Maybe your British and American counterparts differ from you as it appears that most of them have a sense of humour.

Every one of them that I have met love making fires and blowing things up. The bigger the better. Second best job in the world.

I'd certainly squawk 7700 (not just 7600 as the serious fuel leak constitutes a higher emergency) but I'd also consider a precautionary landing away from the airport, depending on what terrain I saw below and ahead of me. Isn't this exactly the kind of scenario that suits a precautionary landing?

If I'd committed myself to the runway and my engine quit just as a point of no return was reached; i.e. just able to reach the into wind threshold in a flapless glide, what if an airliner (depending on your definition of busy) was on short finals to that runway? I'd rather make a landing in a field I'd planned to land in than have to turn away with no other option and be forced into making a landing in what might be an unsuitable area.

Is it likely that damage on the leading edge from a single bird would have damaged the flaps too, or weakened the entire wing? After all, we aren't talking fast jet speeds or vultures here, so I doubt it. In a Cessna 152 the wing is clearly visible so I'd assess the damage. If all looked OK I'd carry out a low speed handling check and then cautiously lower the flaps in stages and see what happens. If I could find a field, I'd probably prefer to land in it.

Guppy - I wouldn't normally reply to one of your slating and arrogant comments on here but I've seen so many.

The OP started out with . The guy is training, give him a break - it was a hypothetical scenario. Slating the guy and coming down on him like a tonne of bricks doesn't help and just discourages others from posting on here for fear of being shot down in the same manner.

I have no doubt that you are extremely experienced and have seen many scenarios where you think "you stupid fool, why are you asking such a question" but seriously, learn some people skills and try to go easy on folks would you?

I know you have a comms failure (squawk 7600), but that isn't really your big problem.

You have airframe damage, and (at least as I understood the initial post) fuel gushing out, not leaking, so I think a 7700 squawk would be more appropriate, and would explain to ATC (if they were receiving) that you weren't in a position to wait around.


7-5 caught alive (hijack)
7-6 in a fix (no radio)
7-7 going to heaven (emergency)

dp

Ah beaten to it by ST ;)

7-8 No such code, mate!

;)

From my CFI when I was a student
 

Aviate,navigate,communicate.

Have I got those in the right order;)

I did
 

:)
Aviate, Navigate, Communicate.
To a pilot in trouble, these three words can mean life or death. If you ignore the aviation, you won't have enough time to navigate or communicate before coming to a sudden stop. If you aviate, but fail to navigate, you end up landing at the wrong airport, and you get in some trouble, but at least you're alive and have an airplane, and communicating this won't do much to help you, especially if you're in the wrong country. If you succeed at both of these, and fail to communicate, then all you have is an angry voice in your ear.

A hypothetical scenario; fine. The melodrama, ridiculous. Look at the context. Some of his recent posts have been well beyond borderline idiotic. The recent comments of his introducing the use of a handgun to commit suicide in flight as an emergency procedure took the cake.

Whilst of course I note that the original post comes from someone training in the US of A, my 1st question as a uk based pilot would be where in the UK was the class B airspace...

I agree. He's learning to fly. Read the book and look at what to do in simple emergencies (single system failure like com1 failure) first. Questions about it as to why certain actions are done? Go ahead. That's what we're here for.

Once you're through the simple emergencies, look at complex but related emergencies next (fuel leak that may lead to imminent engine failure and possibly fire for instance, or icing which leads to a covered air filter, plus a higher stall speed, plus restricted forward visibility plus a few other things).

And only then look at complex scenarios where you have two or more emergencies that are completely unrelated and very, very unlikely. A bird strike causing a total com failure, plus a fuel leak, plus structural wing damage, plus flap damage? In controlled airspace? Honestly, that's not the kind of complex emergency you need to be trained for. You need to be trained for the single elements of that emergency. And if something complex happens, as other said: aviate, navigate, communicate.

So take care of the "aviate" emergencies first: Keep the plane flying. In case of a bird strike doing damage to aerodynamic surfaces, assume that your stall speed has now increased, lift has decreased and that you may need to use the rudder to counter any asymmetry in the lift/drag of your flying surfaces. If possible, isolate the leak so that no fuel is pumped towards the leak. (Not much options there in a 152 except the mentioned sideslip to keep the fuel in the good wing, but you might have more options in aircraft with more complex fuel systems.)

Then "navigate": Point the nose to a suitable landing area. On-airport or off-airport depends entirely on circumstances. But flying over built-up areas to reach an airport is generally considered a big no-no in an emergency, unless you really have no other options.

Then "communicate": If you still have time, squawk 7700 and let ATC somehow know your intentions.

Oh, and there's no need to invent a hyperbolic scenario here to ask a question. A question such as "I have a total comms failure while in controlled airspace, and I don't have the option of leaving controlled airspace and going to an uncontrolled field, what should I do?" would work pretty well too.

First occasion:

(a) approach to main runway, bit of a crosswind but severe turbulence over the threshold, went around

(b) approach to grass cross runway, couldn't actually make out where it was in time, went around

(c) third approach was to main runway, ATC advised landing long to avoid turbulence caused by a particular obstruction when the wind was in exactly that direction, worked fine.

Second occasion:

Engine dropped to a fraction of its power for half a second or so on downwind. Told ATC I would be flying a much closer in circuit than normal. Did so and landed.

On both occasions I observed the fire engine returning to base after I'd landed.

Leading a parade......
 

Gertrudes story reminds me of an event I had during training, with all due apologies for thread drift.

We were climbing out of the circuit, gettig ready to go off and do some general handling. The engine gave a rumble - the only thing I can liken it to is driving over cobbles. The instructor took over and switched tanks, turned on the fuel pump etc, and decided we were going back in, pronto, as the engine might quit at any point.

He made a call to ATC with basic details of the problem. He then handed back control to the stude (me!) demonstrtating (a) great faith in a low hour student and (b) all flying instructors are mad... Anyway, we flew a wide high circuit, and lined up to land, not dropping off height until we were sure we could glide in.

Coming down the approach I could see several fire trucks, ambulances and other assorted bums and stiffs waiting off to one side. We duly touch down and lead a parade down the main runway until we turned off to the light aircraft park.

Talking with ATC afterwards, when any aircraft declares an emergency the SOP is to call in everyone, just in case. Five firetrucks, and ambulances for two in a Tomahawk might have been a bit of overkill though.

Looking back on it, I don't recall for one second thinking that we were going to land anywhere other than at the airport. It did wonders for the self confidence of a very low houred student. So, Geoff, if you're reading this, thanks mate!:D:D:D

Thanks to those of you who replied in a mature and helpful manner. I did just last night learn about squawk codes while doing a Cessna cloud based lesson. 7500, never planning on needing that one. 7600 for coms failure and 7700 rings the doorbell to the afterlife.

You could always parachute to safety...........;)

Another thread drift.

Departure from Sofia, Bulgary, with a C172, destination Romania. Climbing up to the VFR exit gate the engine started running rough every now and then. Went through the usual trouble shooting, every thing was in the green, but engine still unhappy.

Called ATC and requested "return for precautionary landing".

One giant fire engine and 5-6 little yellow cars chased me down the runway upon landing.

Problem was dirty fuel.

Had to pay 85 USD for the emergency intervention because it was a Sunday :uhoh:

Odd. Never heard of that before.

I can imagine that if your arrival/departure necessitated an upgrade to the ICAO rescue standard above what was normally on duty during the weekends, that they would charge you for that. Even if your arrival and departure went smoothly. After all, if they need to upgrade from Cat. 2 to Cat 3, and thus call up people from home, bring in additional fire trucks and such, just to make your departure and arrival legal, it wouldn't be entirely unfair to charge you for that.

But having to pay a fee because the available duty crew had to get out of the hangar and witness your precautionary landing? This would only serve for pilots to mask their problems.

Remind me not to crash on a Sunday :p

Guppy, hitting birds won't cause much damage? An acquaintance of mine hit a flock of birds climbing out at 2000' at around 100 knots. Several bounced off the airframe, but one came straight through the middle of the windshield taking off his glasses and headset, leaving him with a large gash on the side of his head. He dialled in 7700 and returned to the airport. If it had been slightly more over his side he would have not have survived. I have photos of the results.

Don't no why I was charged, since I landed some 10 minutes after my call that was worded as "precautionary" and not "emergency" landing.

Didn't mind paying that small amount after I witnessed a Russian Tupolev Captain pull out a wad of dollars that must have weighed a couple of kilos needed to pay for his landing and fuel :)