Engine Out Causes

szicree · #1 10-07-2005, 12:04 PM

In reading the recent thread on gliding distances, I notice a lot of people report suffering engine outs. I thought it might be nice if we could start a list of the specific circumstances that led to the power loss so as to prevent future mishaps. How 'bout it guys?

Steve Zicree
RV4

johnp · #2 10-07-2005, 12:46 PM

i've had 3 partial -- in certified a/c (none in my rv, as it isn't finished yet)

first was in a c-150 -- doing engine out training. got carb ice, and when i pushed the throttle in, the engine wouldn't make enough power to keep us aloft. good thing the student did an adequate job picking a field, 'cuz that's where we landed.

second was a cracked cylinder in a piper t-arrow iii. still making partial power, but shaking like the dickens, though i didn't secure the engine. i left it at idle in case i misjudged the glide (to an airport). didn't, it worked fine. the cylinder was cracked just under the cooling fins about 270* around.

third was in a c-310. descending into little rock for a fuel stop (in imc). got a turn to 040 which i completed about the time i reached 4000 in the descent. pushed both throttles up and got a severe yawing to the right. i knew the engine was still running 'cuz the mp was ~10 inches instead of ambient, but it sure wasn't making any thrust. so i feathered it, shot the single-engine ils to a single engine landing. throttle cable had broken.

i'd rather be lucky than good.

john

rv8ch · #3 10-07-2005, 01:00 PM

Speaking of carb ice, here's a story about a guy that may have had that problem. http://www.rv8.ch/article.php?story=20051007163110721

At least, that was the NTSB's conclusion. He's not so sure. What I found surprising is that the NTSB determined that the Van's standard carburetor heat system didn't work very well at all.

When I fly carbureted aircraft, I always make sure that there is a real noticable RPM drop when I pull carb heat. If not, I get it checked out. I flew in a different guy's RV6 that had no drop in RPM, and he thought it was normal. I have my doubts after reading the above report.

rv6ejguy · #4 10-07-2005, 03:44 PM

Mine was an alternator failure and eventual dead battery with an EFI Subaru. I learned my lesson the hard way. Now have a backup battery and a REALLY loud aural warning buzzer when battery voltage drops below 12.5. I missed the warning light with the sun on it until the avionics started to pack up. Ugghh what's this? Duuuu.

I could tell you about a very lucky fellow in a 421 who lost both engines over the Rockies, deadsticked it into the only short, grass airfield within 50 miles through a solid cloud deck about 2000 AGL. He got it stopped, no other damage than the popped Contis and his shorts. Lucky AND good.

By the way, we discussed than Van's carb heat issue there a month or so ago. It does not really work so don't rely on it.

Bob Axsom · #5 10-07-2005, 04:38 PM

Hand tightened oil fitting after replacing oil cooler - lost all oil.

Ran tank dry while focusing on first flight with new engine over the Pacific Ocean near Catalina.

Tookoff and steep climb out with partially full tip tank selected.

Carburetor failure on first flight with a newly overhauled engine.

Ran tank dry in the designated test box because of a plumbing error (19 gallon tank and 8.5 gallon tanks connected to wrong selector ports).

I think that is close to being all of them although there have been a couple of other close calls.

Bob Axsom

gmcjetpilot · #6 10-07-2005, 06:24 PM

Fuel starvation

G

Bob Axsom · #7 10-07-2005, 06:49 PM

What can I say - don't do as I did. The man wanted to know actual causes and there are mine. Hopefully he will now avoid running out of gas.

Bob Axsom

Rick6a · #8 10-07-2005, 07:10 PM

Smelled smoke upon rotation in my C-150. When I reduced power after climbout to safe altitude, the engine shuddered and obviously wanted to quit. The choices were full throttle or a seized engine. Engine vibration increased dramatically as I lined up to land at full throttle. Nearing the threshold of the 3200' downward sloping runway, I retarded the power and the engine promptly quit. Hard braking and 3100 feet later, we came to a halt. Incident happened less than 10 hours after the annual inspection ritual by a certified shop. Thanks to Van, (you can see the cowling off of Darla in the background) I'll do my own inspections from now on, thank you.

Rick Galati RV-6A "Darla"
1966F C-150

szicree · #9 10-07-2005, 07:14 PM

I definitely appreciate the responses here. We all know the stats, but sometimes the stats leave out some tricky little item that we wouldn't consider. For example, I remember reading about a guy who installed some sort of remote lever that would open his oil drain. The install went perfectly until his nose gear retracted in flight and tripped the lever. It's easy to imagine overlooking this type of thing while on the ground. Another one I recall is a guy with a pusher who replaced the lightweight plastic gas cap with a nice beefy aluminum one, only to have it pop out during climbout and take out his wood prop.

Keep em coming

Steve Zicree

rv8ch · #10 10-08-2005, 01:43 AM

Quote:

We all know the stats, but sometimes the stats leave out some tricky little item that we wouldn't consider.

Totally true. The NTSB database only covers accidents or incidents that get reported. Also, if you lose an engine, and land on a road or field with no injury or damage to the aircraft, people often don't get the feds involved. Still, it would be great to learn from those events.