In 5500 hrs I have had the following engine failures
DC 6 P & W R2800 3 Times (supercharger clutch, swollowed valve, broken pushrod)
S2F CW R1820 2 times (separated cylinder head , prop roll back )
PA31 Lyc LTIO 540 (seized shut waste gate = 18 in max MP)
PA39 Lyc IO 320 (fuel selector failed when switching tanks = no fuel to engine)
C150 Cont 0200 (oil pump drive failed = no oil press)
The moral of the story
1) If you fly big radials the more of them on your airplane the better.
2) Full/partial failures in light aircraft are most likely due to an accessory failure, not the engine itself
3) Despite previous posts all my light aircraft failures gave some warning
- In the case of the PA31 the previous pilot put 6 litres of oil in the engine in 10 hrs but did not think to tell anyone
- In the case of the PA39 the fuel selector did not feel right when I checked it on the pretake off checks, but I ignored it...shame on me
- In the case of the C-150 I always note where all the engine guages normally line up in any aircraft I fly. Shortly after take off I noticed that the oil pressure needle was 2 needle widths lower than normal. I immediately turned back to the airport and was on short final when all oil pressure was lost.... rather than over water if I had continued
One other point. The flying club I used to work for had a annual proficency check ride requirement. I always gave the pilots a no notice PFL. Over almost 5 years, I
never had a PPL conduct a acceptable PFL and over half would IMO have survived only with great good fortune. Practice your PFL's
