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                 chunks of ice and airframe pieces are common causes while in flight. Also, any mechanical problem that causes a rotor imbalance can cause microscopic cracks to form on the turbine blades, leading to their failure. Other than that, it takes human intervention to kill a jet.
I recommend that you not practice engine failures dur- ing takeoff in the airplane. Save it for the simulator because any realistic takeoff-failure scenario in the airplane would be dangerous. Using a zero-thrust power setting once above 3,000 or 4,000 feet, and with an instructor, however, is valuable training. Make sure the surprise factor is there. Practice failures during a turn on the SID, at some point halfway to altitude during a distraction, and one while at cruise. These maneuvers should not be considered com- plete until the engine is (simulated) secured, the airport of intended landing has been selected, and the route to that airport and the approach to be flown have been loaded. Practice flying the airplane at zero-thrust while talking to ATC (your instructor) and loading/programming your GPS/FMS/FMC. Then in the sim, practice the approach, landing and single-engine go-around.
Motors Don’t Abide by The Statistics
An FO I flew with described the astonishing sight of a dissipating hurricane working its way up the Eastern
seaboard as they overflew the system. I never gave much thought to the weather below me while traveling from A to B until my precautionary shutdown in the Duke when I had to land in crap weather on one motor. Make sure you consider an engine failure when flight planning – and not just for your departure and destination airports. Poor engineering or maintenance, metal fatigue, fuel contami- nation, bad luck, probabilities, four-leaf clovers or fate. Many variables are in play as we consider if and when we will have a loss of power, a precautionary shutdown or a failure. These events are supposed to occur randomly and only every 3,000 or 4,000 hours. But apparently, mo- tors don’t abide by the statistics. Ernie Gann may have been right.
          Aviation Insurance Resource
Arizona Type Rating
Kevin Dingman has been flying for more than 40 years. He’s an ATP typed in the B737 and DC9 with 24,000 hours in his logbook. A retired Air Force major, he flew the F-16 and later performed as an USAF Civil Air Patrol Liaison Officer. He flies volunteer missions for the Christian organiz tion Wings of Mercy, is employed by a major airline, and owns and operates a Beechcraft Duke.Contact Kevin at dinger10d@
    January 2020 / TWIN & TURBINE • 37

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