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❱ Power loss:
Emergencies
airplane, and to review all this information in an abbreviated fashion just before taking off:
THREATS: “I’m making a high-density altitude takeoff in a fairly heavy airplane in a high traffic area. I’ve confirmed all checklist items are complete. I have a slight crosswind from the right.”
EXPECTATIONS: “I’ll attain about 23 inches manifold pressure at full throttle and lean to approximately 1300°F EGT. I should be at 60 knots at five stripes down the runway and lift off about 11 stripes down the runway.” Brief any front-seat passenger to count runway stripes aloud during your takeoff roll to help evaluate takeoff performance. “At liftoff I’ll raise the nose to 10° up for VXME at first, then 5° up for VYSE. I’ll delay gear retraction until I confirm a sustained positive rate of climb.”
NOTE: An alternate method is to estimate your liftoff spot using references off the left side of the runway, where you can see it during liftoff, and then a second reference about halfway to that spot. This works on contaminated or unpaved runways as well, which are often short runways when you need to know this information the most. You may even have to pace off this distance before you get into the airplane—you need to select these references with some degree of accuracy.
NORMAL: “After reaching 400 AGL, turn southeast toward the VOR and climb to 11,000 feet unless directed otherwise. On course is southeast from the VOR once reaching 11,000 feet. Alternately, if conditions permit, request ATC for a visual climb, assuming obstacle clearance responsibility myself. If granted, turn left toward my first fix while climbing to 11,000 feet. The hold at SAF has an inbound course of 334° and an outbound heading of 154°. Hold entry will be by teardrop with an initial heading of 120°.”
EMERGENCIES: “Any failure to meet power targets on the runway: abort. Any power loss in the air: PUSH and HOLD; if able to climb, climb straight ahead to 7,500 feet and return to land. If unable to climb or a total engine power failure, PUSH attitude and HOLD heading, identify and verify the failed engine and feather its propeller, climb to at least 7,500 feet before making all but very small changes in heading, and aim slightly left if needed for an off-airport landing. Best-case, single climb rate will be approximately 200 feet per minute straight ahead in zero-sideslip flight. If I need to return for any other reason climb straight ahead to 7,500 feet and contact the tower.”
Remember this “teeny” pre-takeoff checklist—Threats, Expectations, Normal departure and Emergencies, and incorporate it in your preflight planning. Then review your decisions in a pre-takeoff briefing just before you pull onto the runway. It’s quick, it’s easy, and it’s a great last-minute reminder of the many decisions you make preparing for every takeoff.
• FLY THE AIRPLANE
• Any failure to attain my target manifold pressure, RPM, fuel flow and/or EGT at the beginning of
the takeoff roll, or any abnormal oil or electrical indication, calls for an immediate abort: reduce power and apply braking as necessary, then call the tower after I come to a stop
• Any failure to meet power or performance targets during the takeoff roll call for an abort: throttle to idle, braking as necessary, and call the tower after I stop
• Any failure to maintain power targets after takeoff, including total engine failure:
o PUSH the nose down to maintain VYSE and HOLD wings level with coordinated rudder
o Climb straight ahead to pattern altitude (7,500 MSL) if possible before returning for a visual landing
o Turn slightly to the left if necessary to the area a Google Maps view shows to be open and relatively clear of obstacles
o Call tower and declare an emergency when time permits
o If unable to climb, treat as a total engine failure
❱ Total engine failure:
• FLY THE AIRPLANE
• PUSH the nose down to the VYSE attitude and HOLD wings and rudder in the zero sideslip positions
• Identify, verify and feather the failed engine
• Best-case, single climb rate will be approximately 200 feet per minute straight ahead in zero-sideslip flight
• Turn slightly to the left if necessary to the area a Google Maps view shows to be open and relatively clear of obstacles
• Call tower and declare an emergency when time permits
• If unable to climb or if unable to maintain directional control, pull BOTH throttles to idle, lower the
nose to a normal landing attitude and make an off- airport landing
❱ Any abnormal condition requiring a return to the runway (door open, electrical failure, etc.):
o FLY THE AIRPLANE
o Climb to pattern altitude before making any turns o Coordinate with tower for a normal, visual landing o Employ high-density altitude landing techniques
That’s a lot to consider – and every bit of it potentially vital to a safe takeoff. Consciously thinking about it as you plan your departure, however, makes it possible to quickly make most of the decisions before you’re actually flying the
10 • TWIN & TURBINE
March 2019
Thomas P. Turner is an ATP CFII/MEI, holds a master's Degree in Aviation Safety, and was the 2010 National FAA Safety Team Representative of the Year. Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight-training.com.