AOPA Pilot Magazine - July 2011 - 104

NEVERAGAIN
We broke out of the solid overcast at about 2,000 feet in sight of the east end of Oahu. The en route controller passed us off to the local controller, who asked if we wanted to come in along the freeway or offshore. Honolulu is on the south shore of Oahu and I did not want to land in the city if we lost our remaining engine, so I chose the offshore approach. However, I asked the controller if we could come in along the shoreline to the airport. (If we had to ditch I wanted us to be able to swim or wade to shore.) The controller

could not allow me to follow the shoreline to the airport as the outbound traffic flies along the shoreline, so he vectored me out for the normal offshore approach. A few minutes later the controller said that I could fly to the airport any way that I wanted as they were shutting it down for me. When we got close enough to the airport, the tower controller cleared me to land. When I chopped the power on the left engine at the beginning of the landing flare I was surprised to experience a dramatic yaw reversal. With the right propeller feathered, and the left propeller in flat pitch for the potential go around,
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the drag of the windmilling left propeller caused a strong left-turning tendency. Even with maximum corrective right rudder I drifted to the left, and touched down between the centerline and the left edge of the runway. The moment we touched down, the tower began releasing airplanes to take off on the other runways. Three fire engines were positioned along the adjacent taxiway. Ground cleared me to the T-hangars, and I told him that I would have to circle while taxiing (you cannot taxi in a straight line on one engine in a light twin). I wound my way back to my hangar with a fire engine escort. Later, I removed the two oil-cooler lines; they were both chafed, but one was worn through. You could not see the damage with the lines in place, so I decided to replace the damaged lines without adding the thick, heat-resistant sleeves that had been added when they were last changed. The sleeves had made the hoses bulkier, forcing them farther away from the cowl and into greater contact with the manifolds, and also obscured the chafing damage. In retrospect, I learned a lot from the incident: At first I was afraid that the right engine’s declining rpm was a sign of impending seizure. I realize that it was caused by an increasing pitch of the propeller from the falling oil pressure. A shoreline approach was unnecessary. I have 1,400 hours flying single-engine airplanes, and all that happened on this flight was that I was transformed from flying multiengine to flying single engine again—but with asymmetric thrust. The tower personnel possibly gave me every consideration because they might have worried that I had a bigger problem than I was admitting. Finally, I am going to examine the oil lines much more carefully during inspections and will probably even remove them from their confined space to properly assess their condition. George Read, AOPA 896695, has been flying since 1952.

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AOPA Pilot Magazine - July 2011

Table of Contents for the Digital Edition of AOPA Pilot Magazine - July 2011