Originally Posted by 24Carrot
Personally, I feel a pre-flight look at the surrounding fields in google earth is sadly under-recommended.
Sorry but I disagree with this. Goggle Earth only give you a birds eye view of the "emergency field" and not that up to date either. In my part of the world some of the maps are from 2004 and the inviting empty field is now a runway of roof tops.
Originally Posted by Chuck Ellsworth
I ask when the industry morphed from the old school inept types to the modern day experts
This is something one cannot put a date on, maybe not even a decade due to everchanging and evolving nature of aviation and Instructing (plus the additional requirements of those who sit in Government offices and think, "Oooo, this would be a good idea to implement"; even if it isn't).
Checklists are important to know, especially the emergency ones. I have never used written a checklist since they were all committed to memory. They had to be since trying to read the proceedure to an EFATO at 500' is going to end up being a disaster. As much as I can remember I gave myself a mental brief as to the conditions and what to do in case of an EFATO but I am embarassed to say that brief never included relaying anything to any passengers. FLWOP did have a passenger brief at the 1,500' point but it never occured to include one before takeoff. Due to this thread that will now change. Thanks BPF.
As to an EFATO pre V1, in a Piper, I would be inclined to raise the flap. As previously stated to make the egress easier and not get caught on the flap handle but also to lock the flaps in place sine someone in a rush to get out is likely to step on the NO STEP sign. If flaps are down then stepping on that area helps you go down as well. Twisted, sprained or broken ankle is not a good thing.
In a Cessna, would the flaps have time to retract before the Master Switch gets turned off? Up would also be good here since there is a chance of a head contacting the down parts and if really unlucky the sharp corner/edge could make a nice gash in a running head.
However if this is a simple failure, engine stops, surges or splutters then is there the need for my imagined panic. I have taken BPF to mean that there was no engine fire on the ground in a pre T/O failure.
A different matter if the failure happens once airborne and a "controlled crash" becomes inevitable. Now the flaps stay down in the Cessna since the Master is (hopefully) off. Piper who knows but depends on the variables like if the U/C is still attached etc.
I hope this thread continues as I for one have learnt at least one thing from this and I hope I can learn more.