The Mad Dog âGrowlâ âApril / May 2006 Page 1 - Delta Virtual Airlines

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When Engines Go Bad By: Larry Foltran Way back in issue #3 (October 2005), we went over how to plan ahead in case of a problem during flight. This month, we will be focusing on a very specific problem, the dreaded engine failure. There are numerous things that can change a routine flight into an emergency situation. Although most are rare, pilots need to be prepared. Pilot training not only covers how to react to the situation. Pilots must be able to accurately diagnose the problem based on the “symptoms”. As an example, below is a list of possible malfunctions and emergency conditions that may occur followed by some possible symptoms. Engine condition: 1. Engine separation 2. Severe damage 3. Surge 4. Bird ingestion / FOD 5. Seizure 6. Flameout 7. Fuel control problems 8. Fire 9. Tailpipe fires 10. Hot start 11. Icing 12. Reverser uncommanded deployment 13. Fuel leak X = Symptom very likely, O = Symptom possible Engine Condition Symptoms 1 2 3 4 5 6 7 8 9 10 11 12 13 Bang O X X O O O Fire Warning O O O X Visible Flame O O O O O X O Vibration X O X O X X Yaw O O O O O O O X High EGT X X O O X O X O N1 Change X X O O X X X X N2 Change X X O O X X X X EPR Change X X X O X X X X FF Change X O O O X O O X Oil ind Change X O O O X O Cowl Damage X X O X Cabin Smoke O O O For the purpose of this article, we are going to take a simple walk through an enroute event. I’m sure everyone understands this, but I’ll add the disclaimer anyway. I’m not a professional pilot nor have I gone through any formal training. The information in this article is based on the information I have gathered in the past. That being said, this info is strictly for flight simulation use and not to be used in actual flight. Away with the legal stuff and on to the flying…um…virtual flying. ☺ OK, here’s the scene. We’re on initial approach in Atlanta, level at 5000 feet and waiting to turn on the base leg. We suddenly notice a fire warning and there is a noticeable change in our fuel flow rate. Can we be sure there is an engine fire? Although fire indications can result from faulty detection systems, flight crews should always regard any fire warning as a fire. During any emergency situation, your order of focus should be 1) Aviate, 2) Navigate, 3) Investigate, 4) Communicate, 5) Secure. Putting that into our hypothetical situation: 1) Aviate – The aircraft is in stable and level flight. 2) Navigate – Atlanta is our nearest airport and we will plan to land there. 3) Investigate – Diagnose the problem. We have received a fire warning in engine #2, so we will procede with that emergency checklist. 4) Communicate – We contact ATC and inform them of our situation. 5) Secure – Follow emergency checklist items. I think everyone can agree that when a serious malfunction occurs, getting the aircraft safely on the ground is the top priority. The Mad Dog “Growl” –April / May 2006 Page 10
To counteract this, you will need to apply equal and opposite pressure to the rudder. The more power you add to the good engine, the more the aircraft will turn. In the event of a fire warning annunciation, the emergency checklists and procedures should be put into action. In this situation, the aircraft is stabilized and we are at level flight. Based on that, engine shutdown should be performed immediately by shutting off fuel to the engine. Following that, all bleed air, electrical and hydraulics from the injured engine should be isolated and the fire handle should be pulled to extinguish the fire. In the event of an engine fire, an engine restart should not be attempted unless the engine is critical for continued safe flight. The landing phase of the flight is normally the most critical. Doing so in the midst of an emergency makes things even more interesting. We will be hand flying the aircraft for the remainder of the flight to maintain complete control of the aircraft in this situation. When flying with one engine out, the aircraft well tend to turn towards the side of the failed engine. In this example, our #2 (right side) engine is out. As a result, the aircraft will try to turn to the left. I have tried to illustrate this using the airport runway as a reference in the image below. As shown in the diagram, only the #1 engine is powering the aircraft. We push on the left pedal to apply opposite rudder to maintain straight flight. The aircraft will tend to drift to the right in this scenario, so we should line up slightly to the left of the runway. Winds will also be a factor and should be taken into account. Another thing to keep in mind during an engine out approach is your flap settings. Based on information I’ve read, the landing should be done at flaps 28. You will have less lift than normal, but you will be able to keep your airspeed up. Keep a close eye on your airspeed during the approach, as it does have the potential to drop quickly. Be sure to make small adjustments to power if necessary. In this crippled state, a sudden or major adjustment to power could seriously destabilize the aircraft. The Mad Dog “Growl” –April / May 2006 Page 11
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The Mad Dog âGrowlâ âApril / May 2006 Page 1 - Delta Virtual Airlines