Light piston-twin engine failure survivors. Input please....

[Mr Proachpoint]

I've gone global on this one. The first forum can be a bit of a grizzle/gossip list but is a useful one to start on this one..............

Anyone who has lost an engine in any of our 'trusted' light piston twin fleet worldwide - what happened, why and what did you do to be able to tell us about it?

MAPt

[latetonite]

Allright, let me recall this one..
In 1983, April, me and my good friend and instructor, accepted a ferrry from BRU to Bangor in Maine, USA, in an old 1964 AZTEC B model.
First day to Prestwick to get the ol` ship used to fly over water, an uneventfull 3 hr flight. One day there waiting for whether improvements, and then second leg to Reykjavic. After a couple of hours, cruising at F100, doing 160 kts true, approx position 50N15W,nr. 2 engine oil pressure went down the scale. We could see oil seeping down the cowling. Bit later the propellor started fluctuating RPM and quickly we shut down the engine. The airplane drifted down to approx 3000 feet, and we were only doing 90 MPH(on the inner scale of the ASI). With a estimated 60 kt headwind we now continued uneventfull, however bit nervous to a place called Hornafjordur in Iceland as crossing the mountains towards Reykjavik on one engine was deemed too dangerous. We were in contact with an airliner BAA overhead who informed SAR (HF did not work, just noise), and apparently a Jolly Green Giant was on it`s way. We however never spotted him, probably due to our rough position estimate (no GPS that time) and landed safely...End of trip and story...:ok:

[vdive]

Not many years ago, i did a leisure trip with a friend on the PA-44-180 (Seminole). Thankfully, the engine failure happend during cruise and not take-off. Without any previous warning, there was a sudden incredibly loud bang on the left engine and the next thing you have seen was oil all over. An engine failure where you could indentify the failed one by looking out the window. The force on the failed engine was as strong that you could not feather the propeller anymore. The prop was not windmilling but sat in cruise position fixed, creating considerable drag. We shut down what's left of the engine and continued to the nearest airport. The flight after the failure was uneventful and a safe landing was made.

We asked ourselves if other parts of the aircraft might have been damaged due to the immense force of this failure (which was literally felt like an explosion). The incident has been submitted to the authorities and investigation revealed that the engine had a separation of a minor part inside. The particular engine was fairly new and questions arised with the manufacturer. The manufacturer later stated that is was a production failure and offered courtesy replacement.

A very dramatic PA-44 accident can be found here. http://www.ntsb.gov/NTSB/brief.asp?ev_id=20001205X00530&key=1

The linked accident happend on a checkflight with a designated examiner on board, shortly before landing. Friend's who have seen the wreck of this aircraft could not believe that there have been survivors of this flight with "considerably" minor injuries.

I never wan't to experience an engine failure in a twin shortly before rotation.

[Airbus Girl]

Lost an engine whilst being checked out on a Seneca. Was up at a high mountain airfield at the time, so not much fun. Basically it was due to the instructor being inexperienced in high altitude flying, and, after a disagreement (ie my arguing against it), he made me put the mixture to full rich some time prior to the downwind leg. Needless to say the first engine quit as I turned base (I did a very close-in circuit, as I thought this might happen) and the second engine was barely running when we touched down. One side of the airfield is the mountainside, one side is a lake and the rest of the area is entirely covered with very large trees.
Also had main gear fail in another Seneca.

[privateer01]

I have landed over 27 times with Engines feathered.

Alot of these where big piston radials. 16 where Wright 1820-80 and about 8 or 9 on the Pratt 1830. One with the FAA on board during a checkride. (I passed)

As for little aircraft I can count 2 in Apaches Pa23-160s
One failed to restart after shut down on a training flight.
the other plugged the left fuel strainer on a ferry flight causing fuel interuption to the engine.

Lost the right engine on a Cessna 340 due to pressure ajustment screw of the fuel pump departing the aircraft.

Lost the Right engine on a C90 King air due to fuel governor stopping fuel after governors where ajusted incorrectly by maint.

No problem I'm still here but recurrent training is important.

[Taildragger]

Privateer01 ....... In 30 years I have been lucky compared to you. I have only ever lost one of one, and one of two (Twice) (To be quite frank...the one of one is a bit more sphincter squeezing than in a multiplen) However. I am still here. To be quite frank losing 27 whether One of Four, Two of Four, One of One, seems to me to be pushing the envelope a wee bit too bluddy much.
Are you sure you haven't been doing this either in a MS Flt. Sim 2000 or in something a bit more shalll we say, third world. In either case I am in danger of being accused of being predjudiced, ........maybe tenth world.??

[vector4fun]

Twice, both times in PA23-150 Apaches. First time was my second lesson IIRC for my multi rating. The IP slammed the right mixture back, we "simulated" some SE flight for a while, and then attempted a re-start. No good. Landed at an airfield about 15 miles away no problem, opened up the cowl, and found the mixture control cable broken at the carb. Borrowed a scrap piece of safety wire off the ramp, wired the mixture full rich, and returned about 20 miles to base. (BTW, the IP was also an IA, so I didn't question the judgement of the safety wire trick...)

Second time was during takeoff in a "turbo-normalized" 150 hp Apache. Field was about 3800' MSL, temp was about 100 deg F. My second flight in this aircraft with a new owner. Right at rotation, I heard and felt the right engine go to near idle, but kept running. Closed other throttle and stopped (barely) on remaining runway. Later troubleshooting reveiled the carbs were set so rich, that as the aircraft gained speed, and the props "unloaded" a bit, the engine just choked on the extra fuel, though it would do a static mag check and runup just fine. Lean the mixtures before TO, and the ship flew and ran just fine.

(Apologies in advance to all the engine techinicians and gurus who could explain this phenomenon in correct terms and have it make sense to a layman...)
:O :ok:

[A and C]

I had to shut down an engine on a PA44 due to fluctuating oil pressure in the cruse.

Aircraft performed well when i was forced into a SE missed aproach due to the landing clearence being blocked by a number of student pilots who would not keep quiet dispite a "pan" call having been made.

[Mainframe]

Proach,

Had a problem in a Baron ( BE58).

Cruising at 9,000' in imc, picking a path around thunderstorms with radar, turbulence getting too much for autopliot (yawing) so hit autopilot disconnect.

Instantly the aircraft started to vibrate and shudder badly. Wondered what I'd done to cause vibration by disconnecting autoplilot.

Considered probably prop icing. Saw one engine rpm dropping quickly so feathered it immediately in case it decayed enough to let the pitch locks drop in ( about 1100rpm). Engine stopped almost immediately after feathering, bit odd no windmilling.

Made a pan call, got lots of questions and advice.

Drifted down to 7,000' with 22' and 2550 rpm on the good engine and 110 kias. Popped out between layers, settled down a bit and decided to try a restart. Soon as I hit the starter the radios and radar went dim and the prop did not budge, it was locked solid.

Working hard to maintain 7,000' so continued drift down to 6,000' wher I could get 24" map and 2550 rpm. destination was 100nm to run and performance now ok, so continued via a few suitable forced landing areas and still getting advice bordering on operational control.

After landing and down to taxi speed couldn't turn towards live engine so eventually let it take me off the runway to the gable markers, able to be towed back to hangar.

Inspection revealed broken crankcase, broken con rod, caused by broken crankshaft.


Summary: The beast performed as per mfr's figures.
The problem happening as I disconnected was just a highly improbable co-incidence and it certainly confused me for a moment.

The decision to feather, not normally done in cruise was crucial as any delay would have seen the crankshaft destroy the engine and seize before the prop feathered. Cruise assym without feathering a stopped prop would have been difficult and compromise lowest safe altitude capability.

Shortly after, other Continental IO520's had broken crankshaft problems resulting in an Airworthiness Directive and recall.

My safe survival was due to good training, including being told about the inability to feather if rpm decayed to pitch lock speed.
Recurrent check and training made my response almost automatic.

[Tinstaafl]

Was always taught - and subsequently taught to my students - that part of the initial failure drills is to check for RPM winding down. This just before deciding to 'fix or feather'. If winding down then straight to feather due to the anti-feather locks engaging once the RPM reached their limits.


Had a couple of shut downs that didn't restart. No big drama. I never, ever did the exercise without first making sure the a/c would at least maintain altitude with one idling.

[Captain Stable]

A friend of mine lost a donk in a BN2B going from the Grenadines (Union Island for those who know the area) to Barbados. Full load (9 pax) on board, who'd been day-tripping, so no heavy baggage. Approximately 2 hours of fuel burnt from full.

Engine failure occurred just past half-way, with quite some altitude to help. Drift-down did its inevitable, Newtonian response to gravity (S/Eng stabilising altitude is sea level) and he ditched, at night (no mean feat), about 10 miles off the Bajan coast. By that stage all pax were wearing life jackets, all were well briefed, all exited the aircraft safely after ditching. It went down like a rock. Floated for only 2 minutes or less, so getting everyone out was quite some feat as well. They were picked up by coast guard cutter after about 15 minutes. One died of hypothermia in the ambulance on the way to hospital.

Same area, I had a left engine failure in a BN2A in the descent from BGI to BQA. Had been wondering why it had been flying like a banana all the flight. Dawned on me that the refueller hadn't refuelled the left inboard tank. Switched to the tip tank and the engine recovered immediately. Some slight yaw, the passengers didn't even notice. I had had a late departure, was escorting the pax to the a/c in BGI as the refueller finished, and I didn't do a visual check of the tanks, not wanting my pax to see me climbing on top. I learned a lesson that day - ALWAYS check.

[dada]

lost my mind a few years ago on a cross country run. i was told to shut down shut up, the pressure's fluctuating in my donkey that was choked up with straw. i was drifting down all over the place, feathers flying everywhere from the bird i stuck with my de-icer can (oat -25 biscuits to go now). i forced myself into a ditch and got coverered in sludgey mudge. the investigation concluded i'm a
crankshaft failure.

[Onan the Clumsy]

Captain S I had a similar one that fortunately ended more happily. We were in and out of SAT with about 45 mins on the ground. Freight came early, so we loaded and it was suddenly time to go. I was SIC and got out to check the tanks. PIC said "Dont' bother with that, let's just get out of here" I replied "It's ok, I'm out here now and I always check the fuel and oil". Good job too because they'd not been refilled and there weasn't enough go-juice to make it all the way back.

So your advice is well founded.

[Miserlou]

Beech Travelair.
During a check ride. The 'working' engine failed to develop full power on a single engine go around. Missed approach completed on both engines to minimum safe alt. and engine shut down due to low oil pressure.

I have also had a 300 hour PT-6 fail and that was a single. My insurance was intact; I was at 13,000' and 5 miles from the airfield!

[Taildragger]

Vecor4Fun....

I did some Apache time looooooong ago, and the guy who did the check out on me was adamant... If you lose one before the gear is up, V2, simply use the remaining (Good) engine to take you to the crash site with the minimum of fuss. and maximum comfort.
Very much the wrong side of the drag curve. I have no doubt there are some aces out there who would disagree, but I was totally convinced when the throttle was retarded to Zero Thrust on one side and I was invited to contradict the statement.
Despite the most accurate Blue Line flying I could produce, there was no way that this aircraft would climb...we were, quite simply, going down. A very very convincing exercise.

[slingsby]

1988 BN Trislander, lost nbr 1 on rotation due gearing failure and shaft separation. As Vr on the coffin is only 85knts, on 12000ft runway it left enough to close the throttles and land with room to spare. Climb perf on a fully laden trislander on asymetric power is likened to try pi$$ing into the wind without getting your trousers wet. Ours were nearly very wet indeed (mine specially as I had only logged 60hrs on type). ATC were very amused at our re-landing, asking if that was all we were going to give tonight. When we explained our predicament, rather abruptly/curtly, he dispatched the services very quickly, and later personally and humbly brought us both coffee and doughnuts to our crew room.