presents. by diego m. alfonso 10 top reasons why airplane powerplants fail
TRANSCRIPT
PRESENTSPRESENTS
BYBYDIEGO M. ALFONSODIEGO M. ALFONSO
1010TOP REASONS TOP REASONS
WHY WHY AIRPLANE AIRPLANE
POWERPLANTPOWERPLANTSS
FAILFAIL
CRANKSHAFT AND PISTON FAILURE CRANKSHAFT AND PISTON FAILURE 2%2%OIL LEAKSOIL LEAKS > 2% > 2%
INDUCTION SYSTEM BLOCKAGE INDUCTION SYSTEM BLOCKAGE > > 3%3%IGNITION PROBLEMS IGNITION PROBLEMS 5% 5%
MISCELLANEOUS MAINTENANCEMISCELLANEOUS MAINTENANCE 6%6%CYLINDERS,VALVES ETC.CYLINDERS,VALVES ETC. 7%7%FUEL SYSTEM PROBLEMFUEL SYSTEM PROBLEM 8% 8%
CARBURETOR ICECARBURETOR ICE 8% 8%
FUEL CONTAMINATIONFUEL CONTAMINATION 11%11%FUEL STARVATION/EXHAUSTION FUEL STARVATION/EXHAUSTION 20%20%
I’M TRYINGI’M TRYINGTO BRAKETO BRAKE
THETHEPCEFSPCEFS
PASSING CHECKRIDE, ENGINEPASSING CHECKRIDE, ENGINEFAILURE SYNDROMEFAILURE SYNDROME
IT ALL IT ALL BEGINSBEGINSWITH WITH
PROPERPROPERTRAININGTRAINING
PREPARATIOPREPARATIONN
POWERPLANPOWERPLANTS FAIL ONLY TS FAIL ONLY
ON TWO ON TWO OCCASIONSOCCASIONS
ANTICIPATIOANTICIPATIONN
TWO GROUPS TWO GROUPS OF PILOTOF PILOT
PROFICIENCYPROFICIENCY
PERSONAL PERSONAL PROFICIENCYPROFICIENCY
PLANPLAN
PREPARATION+
ANTICIPATION+
PROFICIENCY+
LITTLE BIT OF LUCK=
POWERPLANT FAILURE SURVIVAL
WE ARE WE ARE EXTENDING THE EXTENDING THE
TRAFFIC PATTERNTRAFFIC PATTERNAT THE MOST AT THE MOST
DANGEROUS END.DANGEROUS END.SLOW DOWN.SLOW DOWN.
NO LOOSE NO LOOSE ARTICLESARTICLESNOTHING NOTHING
UNDER SEATSUNDER SEATS
THE THE TAKEOFFTAKEOFF
STATICSTATICPOWERPOWERCHECKCHECK
•EVERYTHING IN THE EVERYTHING IN THE GREEN. GREEN.
•VISUAL CHECK:VISUAL CHECK:
RPM, MP, EGT, ETC.RPM, MP, EGT, ETC.
•WHAT SHOULD THE MP WHAT SHOULD THE MP GAUGE READ?GAUGE READ?
BEST RATE OF BEST RATE OF CLIMB SPEEDCLIMB SPEED
VSVSNORMAL CLIMB NORMAL CLIMB
OUT SPEEDOUT SPEED
TAKEOFF SPEEDTAKEOFF SPEED82 MPH.82 MPH.
THE BEST RATE THE BEST RATE OF CLIMB WILLOF CLIMB WILL
BE OBTAINED BE OBTAINED AT 105 MPH.AT 105 MPH.
AT LIGHTER THAN GROSSAT LIGHTER THAN GROSSWEIGHT THESE SPEEDSWEIGHT THESE SPEEDS
ARE REDUCED SOMEWHAT.ARE REDUCED SOMEWHAT.
TAKEOFF:TAKEOFF:NORMAL CLIMB OUT…..70-80 KIAS.NORMAL CLIMB OUT…..70-80 KIAS.
BEST RATE OF CLIMB,BEST RATE OF CLIMB,SEA LEVEL…….84 KIAS.SEA LEVEL…….84 KIAS.
QUICK ALTITUDE GAIN IS QUICK ALTITUDE GAIN IS MORE IMPORTANT THAN MORE IMPORTANT THAN FASTER FORWARD SPEED FASTER FORWARD SPEED
DURING SHORT FIELD DURING SHORT FIELD AND NORMAL CLIMB AND NORMAL CLIMB
OUT.OUT.
MAINTAIN THE MAINTAIN THE SLOWEST OF SLOWEST OF
RECOMMENDED RECOMMENDED CLIMB SPEED TO A CLIMB SPEED TO A
SAFE ALTITUDE.SAFE ALTITUDE.
THE THE EMERGENCYEMERGENCY
TAKEOFFTAKEOFFBRIEFINGBRIEFING
•WIND DIRECTION.WIND DIRECTION.
•AIRPORT LAYOUT.AIRPORT LAYOUT.
•EMERGENCY FIELDS NEAR EMERGENCY FIELDS NEAR HOME AIRPORT.HOME AIRPORT.
WHICH WAY TO TURN?WHICH WAY TO TURN?
•AT DESTINATION LOOK AT DESTINATION LOOK WHEN LANDING.WHEN LANDING.
THE POINTTHE POINTOFOF
RETURNRETURN
HOW MUCHHOW MUCHALTITUDE IS LOST ALTITUDE IS LOST IN A POWER OFFIN A POWER OFF
9090° ° 180180° 270°° 270°AND A 36AND A 3600° TURN° TURN
30°-45° BANK.30°-45° BANK.
SELECTING THESELECTING THEGENERALGENERALPRACTICEPRACTICE
AREAAREA
SELECTING THESELECTING THESPECIFICSPECIFIC
MANEUVERINGMANEUVERINGAREAAREA
THERE MUST BE THERE MUST BE A SUITABLE A SUITABLE
LANDING SITE LANDING SITE WITHIN REACH.WITHIN REACH.
PICKING THE PICKING THE BEST BEST
AVAILABLE AVAILABLE FIELDFIELD
THE FIELDTHE FIELDSHOULDSHOULD
BE PICKED BE PICKED BEFORE THE BEFORE THE
POWERPLANT POWERPLANT FAILSFAILS
PICKPICKA A
TOUCH DOWNTOUCH DOWNPOINTPOINT
KEEP THE TOUCH KEEP THE TOUCH DOWN POINT IN DOWN POINT IN
SIGHT.SIGHT.IF A TURN IS IF A TURN IS
NEEDED TURN NEEDED TURN LEFT LEFT
DO YOU KNOWDO YOU KNOWHOW LONG DOESHOW LONG DOES
IT TAKES TO IT TAKES TO LANDLAND
YOUR AIRCRAFTYOUR AIRCRAFTPOWERPOWER OFF OVER OFF OVER A 50’ OBSTACLEA 50’ OBSTACLE
DO YOU KNOW DO YOU KNOW WHAT THAT WHAT THAT
DISTANCE LOOKS DISTANCE LOOKS LIKE FROM THE LIKE FROM THE
AIR AT AIR AT DIFFERENT DIFFERENT ALTITUDES?ALTITUDES?
DO YOU DO YOU KNOWKNOW
THE WING THE WING SPAN OF SPAN OF
YOUR YOUR AIRCRAFTAIRCRAFT
DO YOU DO YOU KNOW HOW KNOW HOW
WIDE WIDE SECONDARY SECONDARY ROADS ARE?ROADS ARE?
DO YOU DO YOU KNOW HOW KNOW HOW
TO SPOT TO SPOT WIRES WIRES
CROSSING A CROSSING A HIGHWAY?HIGHWAY?
IS THE FIELD IS THE FIELD UPHILL OR UPHILL OR DOWNHILL?DOWNHILL?
KNOWING KNOWING THE WIND THE WIND
DIRECTION DIRECTION
SMOKESMOKEDUSTDUSTFLAGSFLAGSLAKESLAKESLEAVESLEAVESCOWSCOWS
CONSTANTCONSTANTAIRSPEEDAIRSPEED
GLIDESGLIDESA LOST ARTA LOST ART
FINDING BEST FINDING BEST GLIDE SPEED GLIDE SPEED
FOR THE FOR THE PARTICULARPARTICULAR
FLIGHTFLIGHT
In airplanes for which the manufacturer does not provide the optimum glide speed, and with which the pilot is not familiar, it can be determined by experimentation. This can be accomplished by establishing a power off glide and noting the airspeed and vertical speed, and then gradually reducing the airspeed until the vertical speed reaches its minimum and starts to increase. The airspeed at that moment is the best glide speed in still air.
WHAT IS THE WHAT IS THE MINIMUM POWER MINIMUM POWER
SETTING AND SETTING AND AIRSPEED NEEDEDAIRSPEED NEEDED
TO MAINTAIN TO MAINTAIN ALTITUDE INALTITUDE INYOUR A/C.YOUR A/C.
POWER OFF POWER OFF ACCURACY ACCURACY
APPROACHESAPPROACHESPROFICIENCY IS PROFICIENCY IS
ESSENTIALESSENTIAL
DETERMINING DETERMINING THE KEY THE KEY
POSITIONSPOSITIONS
LOWLOWALTITUDE ALTITUDE
EMERGENCIESEMERGENCIESHIGHHIGH
ALTITUDEALTITUDEEMERGENCIESEMERGENCIES
POWERPLANTPOWERPLANTFAILUREFAILURE
PROCEDURESPROCEDURES
EMERGENCY EMERGENCY LANDINGLANDING
PROCEDURESPROCEDURES
COCKPIT COCKPIT EMERGENCY EMERGENCY PROCEDURESPROCEDURES
INITIAL ACTIONINITIAL ACTIONPROCEDURESPROCEDURES
INITIAL INITIAL ACTIONACTION
PROCEDUREPROCEDURESS
FIRST &FIRST &FOREMOSTFOREMOST
FLY THEFLY THEAIRCRAFT.AIRCRAFT.
ATTAIN AND/OR PITCH ATTAIN AND/OR PITCH FOR Vg ATTITUDE.FOR Vg ATTITUDE.
TURN TOWARDS THE TURN TOWARDS THE FIELD.FIELD.
THINK ABOUT WHAT THINK ABOUT WHAT TYPE OF APPROACH TYPE OF APPROACH AND LANDING.AND LANDING.
IF ALTITUDE IF ALTITUDE ALLOWS DO THE ALLOWS DO THE
REST.REST.
YOUR JOB IS TO YOUR JOB IS TO LAND THE A/C ON LAND THE A/C ON THE EMERGENCY THE EMERGENCY
FIELD.FIELD.
COCKPIT COCKPIT EMERGENCY EMERGENCY PROCEDURESPROCEDURES
TRYTRYTOTO
RESTORERESTOREPOWER.POWER.
FIRSTFIRSTCARBURETOR CARBURETOR
HEAT ON.HEAT ON.WHY?WHY?
FUEL FUEL SELECTORSELECTORSWITCH TO SWITCH TO
FULLEST FULLEST TANKTANK
FUEL VALVEFUEL VALVECHECK ONCHECK ON
FUEL PUMPFUEL PUMPONONIFIF
EQUIPPEDEQUIPPED
FUEL FUEL MIXTURE MIXTURE ADJUSTADJUST
ORORRICH.RICH.
MAGNETOS MAGNETOS CHECKCHECKBOTHBOTH
IN A SINGLE ENGINE IN A SINGLE ENGINE AIRPLANE, CONSTANT AIRPLANE, CONSTANT SPEED PROP, PULLING SPEED PROP, PULLING
THE PROPELLER THE PROPELLER CONTROL OUT WILL CONTROL OUT WILL
NOT HAVE AN EFFECT NOT HAVE AN EFFECT ON THE BLADE ANGLE ON THE BLADE ANGLE
OF THE PROPELLEROF THE PROPELLER
ENGINE ENGINE FAILURE FAILURE
CHECKLIST.CHECKLIST.ALL ALL
INFORMATION INFORMATION ON SAME ON SAME
PAGE.PAGE.
WHATWHATKIND OF KIND OF
POWERPLANPOWERPLANTT
FAILURE?FAILURE?
TOTAL TOTAL POWERPLANTPOWERPLANT
FAILURE.FAILURE.PROPPROP
WINDMILLINGWINDMILLING
FUEL EXHAUSTION.FUEL EXHAUSTION.FUEL STARVATION.FUEL STARVATION.CARBURETOR ICE.CARBURETOR ICE.MAG FAILURE. (H).MAG FAILURE. (H).AIR BLOCKAGE.AIR BLOCKAGE.
PARTIALPARTIALPOWERPLANPOWERPLAN
TTFAILUREFAILURE
FUELFUELFLOWFLOW
BLOCKAGBLOCKAGEE
AIR AIR INDUCTION INDUCTION BLOCKAGEBLOCKAGE
BIRD STRIKEBIRD STRIKEAIR FILTERAIR FILTER
ENGINEENGINECONTROLSCONTROLS
A
B
A
B
A
B
IMPENDINGIMPENDINGPOWERPLANPOWERPLAN
TTFAILUREFAILURE
PRECAUTIONARPRECAUTIONARYY
LANDINGLANDINGAS SOON AS AS SOON AS
PRACTICABLEPRACTICABLE
HOW OFTEN HOW OFTEN DO YOU CHECK DO YOU CHECK
THE ENGINE THE ENGINE INSTRUMENTS?INSTRUMENTS?
OILOILPRESSUREPRESSURE
GAUGEGAUGEREADINGREADING
LOW/ZEROLOW/ZERO
TROUBLESHOOTINTROUBLESHOOTINGG
•C.H.T.C.H.T.•E.G.T.E.G.T.•OIL TEMP.OIL TEMP.
BAD GAUGEBAD GAUGE
OIL PUMP OIL PUMP FAILUREFAILURE
OIL LEAKOIL LEAK
OIL TEMP OIL TEMP MAY BE MAY BE NORMALNORMAL
CATASTROPHICATASTROPHIC FAILUREC FAILURE
““PROP PROP STOPPEDSTOPPED
””
CRANKSHAFTCRANKSHAFTRODROD
PISTONPISTONVALVEVALVEETC.ETC.
HIGH ALTITUDE HIGH ALTITUDE DESCENTSDESCENTS
CYLINDERSCYLINDERSSHOCK COOLED SHOCK COOLED AROUND HOT AROUND HOT
PISTONPISTON
CATASTROPHICCATASTROPHICTHRUSTTHRUSTFAILUREFAILURE
•PROPELLER BLADE PROPELLER BLADE SEPARATES FROM THE SEPARATES FROM THE ENGINE.ENGINE.
•CRANK SHAFT BREAKS,CRANK SHAFT BREAKS,PROPELLER PROPELLER WINDMILLINGWINDMILLING
•TRANSFER CASETRANSFER CASEMALFUNCTIONMALFUNCTION
•COMPLETE PROPELLERCOMPLETE PROPELLERDEPARTURE FROM THE ENGINEDEPARTURE FROM THE ENGINE
PREPAREPREPAREFOR AN FOR AN
EMERGENCY EMERGENCY LANDINGLANDING
DOORSDOORSWINDOWSWINDOWS
ANDANDEMERGENCY EMERGENCY
EXITSEXITSOPENOPEN
COMPLETE THE COMPLETE THE EMERGENCY EMERGENCY
LANDING LANDING CHECKLIST.CHECKLIST.
•FUEL SELECTOR/VALVE FUEL SELECTOR/VALVE OFFOFF•MIXTURE IDLE CUT-OFFMIXTURE IDLE CUT-OFF
•FUEL PUMP OFFFUEL PUMP OFF•EXTEND FLAPS AS REQ.EXTEND FLAPS AS REQ.
•MASTER SWITCH OFF, MASTER SWITCH OFF, WHEN NOT NEEDED. WHEN NOT NEEDED. DAY/NIGHTDAY/NIGHT
•EXTEND LANDING GEAR.EXTEND LANDING GEAR.
BRIEFBRIEFPASSENGERSPASSENGERS
COMPLETE COMPLETE THE THE
EMERGENCY EMERGENCY LANDING LANDING
CHECKLIST.CHECKLIST.
NONOSTRAIGHT IN STRAIGHT IN
UNLESSUNLESSABSOLUTELYABSOLUTELYNECESSARYNECESSARY
WAYS OF WAYS OF CORRECTING CORRECTING
FOR FOR MISJUDGMENT MISJUDGMENT OF ALTITUDE OF ALTITUDE AND GLIDE AND GLIDE
ANGLE.ANGLE.
•SLIPPING THE AIRPLANESLIPPING THE AIRPLANE
•S TURNS ON FINAL S TURNS ON FINAL APPROACHAPPROACH
•VARYING THE POSITION VARYING THE POSITION OF THE BASE LEGOF THE BASE LEG
•USING FLAPSUSING FLAPS
DON’T TRY TO DON’T TRY TO STRETCH THE STRETCH THE
GLIDE.GLIDE.
UNDERSHOOTING•IT’S OK TO CHANGE FIELD.•FLY DIRECT TO THE FIELD.•ELIMINATE DRAG.
NEVER TURNAWAY FROMTHE FIELD
TURN TO THE LEFT TO KEEP
THE FIELDIN SIGHT.
COMMUNICATCOMMUNICATEEIFIF
POSSIBLEPOSSIBLE
FINAL FINAL ACTIONSACTIONS
TOUCHDOWTOUCHDOWNN
POST POST LANDINGLANDINGACTIONSACTIONS
TAKE THE TAKE THE ELTELT
WITH YOU IF WITH YOU IF LEAVING THELEAVING THE
AIRCRAFTAIRCRAFT
ICING FROM 70 TO 20 DEGREES FICING FROM 70 TO 20 DEGREES FWE DON’T FLY AT THE SURFACE.WE DON’T FLY AT THE SURFACE.
Smithly gumpSmithly gumpForest is his smartest brotherForest is his smartest brother
The problem lies between the pilots earsThe problem lies between the pilots ears