Dave,
I did do the aviate as I was trained to do, but I
definitely need to be better rehearsed on emergency
procedures.  On my first flight, I was prepared for
anything that I could foresee going wrong.  Now with
not previous serious problems, I've gotten a little
complacent, and need to readdress some processes I
think.

Steve


--- David Leonard <wdleonard@gmail.com> wrote:

> Steve,
>
> Glad you and the plane are in one piece.  You and Ed
> illustrate the first
> rule of troubleshooting, that Tracy has tried to
> instill in us - don't
> think, but follow a fixed engine-out routine that
> you practice in your head
> often.  Ed just pushed that relay without thinking -
> as force of habit,
> didn't hurt anything.  Earlier he tried to out-think
> his routine and failed
> to switch tanks when that would have solved his
> problem.  My primary flight
> instructor drilled it into me too: aviate,
> navigate(brief),
> communicate(brief), fuel selector, circuit breakers,
> master switch,
> mags, mixture rich, carb heat on.  In the C150 it
> flows in a fixed "T" from
> memory.  Then you can allow yourself to think if
> time permits.
>
> Of course, I would probably try to outsmart myself
> if I ever had an engine
> out - so thanks to you and Ed and Tracy for
> reminding me to practice that
> routine!  :-)
>
> Great job with the most important part - aviate!!!
>
> Dave Leonard
> Turbo Rotary RV-6 N4VY
> http://members.aol.com/_ht_a/rotaryroster/index.html
> http://members.aol.com/_ht_a/vp4skydoc/index.html
>
> On 12/3/05, Ed Anderson <eanderson@carolina.rr.com>
> wrote:
> >
> > Hi Steve
> >
> > Very glad to hear you and aircraft got back on the
> ground safely.  Yes,
> > events like those really do use up seat cushions -
> don't they.  Glad you
> > found the problem - amazing how little things like
> adding tie wraps can
> > cause such an exciting "adventure".
> >
> > I too have a "Live Man" switch, actually a circuit
> breaker (normally open)
> > that when I push it in by-passes power around all
> switches to the critical
> > systems (fuel and spark).  I aborted a take-off
> from a 2200 ft runway
> > (after getting airborne) when the engine began to
> surge.  Only thing I did
> > have time to do (which in hind sight was a waste
> of effort) was too push
> > in
> > the circuit breaker.  Of course, the odds of a
> surging engine being caused
> > by a electrical problem is low - turned out it was
> the fuel map set too
> > low
> > for the higher engine rpms (this was when I was
> using an HALTECH EFI which
> > you had to tune with laptop).
> >
> > But, a good idea in my opinion since often use
> switches could possibly
> > fail.
> >
> > In any case, sounds like all the thought processes
> regarding what to do
> > were
> > well done  Land long and land hot if you have too
> - far better to go off
> > the
> > far end doing 20 mph than end up short on distance
> or airspeed - my
> > opinion,
> > of course.
> >
> > Ed A
> >
> >
> >
>
>
> --
>