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.