Jeff,

 

You have elegantly described the risk reward decision process. Is your training/ flight testing scenario perfectly safe? No --it does have some risk, as you and others point out. But no training or flight testing  scenario is perfectly safe. All you can do is reduce the risk to an acceptable and reasonable level. (I think I said that earlier this week ;) )  It sounds like you have done the analysis and come up with a solution and BEST PART OF ALL--provided the crowd with some data.

 

Would I do it?  if I had a long runway over a sparsley populated area.

 

I went soaring last weekend in a Schweitzer 233 -- about the same glide ratio. No engine to feather.

 

Are you prepared for the moment when the engine power goes to zero? Probably more than most.

 

Well done!

 

Jeff

 

Just to clarify for those thinking about the engine OFF procedure and
the outcome, my lancair friends in cyberspace, and for those worried
about my decion to practice this.  As we've all discussed, we
practice what we might encounter to prepare ourselves for the
unexpected.  One can't fully practice an engine out in a simulator or
the airplane; I know no simulator that shows the prop stopped in the
video image, in front of the pilot, which is initially startleing.

I haven't done this much, but I've done it to specifically learn a
number of important and preplanned items (and some not expected).
And I've shared them here because no one else has: best glide ratio,
feather vs nonfeathered, etc.

Hot starts are not a problem once you find out your particular method
and what to do to make it work.  Ask the pilots who give demo rides
at OSH and SnF...they hot start all day, so they know what works.

In the air, you have to watch for fuel flow and pressure, because you
won't hear the pump change tone when it grabs gas and starts pushing.
You have to watch a lot of things that at other times you use your
ears to monitor.  Duh...but a surprise.

When you crank, the Buss voltage drops quickly.  With my Cheltons on
that Buss, when the batter drops below a certain level (~10.5v I
think), the screens drop out, and the shortly they reboot.  If you
rely on them to give you engine or map or PFD info, you will be
started when they suddenly go blank...watch the EAU and fly the
airplane via other Buss and isolated Chelton.  That was a real
surprise.

Attempting a restart is not like on the the ground...give it some gas
and a couple blade turns.  30 seconds is a LONG time...get used to
it, and be patient.  At 18:1 glide, I have thirty miles and plenty of
time.  Try to relax, expand your vision to include a lot more.  Stay
focused and calm.

If the airplane runs out of gas, but maintains oil pressure, and I
have no gas elesewhere, I better have put that prop into full feather
before the engine goes cold (despite my stupidity in allowing this
situation to happen).  Because if I don't feather the prop ASAP, a
fuel exhaustion does not cause full feather counterweighted pitch
change.  Surprise...but obvious in retrospect.  A good lesson.

There are other lessons for another time.

Risk awareness and assessment is important.  Minimizing risk is our
goal.  Practicing catastrophic engine failure in the calm of a well
studied scenario is better than being thrust into this situation
unexpectedly.  Just my opinion...we all have our different tolerances
of risk, and I concede that others have opinions different from mine.
But I know that we all care greatly about our friends on this
listserv.  Whether you agree with me or worry about me, I know you
encourage me to always be thorough and careful.

My HPAT instructors are out there listening to me.  If they disagreed
with my postings, they have my permission to open up a can of whoop
ass in front of the group and flame me.

Jeff L
LIVP



>For Jeff L:
>
>Your forced landing practice with the engine shut down,  even tho
>you are over a runway,  really worries me, especially since the
>L-IV/P has a long history of hot start problems.
>
>I'm not questioning the legality of the procedure (I would check
>with your local FSDO just to be on the safe side).  My concern is
>with the added risk factor.  What do you gain to justify the added
>risk?   When your engine will not restart, do you intend to declare
>an emergency?  Do you expect all other pilots to give you priority?
>I guarantee that if you practice this procedure enough, you will
>face this problem.
>
>I fly the  SFO pattern at 1000 RPM and 120 kts but with the speed
>brakes extended.  I don't pull the prop because with an actual
>engine failure, I don't expect to have oil pressure.  My planned
>touchdown is at 1/3 the length of the runway so if the engine quits
>when I advance the throttle, the landing is routine.  This works for
>me.  Just a suggestion....
>
>Anyway, please don't take my concern as criticism as its not
>intended as such.  In my experience, flying in the vicinity of any
>airport is one of the most dangerous situations you can be in.  Why
>increase the risk?
>
>With all the latest insurance concerns, adding unnecessary risk to
>routine flying just isn't prudent.
>
>Regards, Bill Hogarty


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