What happens in an actual FL?
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BPF, I was discussing a restart scenario, so basically what you've written is you had a mag fault and the engine didn't stop but you had noticeable symptoms that you could take preventative action. The same would apply to carb icing. It would be very noticeable before the engine died and let's not forget not all engines have carb heat. 
Pompey till I die
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Butterfly effect
the important thing is that you cover all the items that might get the engine going again and your list missed at least two of these for most aircraft!
Last edited by PompeyPaul; 4th Aug 2012 at 19:58.
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Bull****! If you don't know your own checklist for a restart you should at least know how to plan your forced landing and fly your airplane. To suggest someone may die because someone wrote a summarised checklist on the internet is UTTERLY STUPID!
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You also have to consider whether a restart is advisable? Loose the engine low level and your full concentration should be on flying the aircraft, selecting a suitable landing site estimating the winds and flying the correct profile.
Fiddling around with this and that might mess up the important bits mentioned above.
Ok if you have altitude and time run through the full works but not at the expense of more important things.
usually it is apparent as to what sort of engine failure you have and whether a restart will be a distraction or not!
Also more than likely you will have some power still avialable.
I lost an engine at 200 feet in the climbout at grosse weight in a Seneca 4 twin.
The aircraft had 100 hrs total time. It transpired on examination that the rocker shafts has been incorrectly torqued at manufacture causing three of the rocker shafts to fail.
I knew by the feel of the aircraft that shutting down an engine which was still producing 30% power would mean that I would be going down.
One hand on the prop lever ready to feather if there was a large bang kept the aircraft just climbing till I got to 1000 feet. In level flight I shut down the engine and did a single engine landing.
As a light twin addendum! Most litght twins make a good job of single engine level cruise but a bad job of single engine climb at grosse.
In many circumstances why attempt a climb when the aircraft will fly level quite happily at a few hundred feet? just something to consider!
So make sure you have lost the engine completely as little power can be better than no power.
pace
Fiddling around with this and that might mess up the important bits mentioned above.
Ok if you have altitude and time run through the full works but not at the expense of more important things.
usually it is apparent as to what sort of engine failure you have and whether a restart will be a distraction or not!
Also more than likely you will have some power still avialable.
I lost an engine at 200 feet in the climbout at grosse weight in a Seneca 4 twin.
The aircraft had 100 hrs total time. It transpired on examination that the rocker shafts has been incorrectly torqued at manufacture causing three of the rocker shafts to fail.
I knew by the feel of the aircraft that shutting down an engine which was still producing 30% power would mean that I would be going down.
One hand on the prop lever ready to feather if there was a large bang kept the aircraft just climbing till I got to 1000 feet. In level flight I shut down the engine and did a single engine landing.
As a light twin addendum! Most litght twins make a good job of single engine level cruise but a bad job of single engine climb at grosse.
In many circumstances why attempt a climb when the aircraft will fly level quite happily at a few hundred feet? just something to consider!
So make sure you have lost the engine completely as little power can be better than no power.
pace
Last edited by Pace; 4th Aug 2012 at 21:51.
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Bull****! If you don't know your own checklist for a restart you should at least know how to plan your forced landing and fly your airplane. To suggest someone may die because someone wrote a summarised checklist on the internet is UTTERLY STUPID!
BPF, I was discussing a restart scenario, so basically what you've written is you had a mag fault and the engine didn't stop but you had noticeable symptoms that you could take preventative action. The same would apply to carb icing. It would be very noticeable before the engine died and let's not forget not all engines have carb heat.
Therefore the difference between me and you is I parked the airplane in its regular tie down spot after an uneventful landing, you would have parked it in a field probably with the major damage typical in most actual forced approaches
Finally with respect to carb heat, if carb icing is so "very noticeable " how come there are so many accident reports where carb ice was th probable cause for the engine failure ?
Personally I think you should wind your neck in and rather than insult other posters you should open your mind to the distinct possibility you still have a lot to learn.........
Last edited by Big Pistons Forever; 5th Aug 2012 at 01:28.
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BPF,
It wouldn't have occurred to me to use a restart check list for an engine that was still running. You're speculating that I would try to restart a running engine, and that I would damage an aeroplane landing it in a field.
I know you would advocate use of the aircraft POH, and I'm sure you know that for say a C172 that the restart check list does not include checking individual magnetos. In fact of the POHs I have none of them include it.
Would a failed magneto stop an engine? That was what I asked. If it could why isn't it included on the restart check list?
Have you ever had an engine stop due to carb ice? I've experienced carb ice and what I noticed wasn't the initial RPM drop but the brief dips in RPM as the engine ingested some of the ice. No doubt there can be much more severe cases where a busy pilot would not have noticed it in time, but if you are flying something with carb heat, then it will be on your check list. It isn't on mine.
The only way to post safely on Pprune seems to be if you write a post that covers every single aeroplane that anybody reading your post could possibly be flying because otherwise a whole page will be devoted to what should be included on a check list. USE YOUR POH CHECK LIST NOT MINE.
I do not believe for a second that anybody reads this forum and then changes from their own POH procedures to what someone else has written in a post. PompeyPaul's suggestion that someone could be condemned to a sticky end because they used a restart check list they had read on the internet is stupid. It's stupid mostly because a pilot is someone that can fly an aeroplane with or without a running engine even if they are clueless enough to use an inappropriate check list. They had to demonstrate this to get their license in the first place.
I have a great deal still to learn, but that applies to everybody here, and will never change.
It wouldn't have occurred to me to use a restart check list for an engine that was still running. You're speculating that I would try to restart a running engine, and that I would damage an aeroplane landing it in a field.
I know you would advocate use of the aircraft POH, and I'm sure you know that for say a C172 that the restart check list does not include checking individual magnetos. In fact of the POHs I have none of them include it.
Would a failed magneto stop an engine? That was what I asked. If it could why isn't it included on the restart check list?
Have you ever had an engine stop due to carb ice? I've experienced carb ice and what I noticed wasn't the initial RPM drop but the brief dips in RPM as the engine ingested some of the ice. No doubt there can be much more severe cases where a busy pilot would not have noticed it in time, but if you are flying something with carb heat, then it will be on your check list. It isn't on mine.
The only way to post safely on Pprune seems to be if you write a post that covers every single aeroplane that anybody reading your post could possibly be flying because otherwise a whole page will be devoted to what should be included on a check list. USE YOUR POH CHECK LIST NOT MINE.
I do not believe for a second that anybody reads this forum and then changes from their own POH procedures to what someone else has written in a post. PompeyPaul's suggestion that someone could be condemned to a sticky end because they used a restart check list they had read on the internet is stupid. It's stupid mostly because a pilot is someone that can fly an aeroplane with or without a running engine even if they are clueless enough to use an inappropriate check list. They had to demonstrate this to get their license in the first place.
I have a great deal still to learn, but that applies to everybody here, and will never change.
Last edited by The500man; 5th Aug 2012 at 11:00.
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Umm
Did something really bad happen to you recently that made you really angry? Calm down dude.
Perhaps we could get back to the original question about how people actually reacted in that situation? Not sure if it's worth starting a new topic, for those interested, about engne restarts and which checklists people should be using?
Just an idea like
Perhaps we could get back to the original question about how people actually reacted in that situation? Not sure if it's worth starting a new topic, for those interested, about engne restarts and which checklists people should be using?
Just an idea like
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Did something really bad happen to you recently that made you really angry?
Perhaps we could get back to the original question about how people actually reacted in that situation?
Not sure if it's worth starting a new topic, for those interested, about engne restarts and which checklists people should be using?
That is where the engine is still running but is not producing enough power to keep you in the air ?
Only in training are engine failures binary, the engine either is perfectly functional or has totally failed. Unfortunately the real world is a bit more messy with engine problems ranging from normal power but unusual roughness to a partial losses of power but with enough to maintain level flight to partial loss of power and the inability to maintain level flight to a total loss of power.
That is why I teach a "cause check", because it, combined with good systems knowledge will maximize the possibility that the pilot can restore a usable amount of power regardless of what the engine is doing, not just be limited to restarting a totally failed engine.
Anyway to the original poster, sorry for the thread hijack I will shut up now.
