Flight Training - May 2012 - 29

obtain momentary power (carbureted engines), there usually is little else you can do from inside the cockpit to restart an ailing engine. However, having made your adjustments, don’t give up yet. Allow enough time (if available) for any corrective actions to take hold before securing the engine. As you descend into warmer air, for example, the melting of carburetor ice, if present, might restore your engine.

restart flow pattern, consider communicating your predicament by squawking 7700 on your transponder. Time/altitude permitting, contact any known nearby ATC facility and begin with the “M-word”—Mayday, Mayday, Mayday! If you don’t know the frequency of the nearest facility, call out on 121.5 MHz (the international emergency frequency). Even a nearby unicom or CTAF frequency could be helpful if you have that frequency handy. But remember, discontinue any communication efforts if they begin to interfere with your ability to fly the

COMMUNICATE. After completing the

STEP FIVE:

airplane toward the key position. The old adage—aviate, navigate, communicate— applies mightily to this procedure. Steps four and five are important, but they can never overshadow the primary goal of maintaining a good maneuvering profile toward the key position. When engines fail at lower altitudes, engine restart and communication attempts can—and should—be eliminated completely if necessary to ensure that a safe glide speed and positive aircraft control are maintained at all times.

STEP SIX:
reaching the key position at around 1,000 feet agl, you must now concentrate your attention on making a safe and survivable landing. This means no more communication or engine restart attempts—if it ain’t restarted yet, it ain’t gonna restart. And if you’ve contacted ATC during your glide and they are still talking or asking you questions once you reach the key position, it’s time to begin ignoring them completely and just fly the airplane. Similarly, if ATC
FINAL APPROACH MANEUVERING AND ENGINE SHUTDOWN. Successfully

MANEUVERING FROM THE POINT OF THE ENGINE FAILURE TO ARRIVE AT THE KEY POSITION AT THE CORRECT ALTITUDE REQUIRES EXCELLENT SKILL AND JUDGMENT.

asks you to do something you either can’t or don’t want to do, remember Capt. Chesley Sullenberger’s use of the “U-word.” Just say “unable" and fly your airplane. At the key position, begin making immediate and continuous assessments of whether you are in a desired position to glide to the touchdown point. It’s all about energy management. Whether high or low, make immediate corrective actions, as appropriate. Too high is easy to fix: lower landing gear (retractable); extend (slightly) the downwind leg; widen the base leg heading; square the turn to final; overshoot the final and S-turn; or even forward slip on final approach. Simply adding a bit of flaps can also fix a too-high problem, but it’s usually better to delay any flaps on the approach until you are sure you will make the field successfully. During this final maneuvering, don’t forget to run through your engine shut-down flow. But again, these less-essential items can also be abbreviated or even eliminated altogether if time or workload do not permit. Flying the airplane is still—and always—job number one. Per your pilot’s operating handbook, typical shutdown steps include: fuel selector—Off; mixture control—Lean; ignition switches—Off; cabin door/s—Unlatch; master electrical switch (after electric gear and/or landing flaps have been selected)—Off. You may also want to activate your emergency locator transmitter (ELT), if possible, before touchdown. Now all that remains is to increase drag/flaps to ensure a touchdown on your target spot at minimum forward speed and under complete control. Continuing to practice engine-out procedures can be accomplished safely after your checkride, or even without your instructor. And although your first few attempts may not produce the greatest results, you’ll be highly rewarded by not giving up. Just like improving your takeoffs, landings, and crosswind-handling skills, the often-neglected engine-out practice will also go a long way toward making you a better and safer pilot.
Bob Schmelzer is a Chicago-area designated pilot examiner, a United Airlines captain and Boeing 777 line check airman.
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Flight Training - May 2012

Table of Contents for the Digital Edition of Flight Training - May 2012