOR CARBURETOR

HEAT ON.HEAT ON.WHY?WHY?

FUEL FUEL SELECTORSELECTORSWITCH TO SWITCH TO

FULLEST FULLEST TANKTANK

FUEL VALVEFUEL VALVECHECK ONCHECK ON

FUEL PUMPFUEL PUMPONONIFIF

EQUIPPEDEQUIPPED

FUEL FUEL MIXTURE MIXTURE ADJUSTADJUST

ORORRICH.RICH.

MAGNETOS MAGNETOS CHECKCHECKBOTHBOTH

IN A SINGLE ENGINE IN A SINGLE ENGINE AIRPLANE, CONSTANT AIRPLANE, CONSTANT SPEED PROP, PULLING SPEED PROP, PULLING

THE PROPELLER THE PROPELLER CONTROL OUT WILL CONTROL OUT WILL

NOT HAVE AN EFFECT NOT HAVE AN EFFECT ON THE BLADE ANGLE ON THE BLADE ANGLE

OF THE PROPELLEROF THE PROPELLER

ENGINE ENGINE FAILURE FAILURE

CHECKLIST.CHECKLIST.ALL ALL

INFORMATION INFORMATION ON SAME ON SAME

PAGE.PAGE.

WHATWHATKIND OF KIND OF

POWERPLANPOWERPLANTT

FAILURE?FAILURE?

TOTAL TOTAL POWERPLANTPOWERPLANT

FAILURE.FAILURE.PROPPROP

WINDMILLINGWINDMILLING

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

PARTIALPARTIALPOWERPLANPOWERPLAN

TTFAILUREFAILURE

FUELFUELFLOWFLOW

BLOCKAGBLOCKAGEE

AIR AIR INDUCTION INDUCTION BLOCKAGEBLOCKAGE

BIRD STRIKEBIRD STRIKEAIR FILTERAIR FILTER

ENGINEENGINECONTROLSCONTROLS

A

B

A

B

A

B

IMPENDINGIMPENDINGPOWERPLANPOWERPLAN

TTFAILUREFAILURE

PRECAUTIONARPRECAUTIONARYY

LANDINGLANDINGAS SOON AS AS SOON AS

PRACTICABLEPRACTICABLE

HOW OFTEN HOW OFTEN DO YOU CHECK DO YOU CHECK

THE ENGINE THE ENGINE INSTRUMENTS?INSTRUMENTS?

OILOILPRESSUREPRESSURE

GAUGEGAUGEREADINGREADING

LOW/ZEROLOW/ZERO

TROUBLESHOOTINTROUBLESHOOTINGG

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

BAD GAUGEBAD GAUGE

OIL PUMP OIL PUMP FAILUREFAILURE

OIL LEAKOIL LEAK

OIL TEMP OIL TEMP MAY BE MAY BE NORMALNORMAL

CATASTROPHICATASTROPHIC FAILUREC FAILURE

““PROP PROP STOPPEDSTOPPED

””

CRANKSHAFTCRANKSHAFTRODROD

PISTONPISTONVALVEVALVEETC.ETC.

HIGH ALTITUDE HIGH ALTITUDE DESCENTSDESCENTS

CYLINDERSCYLINDERSSHOCK COOLED SHOCK COOLED AROUND HOT AROUND HOT

PISTONPISTON

CATASTROPHICCATASTROPHICTHRUSTTHRUSTFAILUREFAILURE

•PROPELLER BLADE PROPELLER BLADE SEPARATES FROM THE SEPARATES FROM THE ENGINE.ENGINE.

•CRANK SHAFT BREAKS,CRANK SHAFT BREAKS,PROPELLER PROPELLER WINDMILLINGWINDMILLING

•TRANSFER CASETRANSFER CASEMALFUNCTIONMALFUNCTION

•COMPLETE PROPELLERCOMPLETE PROPELLERDEPARTURE FROM THE ENGINEDEPARTURE FROM THE ENGINE

PREPAREPREPAREFOR AN FOR AN

EMERGENCY EMERGENCY LANDINGLANDING

DOORSDOORSWINDOWSWINDOWS

ANDANDEMERGENCY EMERGENCY

EXITSEXITSOPENOPEN

COMPLETE THE COMPLETE THE EMERGENCY EMERGENCY

LANDING LANDING CHECKLIST.CHECKLIST.

•FUEL SELECTOR/VALVE FUEL SELECTOR/VALVE OFFOFF•MIXTURE IDLE CUT-OFFMIXTURE IDLE CUT-OFF

•FUEL PUMP OFFFUEL PUMP OFF•EXTEND FLAPS AS REQ.EXTEND FLAPS AS REQ.

•MASTER SWITCH OFF, MASTER SWITCH OFF, WHEN NOT NEEDED. WHEN NOT NEEDED. DAY/NIGHTDAY/NIGHT

•EXTEND LANDING GEAR.EXTEND LANDING GEAR.

BRIEFBRIEFPASSENGERSPASSENGERS

COMPLETE COMPLETE THE THE

EMERGENCY EMERGENCY LANDING LANDING

CHECKLIST.CHECKLIST.

NONOSTRAIGHT IN STRAIGHT IN

UNLESSUNLESSABSOLUTELYABSOLUTELYNECESSARYNECESSARY

WAYS OF WAYS OF CORRECTING CORRECTING

FOR FOR MISJUDGMENT MISJUDGMENT OF ALTITUDE OF ALTITUDE AND GLIDE AND GLIDE

ANGLE.ANGLE.

•SLIPPING THE AIRPLANESLIPPING THE AIRPLANE

•S TURNS ON FINAL S TURNS ON FINAL APPROACHAPPROACH

•VARYING THE POSITION VARYING THE POSITION OF THE BASE LEGOF THE BASE LEG

•USING FLAPSUSING FLAPS

DON’T TRY TO DON’T TRY TO STRETCH THE STRETCH THE

GLIDE.GLIDE.

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

NEVER TURNAWAY FROMTHE FIELD

TURN TO THE LEFT TO KEEP

THE FIELDIN SIGHT.

COMMUNICATCOMMUNICATEEIFIF

POSSIBLEPOSSIBLE

FINAL FINAL ACTIONSACTIONS

TOUCHDOWTOUCHDOWNN

POST POST LANDINGLANDINGACTIONSACTIONS

TAKE THE TAKE THE ELTELT

WITH YOU IF WITH YOU IF LEAVING THELEAVING THE

AIRCRAFTAIRCRAFT

ICING FROM 70 TO 20 DEGREES FICING FROM 70 TO 20 DEGREES FWE DON’T FLY AT THE SURFACE.WE DON’T FLY AT THE SURFACE.

Smithly gumpSmithly gumpForest is his smartest brotherForest is his smartest brother

The problem lies between the pilots earsThe problem lies between the pilots ears