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Engine Failure Over Toronto - Flight Emergency Checklist Cessna 310R "Houston We've Had a Problem" By Laurie Doering Join Laurie Doering on a sunset flight that turns into an emergency over downtown Toronto. Follow along on the sequence of events as the right engine in my Cessna 310R quits! It is all captured on camera from the point of departure at Billy Bishop Airport to a safe landing after the engine failure. We follow real world checklists to get the aircraft safely back to the airport. This video was made possible by the systems depth built into the flight model of the MilViz Cessna 310R. The 310R is the most systems intense general aviation aircraft released to date for Flight Simulator. With the systems depth modelled in this aircraft it is possible to follow the sequential real world operational checklists, offering unparalleled realism in the home computer. Download The Flight Level condensed version of the C310R checklists and numerous specification and performance tables here (Version 1.1): https://drive.google.com/file/d/1-xVjw6fhAQMjdzAMt5ZDUn2PirjuDsid/view?usp=sharing Default MSFS program (ultra settings) used with no altered files or added modifications. Links MilViz Cessna 310R for Flight Simulator Video Editing - Final Cut Pro PC Hardware - Jetline Systems Flight Simulator - Microsoft Flight Simulator ForeFlight - Integrated Flight Apps for Pilots Laurie Doering The Flight Level
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Hi, I cannot figure out how to fly with failed engines. For the task tank emptying, I try to add more gas but it doesn’t always work and my engines shut off, then I tried just one and still stalled and crashed. Maybe not doing something right. And if I get all engines fail, I’m dead! It just stalls and crashes. Any help because I can’t figure out how to complete a test or task. Thank you!!
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Simsbury Fly-In 2019 With An Unexpected Ending... By Nels Anderson Ever have one of those days? Or weekends? Where things just go wrong. Well I guess I just did, though after an event each day that I had been eagerly anticipating. Even webmasters have to get away from in front of the computer sometimes... One of my joys outside of flying is old cars. On Saturday was my one vintage Land Rover event of the year, "Metal Dash Weekend", where I meet up with a bunch of like-minded souls and even get my 1963 Series IIA 109 Station Wagon off road a bit. It was a fun day, lots of driving, good food and an easy trip home. Until sitting at a traffic light only a few minutes from my destination the truck stopped and refused to start again. AAA to the rescue and a ride home from a friend completed a long day, though hardly how I wanted it to end. Sunday was to be all aviation. My friend Bill wanted to attend the Simsbury Fly-In in Connecticut and I was going to ride along with him in his Grumman Tiger. This event is hardly world-famous like Oshkosh but is pretty amazing for what it is. This little country airport with only a 2200 foot runway attracts over 100 planes, 700 classic cars and some 10,000 people. This year they also had 25 food trucks to feed everyone. How they do this with all volunteers I don't know. I've been there before, in the Land Rover, but never flew in. It's busy enough that there is a "procedure" and Bill and I agreed that having two pilots (and two sets of eyes) in one plane would be a good idea. Well yes, it was pretty crazy getting in, with ATC vectoring us all over the place before turning us loose to finally approach and land. But we made it, got tied down and walked to the show. No Blue Angels or Thunderbirds here, but some interesting stuff on the ground. Ever heard of Kaman? A local Connecticut company that builds rather unique helicopters, with dual, counter-rotating rotors and no tail rotor. You'd swear the blades are going to hit. They had on display their "UAT" which I had to look up and turned out to mean "Unmanned Aerial Truck". Unmanned? Apparently so, or at least it's an option as there was a normal cockpit in it too. Remember Microsoft Flight? The default aircraft from that ill-fated sim was present and on display. Though it apparently has its faults, it's still a pretty cool looking plane and who wouldn't want to be able to land on water and ground? One of the more interesting flying displays was the AR1 gyrocopter. Kit built and powered by a Rotax engine, this thing is really maneuverable. Though not exactly practical for travel it does look like it would be fun to fly. There were other interesting planes on display, but it was hot and sunny and by early afternoon we were ready to head home. So back to the plane, squeeze onto the runway and off we went. Bradley Approach gave flight following, sending us north around some of their airspace before turning us on course. We were still hot so decided to climb higher to get some cooler air. Over the Connecticut River, past Springfield and into Massachusetts. Clunk. That did not sound good. Though nothing obviously changed, the windshield began to mist up, and soon get worse. We were obviously getting covered with oil. Bill declared an emergency and asked for a heading to the nearest airport. We were quickly heading towards Westover (KCEF) which could not have been a better choice given it was huge, having been built as a B-52 base and now housing C-5's. We had no forward visibility with the heavy oil covering the windshield, but the engine seemed to be running surprisingly normally. ATC turned us over to Westover tower who continued to provide directional guidance. Soon we could see the 1000 foot overrun by looking down through the side windows and knew the 11,598 by 301 foot runway was straight in front. Bill made a good landing and we were soon stopped, out of the plane and surrounded by fire trucks. So, what happened? The left front cylinder had broken off. It was visible just looking through the air holes in the cowling and more obvious once the cowling was opened up. As for why it happened, we'll probably never really know. Eventually the plane got towed to the GA end of the field, probably 2 or 3 miles of towing at an excruciatingly slow speed. We were able to get ahold of a friend and get a ride the rest of the way home so yes, we got right back into a light plane and went flying again. So, what can be learned? Probably not much. It's not the first time a light plane has made an emergency landing. In reviewing everything the only thing we would have changed would have been to fly more directly right at the airport. The tower put us on a base to final that was more appropriate for the C-5's they are used to directing. So two events, two vehicle failures, twice needing a ride home from friends. Think I'll stay home for a while! How as your weekend?
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How To...Handle Engine Failures By Guido Oud It's the situation you always feared and banned from your head before you entered the airplane; an engine failure. Although it's a rare phenomenon, it still occurs. Most engine failures occur at multi-engine aircraft. It is said that multi-engine flying is safer than flying on a single engine, but that's not absolutely true. Of course, in theory it should be, but in real life there are more incidents and, unfortunately, accidents, where multi-engine aircraft are involved. In this article we will primarily discuss engine failures on multi-engine aircraft, because there isn't as much you can do when your single-engine fails. We'll discuss some actions that cause engine failures and I'll give you advice how to avoid those actions and how to handle an engine failure. What causes an engine failure to occur? There are several reasons, but the most common reason is an empty fuel tank. Many airplanes, like a Cessna 172/182, have just two tanks and a fuel tank selector that can select either the left tank or the right tank, but not both. If you forget to switch to the other tank about every 15 minutes, then a growing imbalance will usually let you know that there's something wrong. If you don't act positively at that point, the engine(s) will simply starve of fuel. Everything still under control; EGT, CHT, oil pressure and temperature normal. When you do your walk around the airplane, you should always check the cowl flaps and the engine intakes. Cool air needs to be transported through the engine when it's running so that it keeps running and so that it stays cool. Anything that's in the way of the air should be removed (but leave the engine compartments where they are). Verify that you can open and close the cowl flaps. In the climb, your speed is low and your engine is running at max RPM; not a good combination. Therefore, keep the cowl flaps open so that the air can circulate through the engine and cool it down. Monitor CHT, EGT and oil temperatures at takeoff and during the climb. High CHT temperatures can cause detonation and pre-ignition, two situations that usually cause a complete engine failure by destroying the pistons. In the cruise, your speed is usually high enough to cool the engine and therefore the cowl flaps can be closed during cruise. When descending, you're also at high speed but thrust is usually at or near idle. Now it's necessary to keep the cowl flaps closed, because there's a risk of engine intake icing and carburettor icing, and that's of course another thing you don't want. When you suddenly see oil pressure decreasing and oil temperatures increasing, then you might have an oil leak. You'll have to shut down the appropriate engine to prevent overheating and engine fire. How can you know an engine failure has occurred? The very first sign of an engine failure is the yaw. The windmilling propeller significantly increases drag on that wing, so the airplane's nose yaws to the failed engine. You can feel this when flying in VMC, or look at the inclinometer; the ball will be on the side of the life engine, since you are slipping. When an engine has failed, the EGT will decrease fast and RPM will stay at around 1500. Oil pressure and temperature decrease slower. Engine failure! Watch the inclinometer, fuel flow, oil temperature, CHT and EGT. We've just verified that engine 1 has failed. How to handle an engine failure? Your first reaction must be to counteract the yaw with opposite rudder. If you cannot counteract the yaw with you feet, then the only solution is to decrease the power on the live engine. Remember that in real life there's a great pressure on the rudder panel, since the airplane has to be steered using only your feet and a few meters of steel cable. After you've neutralised the yaw, verify which engine has failed and feather it. Also close the throttle in case in suddenly comes back to life again. When you're far away from an airport, you may want to crossfeed the engines to reduce the imbalance. Don't use crossfeed when taking off or landing! Use trim to keep the airplane straight (elevator, rudder and even aileron trim when required). And finally, nurse the live engine; she has to take you back to the safe Mother Earth! We've got control back; coordination ball centered again, left engine feathered, left RPM at zero (confirmed feathered), left CHT, EGT, oil pressure and temperature zero. Slight rudder trim to counteract the remaining yaw. When an engine fails while you are taking off, you want to you use all the power available from the live engine. Climb performance reduces by nearly 80%, so, in case of our Baron, which can normally climb at 1000 - 2000 fpm, it's just 200 - 400 fpm! That's really not very much. And we can only achieve that when we fully use the live engine in the right way. An engine failure after takeoff (EFATO) is therefore the worst moment for an engine failure to occur since you're slow, flaps and gear may be still down, flight controls are still a bit sloppy. When an EFATO occurs, you should first counteract the yaw with rudder, and then bank to a maximum of 5 degrees to the live engine. This is how you get the most out of the live engine. When climbing, cruising, descending or on approach, just the rudder will be sufficient and no bank is required. After the failure, keep an eye on your ammeter, since you've lost one alternator. Same applies to you vacuum pumps when flying in IMC; you've only got one left. So, are multi-engine aircraft safer than single-engine aircraft ? That fully depends on the pilot. If he or she is current and knows what to do when an engine failure occurs, then yes, multi-engine flying is safer. But if not, then there's no difference between single- or multi-engine flying. Remember, an engine is just like a human; it needs air and water (well, fuel) to stay alive. Make sure it gets those things, and it'll do everything you command him to. Happy landings, or better, happy takeoffs! Only to be used for flightsim purposes. No responsibility taken for real life accidents. Guido Oud jelle.oud@wanadoo.nl
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