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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