Lesson 8 - Engine failure after take off (EFATO)

7th August 2011 VH-TXH

“If we have an engine failure above 60kts with insufficient runway to land we will be making an Emergency landing – Engine Failure after Take-Off.” Well it’s time to learn what these words from the pre-flight brief really mean.  

VH-AYS and VH-JTZ (Operated by Picture this ballooning)

The 7th August was a beautiful cool, clear light wind winter day.  I arrived at the airport just in time to watch three hot-air balloons land on the field – not sight you see every day. Even though it is a lovely day only a few fellow pilots are up and about at 8:30 on a Sunday – all the better for me.

I got the keys to VH-TXH and after completing the preflight , and doing the run-up, we take-off for the training area.   We find a spot with heaps of nice paddocks as our “emergency landing fields” and descend to 1000ft AGL. 

The lesson involves flying over a reference point (normal a cross road or hedge row), applying full power and climbing at 79kts (basically normal take-off configuration.)   Once we reach the nominated “height above there field” (eg 500ft “above the field” = 1500ft AGL) the power is set at idle to simulate an engine failure.

Then we do our EFATO Drill ;

• Airspeed 73kts (Best glide speed for the Warrior III)
• Pick our landing field
• Do our CFMS checks – Carb Heat on, Fuel Pump On, Change tanks, Mixture Full rich, Mags on Both.
•  Passenger Brief and Radio call.
•  If we have time before “touchdown” we would do the BUSH checklist, Brakes checked and off, Undercarriage down/welded, Switches Off, Hatches and harness  (Open hatch latches to aid exit)

The first one involves a climb to 500ft and trying to return to the “takeoff point” – to demonstrate it can’t be done.  I also do this at 700ft –also can’t be done.  The remaining EFATOs simulates involved pick a field 30^o either side of the nose straight ahead.

While I made the field most times, I had a bad habit of picking a field at the limit of my glide, flying over good landing options to get there.  Also need to use trim better to help maintain the best glide attitude.  Remember Aviate, Navigate, communicate.

After the lesson we returned to Moorabbin via GMH/Parkmore entry point for 35R.  Jason requested 1 circuit on arrival as we would be starting Circuits next lesson.  While I felt comfortable flying the circuit (got to watch the height) it is clear the landings are going to need a lot of work.

Piper Warrior III VH-TXH,  Flight Time 1.1hr (Total 9.0 hrs)

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My technical notes

• 73kt IAS is the best glide speed for the Warrior III. Use the trim to help.
• Ideal Landing field selection-6 “S"s

·         Size - great than 400m

·         Sharp - long and wide enough

·         Slope - flat or slightly uphill

·         Surface - smoother is better, no major ruts, not to wet or swappy, no animals

·         Surrounding - No trees, wires, fences etc on approach or overshoot.

·         Services - near roads for emergency services access. 

• DON'T try and turn back until above 1000ft AGL. Look for a landing spot within 30^o of the nose.
• CFMS checklist.

·        Carb heat on

·         Fuel pump on, change tanks.

·         Mixture rich

·         Switches, mags on both.

• Aim for a landing spot about a third into the paddock.  (that way will still make there paddock if a bit short)
• Lose extra height only once you are positive you'll make the paddock. Use flaps and side slips.
• Do BUSH checks if there is time      

·         Brakes - check and off

·         Undercarriage - down/(welded)

·         Switches - all off

·         Hatches and harnesses - harness on, hatches unlatched (easier to open if plane bent in the crash.)

• Keep the sticky back when landing so nose wheel doesn't dig in.
• Aviate, Navigate, Communicate. Only make maybe call after you have glide speed and know where you plan on landing.

Lesson 7 – More stalls

31^st July 2011  VH-TXU

Back with my normal instructor this week and off to practice some more stalls and my radio calls.   I feel like I’m starting to get the preflight, start, taxi, and run-up, but there is always little few to improve next lesson.  Next week I want to focus on ; learning to to operate the transponder fully, making sure I have my “radio calls” cheat sheet with me for each flight, maintaining good taxi speeds.

Once cleared , we took-off and head straight for the turning area without issue.  (Need to watch my heading and height control, as well as making better use of the trim during the climb.)

Like last week we did our HASEL checks then a number of stalls. (couple of “clean” stalls with powered recovery, couple with no power recovery, and a few with flaps.) Again I’m surprised by how much back pressure I need to get into the full stall and how benign the plane behaviours when it does finally stall.  (review HASEL checklist,  don’t be timid pulling back, Power then retract my flaps)

All too soon, it’s time to head back to Moorabbin via Carrum.  By the time we get to Carrum We need to be at 1500ft.  To do that we start descending from 3500ft around Cranbourne (2000ft @ 500ft/min requires 4 mins, @ 100kts GS = approx  7nm). 

Before I get to Carrum I need to check the ATIS on 120.9 and swap to the West tower (123.0).  It’s worth doing this early, so I can get a chance to listen to any another aircraft making their inbound calls. (Thus building situational awareness of the other aircraft).  Finally we need to switch the transponder from 1200 to squawk 3000 and call the tower.  “Moorabbin tower, Warrior TXU, Received <ATIS>, Carrum One thousand five hundred, Inbound.”

As I’ll be starting circuits soon, Jason gives me an introduction to “landings”.  We a doing a straight in approach, so first we need to get down to pattern altitude 1000ft (before we reach 3nm) and do the pre-landing checks (Will cover these in my circuits post), set up the descent, power back, flaps, attitude, & speed. If we  get a bit low add power and if too high reduce it. Finally the flare and landing.    This is going to take some practice.  (I’ve got a million thinks going through my head and felt way behind the plane.  Need to relax )

Another great lesson with the promise of more fun to come.

Piper Warrior III VH-TXU,  Flight Time 1.2hr (Total 7.9 hrs)