Tiger Moth Down - Compton Abbas
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When I was flying GA, as part of my routine when lined up at the end of the runway ready to take off I repeating out loud what I would do in the case of engine failure after take off (which generally involved the words "land straight ahead if less than **feet"). A practice installed in me by Gerry Breen in my microlight days.
It was good practice in the microlight and good for GA as well.
Fortunately I never had to use it but still said it every time I took off.
FF
It was good practice in the microlight and good for GA as well.
Fortunately I never had to use it but still said it every time I took off.
FF
Join Date: Nov 2000
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When I was flying GA, as part of my routine when lined up at the end of the runway ready to take off I repeating out loud what I would do in the case of engine failure after take off (which generally involved the words "land straight ahead if less than **feet"). A practice installed in me by Gerry Breen in my microlight days.
Join Date: Oct 2015
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In gliding, CBSIFTCBE is the pre-launch check, with E for eventualities, including where to go and whether and when to turn back (gliders are entirely different in terms of turn-back performance).
There's nothing worse than being in an emergency situation without a plan.
There's nothing worse than being in an emergency situation without a plan.
Join Date: Jan 2009
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Gliders are DIFFERENT. Engine failure is not a problem.
But even more important, our training is MORE COMPREHENSIVE! We practice spins and recovery from spins, we practice field selection in a motor glider. We do a lot of stall and recovery stuff.
All that before you are sent solo.
But I won't forget the day our CFI persuaded his wife for the first time to go up in the motor glider with him. Because the fuel switch was concealed by her skirt, and in the excitement of the moment, and because as a rule the fuel is NOT USUALLY SWITCHED OFF AFTER FLYING......they were left with just enough fuel in the engine to climb to 20 feet before the engine died.
Fortunately with his experience he was able to land safely before destroying the clubhouse. Or damaging the motor glider....
His wife told him to forget about any more rides in the motor glider.
In nearly every case of engine failure - or launch failure in a glider, first action is NOSE DOWN. Maintain correct airspeed. pick the nearest suitable space ahead and land in it.
The aircraft now belongs to the insurance company. But you will walk away.
But even more important, our training is MORE COMPREHENSIVE! We practice spins and recovery from spins, we practice field selection in a motor glider. We do a lot of stall and recovery stuff.
All that before you are sent solo.
But I won't forget the day our CFI persuaded his wife for the first time to go up in the motor glider with him. Because the fuel switch was concealed by her skirt, and in the excitement of the moment, and because as a rule the fuel is NOT USUALLY SWITCHED OFF AFTER FLYING......they were left with just enough fuel in the engine to climb to 20 feet before the engine died.
Fortunately with his experience he was able to land safely before destroying the clubhouse. Or damaging the motor glider....
His wife told him to forget about any more rides in the motor glider.
In nearly every case of engine failure - or launch failure in a glider, first action is NOSE DOWN. Maintain correct airspeed. pick the nearest suitable space ahead and land in it.
The aircraft now belongs to the insurance company. But you will walk away.
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No check list? - the one I usually use (spamcan not motor glider) tells me THREE TIMES, at different points, to check the fuel controls before take-off.
"Fortunately with his experience he was able to land safely before destroying the clubhouse. Or damaging the motor glider....
Shame his 'experience' didn't extend to err checking the fuel was on!
As regards to turning back or not post EFATO; in most powered aircraft wings level, into wind and fly it as far into the crash as possible. Sacrifice the airplane. If your straps are done up tight and you've time to knock the fuel and electrics off on the way down survival prospects are good - even into a tiny field or car park. Stall/spin into a field the size of LAX and you'll probably die.
Shame his 'experience' didn't extend to err checking the fuel was on!
As regards to turning back or not post EFATO; in most powered aircraft wings level, into wind and fly it as far into the crash as possible. Sacrifice the airplane. If your straps are done up tight and you've time to knock the fuel and electrics off on the way down survival prospects are good - even into a tiny field or car park. Stall/spin into a field the size of LAX and you'll probably die.
