mattpilot - does this one count?
In Florida this April, I was due to take my final Check Ride late one afternoon before the skills test the following Monday. Deciding to get some more practice landings in, I headed off XC to an uncontrolled airfield about 25nm SW from 'home base'.
After about the third touch-and-go, the engine spluttered quite a lot when applying full power to lift off once again. The first symptoms were distinctly like spark plug fouling, so I made a full stop landing, taxied off to the ramp and run the engine at 2000rpm (leaned) to burn off the oily deposits.
This seemed to improve the engine running, so I taxied back to the active and departed behind another plane.
At approx. 500ft AGL, overhead one of Florida's many lakes, the engine began to vibrate. After a thorough check of all engine instruments (with everything in the green) I assumed more spark plug fouling but also made preparations for an EFATO just in case.
The C152 continued to climb, albeit with a fair bit of vibration, and I therefore made the (initial) decision to head back to 'home base'. At about 1000ft and approx. 3 nm NE of the airfield I'd just left, the engine vibration became much worse, and reminded me of when a car is running on only three cylinders. At this point the instruments were still all green - no oil pressure or temp. problems. Despite this I figured that the 5000ft of runway behind me, just 3NM away, was a safer bet than the 22NM trip home.
Making a quick about turn, I made a radio call to say I was making a forced landing on the first available runway (which I was nicely lined up on). No time to join the circuit and use the active, I was now losing height at around 300fpm with full power. The engine instruments now started to tell the tale - oil pressure suddenly dropped through the floor and temp. was rising fast.
Thankfully the circuit was clear so I headed straight into runway 22. Once estalished on short final I realised with relief that I would make it now, even if an approach with no flap was necessary to stretch the glide. Keeping 60kts was my main aim, remembering the 'best glide speed' bashed into me by the instructor during praticed forced landings.
Upon landing I taxied off at the first exit, and before even reaching the 'hold short' point, the engine died completely.
Later, when the flying school sent an engineer down by car to find out what had happened, we realised that one of the cylinders had detached completely from the block, with a half-inch gap clearly visible between gasket and engine block. Failed cylinder bolts were to blame, and the engine manufacturer later replaced the engine under warranty (after I returned the to UK).
Despite this I still had to go through the Check Ride later that afternoon in another plane (I guess it was best to get straight back in the saddle).
The morals of this story I guess would be;
- keep a close eye on your engine instruments but don't always assume they will tell you when something is wrong
- if you suspect something isn't right, follow your instincts and play it safe (glad I did, best flying decision I'll probably ever make)
- when keeping a look-out, spare a moment for a glance at the ground below you (not only for navigation but for situational awareness as to where you can put down if the big blade at the front decides it doesn't want to play anymore)
- engine failures may not always be as catastrophic as an immediate stop - I certainly had some warning, even if not from the instruments
- know the PFL routine and use the checklist if you have the time and altitude.
Safe flying folks!
Last edited by big.al; 31st July 2002 at 16:44.