Flight Training - August 2011 - 25

FLIGHT LESSON

By Steve Reynolds

FLIGHT LESSON offers the opportunity for pilots to learn from the experiences of others.

ASK NOT FOR WHOM THE EMERGENCY TOLLS

GREEN BAY ARRIVAL

F S

ix months after I earned my private pilot certificate in the fall of 2009, I added a complex endorsement in a Piper Arrow. The short cross-country trip from Green Bay, Wisconsin, to Iron Mountain, Michigan, and back had been uneventful.
Suddenly, a slight smell of fuel became apparent inside the cockpit, which brought with it the threat of fire. I was at about 1,800 feet msl, at 120 KIAS, and appeared to be about six miles out—I was almost home. But I also had an engine that was struggling to run and airspeed and altitude beginning to deteriorate. Runway 18 was the closest straight-in approach. “Green Bay Approach, Arrow Two-Two-Nine-Three-Mike. My engine is misfiring badly. I am requesting direct approach to Runway 18.” I would rather deal with the crosswind/tailwind on an 8,200-foot runway than to land on Runway 24, which would take me over a much more populated area. “Arrow Nine-Three-Mike, are you declaring an emergency?”

Returning to Green Bay, conditions were reported as winds 312 degrees at 12 knots, with 10 miles’ visibility and clear skies. At the 10-mile ring of Green Bay’s Class C airspace, I announced I was inbound for a full stop. Green Bay Approach told me to anticipate Runway 24. From my heading of 180 degrees, this approach would take me south directly over the city, then west over the Packers’ Lambeau Field stadium. The first indication that something was wrong came as a slight shudder. My passenger, also a pilot, said she had felt it too. Half-jokingly, I said, “You know, this is when a good pilot starts to look for a place to land.” To the right, I saw a few snowcovered cornfields, while off my left side was the frozen water of Green Bay. The aircraft shuddered slightly a second time and the engine began to misfire. I immediately added power, but that seemed to make the engine run worse. I eased the throttle back. Next, I turned on the fuel pump. That action—even though it is a part of the Engine Power Loss in Flight checklist—made the engine run rougher, so I turned the pump off.

LESSONS LEARNED
Emergencies: Don’t consider your experience level on hours in the logbook. Commit to memory the emergency procedures for the airplane you’re flying.

“Yes. Arrow Nine-Three-Mike is declaring an emergency.” Green Bay Approach cleared me to land on the requested runway, vectored other incoming traffic away from the airport, and dispatched crash crew personnel into position. I turned slightly to point directly to Runway 18. Without the option of increasing power, I used the yoke to minimize the plane’s descent. But with the loss of power, I was also losing precious altitude and airspeed. I went over the emergency procedures for the Arrow in my mind. So this is why my flight instructor demanded that I commit all this to memory. In an emergency, there just isn’t time to look up procedures. “Green Bay Approach, Nine-ThreeMike. My engine is still misfiring. I am coming in high in order to maintain as much altitude as possible.” With more than 8,200 feet of runway, I would cross the threshold high and execute a forward slip. The final two minutes went by more quickly than I ever would have imagined. Everything I had been taught and all that I had learned guided my thinking, as my eyes were in a constant, never-ending loop between airspeed, altitude, runway, and ground awareness—all while listening intently to the faltering engine. I crossed the threshold at about 500 feet and 70 KIAS. With the gear down, I pulled the power, deployed full flaps, and landed with a crosswind/tailwind, as the wind was from 310 degrees at 12 knots. The engine continued to misfire, but was still running. The crash crew trucks followed as I taxied to the FBO. After I parked and shut down the aircraft, I climbed out and shook hands with the crash crew supervisor, thanking him for the support. The next day, it was determined that the engine’s camshaft had gone bad and the internal damage was substantial. The engine was never to run again. I now fly with a slightly different perspective. I always make sure that the emergency procedures for the aircraft I’m flying are committed to memory and also are within quick reach. A successful outcome from any emergency will depend upon your level of preparedness.

SARAH HANSON

AUGUST 2011 FLIGHT TRAINING

/ 25



Flight Training - August 2011

Table of Contents for the Digital Edition of Flight Training - August 2011

Flight Training - August 2011
Contents
President’s Perspective
Right Seat
Letters
Going Places
This Weekend
ASI News AOPA Summit
Since You Asked
Tech Tip AOPA Action
Final Exam
Training Products
Insights
Flying Carpet
Accident Report
Flight Lesson
Sport Pilot From Start to Finish
Nose In the Air
Say the Magic Words
Technique
Weather
Crying Wolf
Career Advisor
Tech Talk
Solo Time
Flight Instructor Employment
Which Would Be Worse?
Advertiser Index
Debrief
Flight Training - August 2011 - Flight Training - August 2011
Flight Training - August 2011 - Cover2
Flight Training - August 2011 - 1
Flight Training - August 2011 - Contents
Flight Training - August 2011 - 3
Flight Training - August 2011 - President’s Perspective
Flight Training - August 2011 - 5
Flight Training - August 2011 - Right Seat
Flight Training - August 2011 - 7
Flight Training - August 2011 - Letters
Flight Training - August 2011 - 9
Flight Training - August 2011 - 10
Flight Training - August 2011 - 11
Flight Training - August 2011 - Going Places
Flight Training - August 2011 - 13
Flight Training - August 2011 - This Weekend
Flight Training - August 2011 - ASI News AOPA Summit
Flight Training - August 2011 - Since You Asked
Flight Training - August 2011 - 17
Flight Training - August 2011 - Tech Tip AOPA Action
Flight Training - August 2011 - Final Exam
Flight Training - August 2011 - Training Products
Flight Training - August 2011 - Insights
Flight Training - August 2011 - Flying Carpet
Flight Training - August 2011 - 23
Flight Training - August 2011 - Accident Report
Flight Training - August 2011 - Flight Lesson
Flight Training - August 2011 - Sport Pilot From Start to Finish
Flight Training - August 2011 - 27
Flight Training - August 2011 - 28
Flight Training - August 2011 - 29
Flight Training - August 2011 - 30
Flight Training - August 2011 - 31
Flight Training - August 2011 - 32
Flight Training - August 2011 - 33
Flight Training - August 2011 - Nose In the Air
Flight Training - August 2011 - 35
Flight Training - August 2011 - 36
Flight Training - August 2011 - 37
Flight Training - August 2011 - Say the Magic Words
Flight Training - August 2011 - 39
Flight Training - August 2011 - 40
Flight Training - August 2011 - 41
Flight Training - August 2011 - Technique
Flight Training - August 2011 - 43
Flight Training - August 2011 - Weather
Flight Training - August 2011 - 45
Flight Training - August 2011 - 46
Flight Training - August 2011 - Crying Wolf
Flight Training - August 2011 - Career Advisor
Flight Training - August 2011 - 49
Flight Training - August 2011 - Tech Talk
Flight Training - August 2011 - Solo Time
Flight Training - August 2011 - Which Would Be Worse?
Flight Training - August 2011 - 53
Flight Training - August 2011 - Advertiser Index
Flight Training - August 2011 - 55
Flight Training - August 2011 - 56
Flight Training - August 2011 - 57
Flight Training - August 2011 - 58
Flight Training - August 2011 - 59
Flight Training - August 2011 - 60
Flight Training - August 2011 - 61
Flight Training - August 2011 - 62
Flight Training - August 2011 - 63
Flight Training - August 2011 - 64
Flight Training - August 2011 - 65
Flight Training - August 2011 - 66
Flight Training - August 2011 - 67
Flight Training - August 2011 - Debrief
Flight Training - August 2011 - Cover3
Flight Training - August 2011 - Cover4
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