Ever kill the engine in flight?
11-02-2006, 01:41 PM
#11
Che Guevara
Thread Starter
Joined APC: Aug 2005
Posts: 6,408
Shutting the fuel off? Wow. I can only imagine it takes some time for it to get back through the lines and to the engine. I was only asking because a teacher once showed us some videos they had done for class and he told us how he had turned the engine off on his students which he now considered wrong. However I've heard of other places that prefer getting you over a field and shutting it off for training purposes. I guess you are just a glider then really.
Another reason I ask is because I've had two failures on me. One partialy my fault and the other was not. The partially one was a broken fuel cap when I was a student. I didn't know what to really look for which now seems like common knowledge. The second time however was flat out failure in a poorly maintained piper tomahawk. I followed the checklist to the T on what to do and it failed. There was nothing that mentioned what to do if the prop had stopped spinning which it had for me. I was flying high angle of attack and slow doing radio relay for the oil field when it hit. Took all of one second to stop it.
Anywho I started to go through the procedure and when I hit the key it did nothing. I tried it several times and nothing. I then just did what I do in a twin and that's nose it over for around 115kts and got it spinning again to recover. It didn't hit me till on the ground that perhaps I had to take the key and move it to the off position before trying to start it from the "both" position. To "reset" it perhaps? I'm no mechanic. Just thinking out on that one. Plane ended up having an issue that once the wings got so cold at the higher altitudes that there was enough play in the rivets that it leaked the fuel out of the left tank. The indicators apparently were not working well.
Another reason I ask is because I've had two failures on me. One partialy my fault and the other was not. The partially one was a broken fuel cap when I was a student. I didn't know what to really look for which now seems like common knowledge. The second time however was flat out failure in a poorly maintained piper tomahawk. I followed the checklist to the T on what to do and it failed. There was nothing that mentioned what to do if the prop had stopped spinning which it had for me. I was flying high angle of attack and slow doing radio relay for the oil field when it hit. Took all of one second to stop it.
Anywho I started to go through the procedure and when I hit the key it did nothing. I tried it several times and nothing. I then just did what I do in a twin and that's nose it over for around 115kts and got it spinning again to recover. It didn't hit me till on the ground that perhaps I had to take the key and move it to the off position before trying to start it from the "both" position. To "reset" it perhaps? I'm no mechanic. Just thinking out on that one. Plane ended up having an issue that once the wings got so cold at the higher altitudes that there was enough play in the rivets that it leaked the fuel out of the left tank. The indicators apparently were not working well.
11-02-2006, 03:24 PM
#12
On Reserve
Joined APC: Oct 2006
Position: C-5 sit sideways
Posts: 16
Originally Posted by FlyJSH
Yeah, I "killed' an engine in flight when I was opening a beer which was located in the baggage compartment while on the ILS in IMC, but hey, its okay, I wasn't rated in the plane.
Now, were there any other violations I wanted to post here??
(and for the FAA if they happen to be reading: this post was sarcasm!)
Now, were there any other violations I wanted to post here??
(and for the FAA if they happen to be reading: this post was sarcasm!)
11-02-2006, 03:59 PM
#13
On Reserve
Joined APC: Apr 2006
Position: C150 Student Pilot, soloed 11/11/'06
Posts: 16
Just the other day i was with my instructor and the lesson was all about Emergency procedeures. At 4K feet he turned off the fuel control valve (its a C150) the engine quit but i hardly noticed cause it was still windmilling. just turned the valve to ON and it started right up again.
11-02-2006, 04:47 PM
#14
Day puke
Joined APC: Feb 2006
Position: Out.
Posts: 3,865
Originally Posted by Panel Monkey
You failed to mention that you hadn't done your 3 bounces in the preceding 90 days but that's O.K. your passengers didn't mind.
11-02-2006, 08:01 PM
#15
Banned
Joined APC: Feb 2006
Posts: 781
Originally Posted by ToiletDuck
Anywho I started to go through the procedure and when I hit the key it did nothing. I tried it several times and nothing. I then just did what I do in a twin and that's nose it over for around 115kts and got it spinning again to recover. It didn't hit me till on the ground that perhaps I had to take the key and move it to the off position before trying to start it from the "both" position. To "reset" it perhaps? I'm no mechanic. Just thinking out on that one. Plane ended up having an issue that once the wings got so cold at the higher altitudes that there was enough play in the rivets that it leaked the fuel out of the left tank. The indicators apparently were not working well.
11-02-2006, 08:56 PM
#16
Line Holder
Joined APC: Nov 2006
Position: she flies thats all it matters
Posts: 68
emergency drills are supposed only to simulate an emergency not to create one. kill the engine in flght doesnt add any beneficial to the simulation except that you really risk to have an emergency.
11-03-2006, 06:07 AM
#18
Gets Weekends Off
Joined APC: May 2006
Position: Bug Smasher Captain, CFI
Posts: 220
Originally Posted by ToiletDuck
Shutting the fuel off? Wow. I can only imagine it takes some time for it to get back through the lines and to the engine. I was only asking because a teacher once showed us some videos they had done for class and he told us how he had turned the engine off on his students which he now considered wrong. However I've heard of other places that prefer getting you over a field and shutting it off for training purposes. I guess you are just a glider then really.
Another reason I ask is because I've had two failures on me. One partialy my fault and the other was not. The partially one was a broken fuel cap when I was a student. I didn't know what to really look for which now seems like common knowledge. The second time however was flat out failure in a poorly maintained piper tomahawk. I followed the checklist to the T on what to do and it failed. There was nothing that mentioned what to do if the prop had stopped spinning which it had for me. I was flying high angle of attack and slow doing radio relay for the oil field when it hit. Took all of one second to stop it.
Anywho I started to go through the procedure and when I hit the key it did nothing. I tried it several times and nothing. I then just did what I do in a twin and that's nose it over for around 115kts and got it spinning again to recover. It didn't hit me till on the ground that perhaps I had to take the key and move it to the off position before trying to start it from the "both" position. To "reset" it perhaps? I'm no mechanic. Just thinking out on that one. Plane ended up having an issue that once the wings got so cold at the higher altitudes that there was enough play in the rivets that it leaked the fuel out of the left tank. The indicators apparently were not working well.
Another reason I ask is because I've had two failures on me. One partialy my fault and the other was not. The partially one was a broken fuel cap when I was a student. I didn't know what to really look for which now seems like common knowledge. The second time however was flat out failure in a poorly maintained piper tomahawk. I followed the checklist to the T on what to do and it failed. There was nothing that mentioned what to do if the prop had stopped spinning which it had for me. I was flying high angle of attack and slow doing radio relay for the oil field when it hit. Took all of one second to stop it.
Anywho I started to go through the procedure and when I hit the key it did nothing. I tried it several times and nothing. I then just did what I do in a twin and that's nose it over for around 115kts and got it spinning again to recover. It didn't hit me till on the ground that perhaps I had to take the key and move it to the off position before trying to start it from the "both" position. To "reset" it perhaps? I'm no mechanic. Just thinking out on that one. Plane ended up having an issue that once the wings got so cold at the higher altitudes that there was enough play in the rivets that it leaked the fuel out of the left tank. The indicators apparently were not working well.
11-04-2006, 03:56 AM
#20
Gets Weekends Off
Joined APC: Oct 2006
Position: ERJ 145
Posts: 363
Originally Posted by ToiletDuck
has anyone here actually ever killed an engine while in flight? I'm talking on a C172 ect. Not a twin.
HELL NO. And if you do, you're a moron. And if your instructor did, he's a moron.
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