General remark... There is a difference between simulated engine failure, real engine failure, and certainly engine fire. Simulated engine failure is about the only time the engine really quites right then and there. Real engine failures will probably come slowly, some noises, some engine struggles, some "what's happening here, what is it doing? Is it failing? Something else?". The danger here is that in this sudden moment of "increasing stress", the student might forget temporarily everything that has been thougth, since the engine is doing "weird". He will even forget to fly! Looking down at the engine instruments, trying to figure it out, coming back up noticing his aicraft is in a turning dive... This is something every student should be made aware of. If he isn't, try to bring him into a position where he's put under a lot of stress. Then see how he reacts, he'll probably forget lots of things. In the debrief, point this out.
Concerning the procedures: I've noticed some go for the carburator first. If it's in the POH, fine. POH is POH. But as said, first things first. FLY, FLY, FLY. As my first instructor stated: even if some parts of your cabin are on fire, flying the aircraft is vital. It's the difference between burns on the legs or dead legs. Airspeed always comes first. Best glide if necessary. THEN the rest.
Second is decision making combined with good time management. What is happening? Can you really say what is happening? Do you have time to find out? Take a SAFE decision. Do I need to try carby? What about engine failure at 500'AGL after takeoff? FLY, then DECIDE course of action. Time for carby, ok, then go with the carby. Landing immediatly? Enough altitude for restart? It's better to safely land an aircraft with iced up carby, than crashing with the carby on with a report "they tried...".
Engine fires are even trickier since I doubt if the engine would quit anyway. And where would the smoke exit? Tailpipe? Cockpit?
I'm only writing this down because I've seen a friend of mine fail his check because he "quickly tried to", forgetting 5 seconds to fly and scr*w up the emergency landing. I got the exact same thing, with a 30kts wind on the ground (headwind on landing), threw away my checklists but my wheels hit ground right there where he wanted me to. I thought I failed as well, I only set the 7700 and did a very brief mayday. His reaction: "your friend and I crashed, you and I are alive, aircraft in one piece, why should I fail you?" Perhaps the engine could've been restarted but... perhaps not... you don't know. And it's a question that only needs to be asked if you have the time for it.
There is only one thing that requires your time at all times: flying. If after this there's time left, go with the rest. Trying to work yourself very very quickly through the checklists might even impose more stress on yourself. This in a situation where you'r not really sure what's happening... bad idea. And I doubt if every PPL-owner is that cold-blooded in face of a struggling engine.
As for the restart procedures (cherokee II):
A (airspeed)
B (best field)
C (cockpit)
* fuel selector (tank with fuel? try switch)
* fuel pump on
* mixture (rich)
* carby (on)
* mags
* check engine gauges
* primer locked?
It never states to activate the starter (prop will be windmilling, complete stop would be a severe engine damage I presume), but I think I might have a go with that one anyway in the end. Or would this be a bad idea?
Last edited by BraceBrace; 10th August 2004 at 12:11.