Relay-Version: version B 2.10 5/3/83; site utzoo.UUCP Posting-Version: version B 2.10.3 4.3bsd-beta 6/6/85; site ihnp3.UUCP Path: utzoo!watmath!clyde!cbosgd!ihnp4!ihnp3!cfiaime From: cfiaime@ihnp3.UUCP (J. Williams) Newsgroups: net.aviation Subject: Re: T.O. in Cessna 172 Message-ID: <184@ihnp3.UUCP> Date: Sat, 9-Nov-85 23:17:22 EST Article-I.D.: ihnp3.184 Posted: Sat Nov 9 23:17:22 1985 Date-Received: Sun, 10-Nov-85 10:14:32 EST References: <769@bgsuvax.UUCP> <32838@lanl.ARPA> <182@ihnp3.UUCP> Distribution: net Organization: AT&T Bell Labs, Naperville, IL Lines: 49 Keywords: Cessna 152 engine failure Summary: engine failures, comments on "war story" It is interesting to see Doug Price's article about his engine failure. As Doug's instructor, there are several things that I can see I didn't stress enough in his training. 1. Never take a sick airplane into the air. 2. Always check your instruments (airspeed and tach/manifold pressure) on takeoff. 3. When in doubt, ABORT YOUR TAKEOFF. When I first heard about Doug's incident, I was pleased with how he handled the situation. I am still pleased. However, I feel that he should have said "emergency" when he realized that the airplane was in trouble. There is nothing wrong in telling the tower that you want special treatment if you have a problem. This incident reminds me of a happening in a 1940 Aeronca Chief (11AC) back in Chanute, Kansas. I was giving someone a checkout in this freshly rebuilt machine. On takeoff, we were using the short (less than 2500 feet) grass strip. The engine didn't sound right, like it was not developing full power. Slim Hunsaker, the owner, decided to fly anyway. At about 30 feet of altitude, the engine went to idle power. We landed before hitting the trees, and got the airplane turned around. Investigation showed that we were getting carb ice because of a missing baffle near under the engine. Not pleasent. Will I fly a sick airplane knowingly? Well, yes and no, depending on the airplane and the situation. I have ferried sick airplanes for rework, taking into account the possible damage to the airplane or the nature of the engine problems. Always solo, always daylight, always with a place to land. But, if an airplane develops problems on takeoff, abort. (The only exception to this has been in the Funk. Coming out of Millville, New Jersey, the radio smoked and died. In spite of the electrical smoke in the cockpit, I continued my takeoff while killing the master switch. I don't abort while l}eading a flight of 2 because the second airplane may not be in a position to stop.) Anyway, I am pleased that Doug shared this incident. What Doug doesn't relate is that when he and his wife are renting airplanes, they always break. Doug's wife is also a pilot (and a good one, at that). On one Saturday, we were going to give Doug's wife a BFR and also go out for breakfast. There was an alternator fire on startup in the first airplane, landing gear problems in the second (popped circuit breaker, pump ran all the time), and some other problem on a third airplane. I have gotten where I watch Doug fly from the ground. I already have enough grey hairs. Jeff Williams AT&T Bell Laboratories ihnp3!cfiaime