31 Day Safer Pilot Challenge - Day 1 Engine Failure on Takeoff

http://saferpilotchallenge.com Day 1 of the 31 Day Safer Pilot Challenge brings us to an engine failure on takeoff with runway remaining.

Category:

Howto & Style

Tags:

• Safer Pilot Challenge
• Engine Failure on Takeof

[LetsFlyWa]

@Lochnil Thank you for having this discussion, its nice to hear what others have learned and to debate or talk about the reasons behind it.

[LetsFlyWa]

@Lochnil What is really important is that you have a plan to deal with an emergency and if you should ever need to use that plan and it gets you through the emergency in one piece, who is to argue that you did something wrong.

[LetsFlyWa]

@Lochnil I understand what you are saying and I agree that less speed = less energy and that is a good thing in an emergency landing. The difference is that "8.Full Flap for minimum touch-down speed and then master switch off." if for an engine failure in flight type of emergency. When talking about an engine failure on takeoff, the speeds are much lower already and the time that you have to react is much less. Here I think that a configuration change is unnecessary and even a distraction.

[Lochnil]

Anyway, this is just an academic approach to Cessna C152 and not in anyway a generalized concept…and the academic approach is most surely the most theoretical approach to a planned emergency. We all get different trainings, hopefully on a real emergency we'll have the right decision skills in accordance to the moment

[Lochnil]

@LetsFlyWa The assure is not a manual word, it actual is a literal translation from portuguese, it just means that you have enough speed/time to reach it.Looking for flight manuals I've found onFlight Prep for C152 stating:"8.Full Flap for minimum touch-down speed and then master switch off."The difference might be just the runway available I believe, cause the lesser the speed the lesser the energy to dissipate on field. On my short experience the pitch down is effective enough to bring it down

[LetsFlyWa]

@Lochnil "On assured field" I assume means during something like a power off 180 or similar. With a power failure over the runway this really doesn't apply.. IMHO. As far as avoiding a stall when climbing at Vx, the rapid pitch down is what keeps you from stalling while the flaps would, most likely, cause you to balloon for a moment. I don't have any of my Cessna POHs handy but the one I have for the Warrior simply states "If sufficient runway remains for a normal landing, land straight ahead".

[Lochnil]

@Scote1992 You are right, the vx can be a bitch by then, you can only account with so much on a real situation…hopefully the best decision at the time…

[Scote1992]

@Lochnil oh ok. I was always taught, that even though we were practicing, you have a better reaction time, because you're sort of expecting it. Taking away that, in a real situation your reaction time will be slightly less, add in that you may be climbing at Vx isntead of Vy, and by the time you pitch down you'll already be near stall speed

[Lochnil]

Ok, so I've been consulting the C152 manual (realize that this is the original manual from 79') it actually recommends flaps 30º on a assured field

[Lochnil]

@Scote1992 I realize that of course, but I think with the amount of extra pitch down, stall speed isn't a factor, it just makes it a lower stalling speed… thinking about it now, when I flare without flaps it takes a bit more runway, and with the pitch up I loose sight of runway ahead, stalling speed becomes higher.Truth of the matter is I've been doing with full flaps and I've been making a safe land speed and stop distance, it is a matter to discuss with my instructors none the less