engine failure, how common?
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8 years and about 3500 hours and so far so good. In order as best as can remember:
Partial engine failure in a C152, about 50% power loss (mag problem) with a flat tire on landing after the resulting diversion (slow leak in flight, apparently ran over something on takeoff).
Intermittent total electrical failure in IMC followed by a Localizer approach flown primarily with a handheld nav/com in a C172RG.
Vaccuum system failure right after takeoff into IMC in a Warrior.
Landed an Arrow (successfully) after a big "BOOM" and nosegear malfunction / unsafe indication; turned out the drag strut had suffered an internal fatigue failure and was pushed over the edge by engine vibration; it was completely broken in half.
2 prop overspeeds in different Aztecs (3000-3200 RPM, one on a takeoff, one on a go-around).
Full #1 hydrauic system failure in a DHC-8 with Iso Valve light and zero-flap landing, etc.
No total engine failures or fires yet. Not hoping for any in the near or distant future (except in the box, of course).
Partial engine failure in a C152, about 50% power loss (mag problem) with a flat tire on landing after the resulting diversion (slow leak in flight, apparently ran over something on takeoff).
Intermittent total electrical failure in IMC followed by a Localizer approach flown primarily with a handheld nav/com in a C172RG.
Vaccuum system failure right after takeoff into IMC in a Warrior.
Landed an Arrow (successfully) after a big "BOOM" and nosegear malfunction / unsafe indication; turned out the drag strut had suffered an internal fatigue failure and was pushed over the edge by engine vibration; it was completely broken in half.
2 prop overspeeds in different Aztecs (3000-3200 RPM, one on a takeoff, one on a go-around).
Full #1 hydrauic system failure in a DHC-8 with Iso Valve light and zero-flap landing, etc.
No total engine failures or fires yet. Not hoping for any in the near or distant future (except in the box, of course).
Im not going to post hours or what I have/haven't had for fear of tempting Murphy! Got a good few months left in pistons so I will get back to you when I am on something burning JetA1!!
Im not supersticious! I swear!
Im not supersticious! I swear!
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One power turbine failure on a C130E at about 2000hrs, interestingly about 5 mins before TOPD at the end of a 3 hour trip cruising at F250. Still raised the pulse rate a little, despite the fairly normal descent and approach.
Second and last one (so far) on a F900 at about 3500hrs in 2001. This one was at climb thrust passing about 10000'... also a power turbine failure, although it was No 2 (out of 3) so straightforward from a handling point of view.
Also have about 1000hrs in there flying behind an IO-360, which never gave me any grief whatsoever
Second and last one (so far) on a F900 at about 3500hrs in 2001. This one was at climb thrust passing about 10000'... also a power turbine failure, although it was No 2 (out of 3) so straightforward from a handling point of view.
Also have about 1000hrs in there flying behind an IO-360, which never gave me any grief whatsoever
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Engine failures
Hi 4 single engine landings in twin engine aeroplanes in nearly 20 years or 10000 hrs.3 in turboprops & 1 heavy jet.One complete turbine failure with shards of metal entering the fuselage.Lucky only a freighter.On shutdown swinging prop of good engine noticed blood & feathers around airinlet.Other 2 just in flight shutdowns due low oil pressure.Believe me you always carry a few more knots on final when you are on one engine for real.Heavy jet no problem.
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'sprocket' good pickup there buddy, you might be right, must be that deep seated experience (that I had almost 4goten about) that has made me quiver when the 'fan' is out in front of me instead of either out on the wings or a couple down the back
BTW the subject heading "engine failure, how common".........quick answer even just one is too common !
CW
BTW the subject heading "engine failure, how common".........quick answer even just one is too common !
CW
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During my first multi lesson in a seneca I had a electrical fire in the electrical panel to the left, resulting in turning off the Mags to one engine. In the approach, the electrics totally failed when the gear went out, loosing the gear lights before going to all green. We did a go around (single engine), and played with the switches to get the greens back for landing on the next attempt. Cause was water overnight getting through the storm window.
Partial power at about 300ft after takeoff in a single engine, carb heat application didn't make things worse than the norm 150-200rpm drop as expected, and I managed to nurse it back around to land on the runway in the opposite direction. Cause was fuel contamination.
Heavy turboprop, engine stopped at night, 200ft after take off. Came back to land. Cause was a propeller control unit failure. Fortunately the aircraft type has a auto feather feature.
Heavy turboprop engine stopped just prior to top of descent, at night. Unfortunately for me the Captain wouldn't allow a relite attempt. Cause was about half the amps were getting through to the heating element in the air intake and there was a flame out from ice ingestion.
Partial power at about 300ft after takeoff in a single engine, carb heat application didn't make things worse than the norm 150-200rpm drop as expected, and I managed to nurse it back around to land on the runway in the opposite direction. Cause was fuel contamination.
Heavy turboprop, engine stopped at night, 200ft after take off. Came back to land. Cause was a propeller control unit failure. Fortunately the aircraft type has a auto feather feature.
Heavy turboprop engine stopped just prior to top of descent, at night. Unfortunately for me the Captain wouldn't allow a relite attempt. Cause was about half the amps were getting through to the heating element in the air intake and there was a flame out from ice ingestion.
Sprucegoose
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1 x Gear Failure (it wouldn't retract so this might not count :-)
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.....now now Dr the piston drivers simply don't want to take up every page here with their tales of piston engine failures
Note also that with the numerous turbine failures they ALWAYS return safely, that's the main difference, those that would love to tell of their piston engine failures say after T/Off for Eg. can't tell, 'cause thier not here!
CW
Dr the piston drivers simply don't want to take up every page here with their tales of piston engine failures Note also that with the numerous turbine failures they ALWAYS return safely, that's the main difference, those that would love to tell of their piston engine failures say after T/Off for Eg. can't tell, 'cause thier not here!CW
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Where is FLOPT when you need him..... he has a tale to tell about a couple and at night in a single too 
. That same a/c is still going to this day...... albeit after another one due to a lame stuff up!
J
. That same a/c is still going to this day...... albeit after another one due to a lame stuff up!J
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One carb icing event, in a C182 (The Icemaker) at night in IMC over the border ranges tracking Coffs to TWB. Easy fixed with the carb heat but plenty of pucker in the meantime 
.
One engine failure in a piston twin in day VMC, just after T/O in a fully loaded PA31; had a MAP split and loss of power on one side, managed 50 FPM at VYSE while still making some power on the dud engine - don't want to think about ROC if it had completely clagged it
Was a FCU.
One turn back just after T/O in a Kingair in day VMC, with loss of oil pressure and profuse oil leak (complete engine oil volume expelled in about 28 nanoseconds)
Was a prop governor control seal.
One gear indication failure in a C404 - a microswitch.
Two total vacuum failures: a PA32 in night VMC and a Baron in day IMC just after T/O - the PA32 was a pump failure and the Baron was a pressure controller which took out the whole pneumatic system
. Used the TC to maintain control.
One electrical fire in a C404 - a vent fan.
Two flat tyres - one an Aztec that the previous driver flat spotted and didn't say anything, just parked it with the hole on the bottom
, the other a 404 that had a rim separation while taxying.
That's about all I think. For-real engine failures seem relatively uncommon; system failures are more prevalent.
.One engine failure in a piston twin in day VMC, just after T/O in a fully loaded PA31; had a MAP split and loss of power on one side, managed 50 FPM at VYSE while still making some power on the dud engine - don't want to think about ROC if it had completely clagged it
Was a FCU.One turn back just after T/O in a Kingair in day VMC, with loss of oil pressure and profuse oil leak (complete engine oil volume expelled in about 28 nanoseconds)
Was a prop governor control seal.One gear indication failure in a C404 - a microswitch.
Two total vacuum failures: a PA32 in night VMC and a Baron in day IMC just after T/O - the PA32 was a pump failure and the Baron was a pressure controller which took out the whole pneumatic system
. Used the TC to maintain control.One electrical fire in a C404 - a vent fan.
Two flat tyres - one an Aztec that the previous driver flat spotted and didn't say anything, just parked it with the hole on the bottom
, the other a 404 that had a rim separation while taxying.That's about all I think. For-real engine failures seem relatively uncommon; system failures are more prevalent.
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geeez 'jamair' remind me to stay away from you, yr jinxed !
Hey 'HH' I had the same trouble not too long ago whilst on a test flt to see if the U/c would come down after months of hassles with manual gear extentions & multiple failures. The engineers where pulling their hair out, changed everything inc the rear seats! But cop this after T/Of it wouldn't come up !!!!
Talk about laugh!
CW
Hey 'HH' I had the same trouble not too long ago whilst on a test flt to see if the U/c would come down after months of hassles with manual gear extentions & multiple failures. The engineers where pulling their hair out, changed everything inc the rear seats! But cop this after T/Of it wouldn't come up !!!!
Talk about laugh!
CW
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Ahhhh CW, Jamair has found a pretty good job driving a S/E Kero burner........ you better hope there is no IFR involved in the usually CAVOK skies of FNQ
J
J
Bugsmasherdriverandjediknite
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I had a complete engine failure in a cub. very similar to the one you just completed Capt Wally. mine was the J3 though.......without flaps. Just floated her down and walked beside it while I landed. 
You know what I'm on about.
Recharged the ignition battery and launched again for another hour of relaxation.
You know what I'm on about.Recharged the ignition battery and launched again for another hour of relaxation.
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We had two failures inside 2 months a little over a year ago. The first was a gear failure. That scared us enough and then on descent to our base a few weeks later the critical engine gave up due to what we believe was water in the FCU (ran fine after replacing the FCU!). Imagine how I felt just after such an experience walking towards the staff canteen for a strong coffee to recover when the manager of the organisation chartering the aircraft runs up to me and asks just how soon can we go flying again today. Oh, throw in a bird strike for good measure in just about the same spot as the engine failure about two weeks after that memorable event. All this inside my first 1000 hours.
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Had my most scary moment just recently, Cabin filling rapidly with smoke just after turning downwind!
after giving a radio call advising others in the circuit of my intention to land immediately and aiming for mid runway, everything turned off, except ignition, smoke didnt stop, it only took about a minute to land, but it felt like an eternity, especially when your expecting to see flames in the cab or feel the heat of a fire on my feet at any moment.
cause was leaking oil vent pipe allowing oil to leak onto the exhaust manifold
after giving a radio call advising others in the circuit of my intention to land immediately and aiming for mid runway, everything turned off, except ignition, smoke didnt stop, it only took about a minute to land, but it felt like an eternity, especially when your expecting to see flames in the cab or feel the heat of a fire on my feet at any moment.
cause was leaking oil vent pipe allowing oil to leak onto the exhaust manifold
Last edited by Ultralights; 9th Oct 2008 at 10:04.