FLYING LESSONS uses recent mishap reports to consider what might have contributed to accidents, so you can make better decisions if you face similar circumstances. In most cases design characteristics of a specific airplane have little direct bearing on the possible causes of aircraft accidents—but knowing how your airplane’s systems respond can make the difference in your success as the scenario unfolds. So apply these FLYING LESSONS to the specific airplane you fly. Verify all technical information before applying it to your aircraft or operation, with manufacturers’ data and recommendations taking precedence. You are pilot in command and are ultimately responsible for the decisions you make.
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This week’s LESSONS:
The National Transportation Safety Board (NTSB) has published its preliminary report on the crash of a Cessna 177RG that killed AOPA ASI’s Richard McSpadden and retired NFL player Russ Francis in upstate New York October 1st. The “prelim” includes many details, but as is normal at this phase of an investigation, no firm answers as to what might have happened. Undoubtedly the full investigation and final report will provide more conclusive evidence. It usually takes a year or more for the NTSB to thoroughly evaluate all available evidence and publish its determination of Probable Cause.
Whether it turns out to be true and significant, witness reports in the NTSB posting are that:
During taxi out, witnesses heard the engine of the accident airplane running when the Beech A36 [camera airplane] pulled up next to it. The accident airplane’s engine then shut off, and about 10 seconds later, the engine restarted. During the takeoff roll, a witness described that the engine sounded as if the propeller was set for “climb” and not takeoff, then he heard the engine surge. During the initial climb, the witness further described that the engine did not sound as if it was running at full power. The accident airplane then made a gentle left turn while it was 300 to 400 feet above ground level to join with the Beech A36. As the accident airplane closed to within about 1,000 feet of the Beech A36, it suddenly made a hard right turn back toward the departure airport. During the turn, the pilot of the Beech A36 heard the passenger in the accident airplane transmit on the common traffic advisory frequency, “We have a problem and we’re returning to the airport.”
Of course, witness reports, even from experienced pilots, are not always definitive. They may only seem true from a certain point of view, the witness’ vantage point. Engine and propeller sounds in particular are often misleading at certain angles and distances from an accident aircraft. Other sounds and distractions, and the trauma of seeing a nearby airplane go down, might affect a witness’ perception. We’ll have to wait for the investigation to run its course to know for sure.
In the spirit of FLYING LESSONS, using initial reports of an event we’re all talking about to suggest things we should think about on every flight we make, let’s delve into one thing we might learn from this crash that shocked and saddened so many…including myself.
Takeoff Targets
Lining up and advancing the throttle(s) for takeoff, pilots tend to be optimists. Expectation bias lulls us into believing and even “seeing” all is normal and power is full, while complacency and familiarity might prevent us from crosschecking indications at all. We might not detect a loss of performance or power…remembering that a landmark Australian Transport Safety Bureau study found that partial power loss occurred in piston airplane ATSB accident reports three times more frequently than total power loss, creating a hard to quickly identify, demanding, and time-critical threat to those aboard.
To better evaluate our takeoffs in real-time it’s helpful to identify five takeoff targets, and how to use them for a safe takeoff or perform a Rejected Takeoff (RTO) abort if needed. Fail to meet any one of these Takeoff Targets and you must immediately reject the takeoff attempt…quickly reducing remaining power, maintaining control and runway alignment, applying maximum braking without locking the wheels if needed, and (if time permits) shutting off fuel and electrical power if it appears the airplane will not stop before departing the prepared runway surface.
Pre-takeoff Target
A successful takeoff begins even before you board the airplane. This is when you evaluate aircraft, pilot technique and environmental factors that affect takeoff performance. How much distance will your takeoff require, and how long is the available runway? Are obstacles or rising terrain on your departure path? What’s the airplane’s weight? How strong is the wind? What specific technique will you use for this particular takeoff? Should you use flaps, or not? Evaluating these questions, and knowing and planning to achieve the goals of your takeoff, needs to be made before flight, in the pre-takeoff phase.
Power Target
Are you getting maximum available power from your engine(s)? You won’t know for certain unless you establish some specific power targets. Flying a fixed-pitch propeller airplane? You should know the static rpm (tachometer reading at full throttle with no forward motion) and compare it to what you see at the beginning of your takeoff roll. Same goes for the expected rpm further into the take-off when airflow often permits a fixed-pitch prop to spin faster.
In airplanes with controllable-pitch propellers, know the expected manifold pressure and rpm at takeoff power. Most naturally aspirated (non-turbocharged) engines will read about one inch below ambient pressure at full throttle. At sea level, that’ll be around 29 inches of manifold pressure; while taking off at Cincinnati you’d expect about an inch below that (ambient pressure drops about one inch per 1000 feet above sea level in the lower atmosphere). Taking off from Denver, full throttle will net about 24″ MP. Turbocharged engines should achieve their full, rated manifold pressure regardless of airport elevation.
In all gasoline aircraft engines (as opposed to diesels or turbines) mixture control is vital to achieving takeoff power. Many pilots who learn to fly at near-sea-level airports never learn what needs to be done with the “red knob” before a higher altitude takeoff. As pressure drops, a corresponding reduction in fuel flow is needed for maximum available power. This is exaggerated in larger, fuel-injected engines as they tend to be set excessively rich (extra fuel flow) at the full-rich position. Check your airplane’s Pilot’s Operating Handbook (POH) for specific guidance but, in general, fixed-pitch propeller engines need to be leaned for maximum propeller speed at full throttle. Those with controllable pitch propellers should be leaned per POH fuel flow tables (often placarded on the airplane’s fuel flow gauge) or for a target Exhaust Gas Temperature (EGT) setting. Know what indication you’re leaning for, and lean the mixture for that setting before beginning your takeoff roll.
Turbine pilots may have torque and/or temperature limits for takeoff, and often will not be able to go “full forward” with the power levers and remain within one or the other limit. Flying a turbine, you need to know the limiting factors for a specific takeoff and ensure maximum available power within those limits.
Acceleration Target
You’ve made your pre-takeoff calculations and full power is available at the beginning of your takeoff roll. But are you accelerating as quickly as expected? If you are flying a large military airplane with multiple crewmembers you may have an acceleration chart that relates expected speed to time during the takeoff roll. For the rest of us, the measure of acceleration is subjective. Does it feel right? A better measure of acceleration is to visualize, beforehand, the point at which you expect to reach rotation speed. Pick a taxi turnoff, a runway distance-remaining sign, a tree alongside the runway’s clear area, or some other feature to positively identify the spot by which you’ll become airborne.
Some pilots like to use the 50/70 Rule, which says that at 50% of the calculated takeoff ground roll distance (not the runway length, as is sometimes erroneously suggested) the airspeed should be 70% of the liftoff speed. Others modify this by stating the airplane should attain 70% of liftoff speed within a certain number of seconds after brake release. Both work at sea level; the second version will not be accurate as field elevation and density altitude increase…which may be precisely when you need this rule to judge acceleration the most. Some airplane type-specific guidance calls for a specific airspeed at the 50% ground roll point. For example, 50 knots indicated airspeed at 50% of the computed ground roll distance is close enough for safety at any density altitude in the A36 Bonanza I commonly fly.
Liftoff Target
Reaching your liftoff speed target at the predetermined distance down the runway, raise the airplane’s nose to the necessary attitude. Whether visually or on instruments, flying a heavy twin or light trainer, an aircraft has one attitude that provides optimum climb performance. Achieve that attitude (Vx or, if runway distance and obstacles are no factor, a lower, Vy attitude) and the airplane will climb smartly. A few degrees more “up” and induced drag may seriously degrade climb performance; a few degrees down from optimum pitch, and climb rate may also be significantly eroded. Note that the airplane’s attitude is power-dependent; it will be lower at higher density altitudes when power is reduced and the consequences of improper pitch are worse. On takeoff, especially when conditions require maximum performance, attitude is everything.
Initial Climb Target
For initial climb from takeoff to the transition to cruise climb (the transport-category folks call it “first stage” climb) you should have a pre-takeoff idea of your expected climb attitude and vertical speed. Compare real indications to what you expect to decide if your takeoff is going as planned, or if you need to re-check attitude, configuration (flaps and landing gear position) and power to safely climb away from the airport.
With knowledge of what you can expect in each phase of takeoff you can establish specific goals, or takeoff targets. Achieve a takeoff target and you know it’s safe to continue. Fail to meet a target and it’s time to abort the takeoff without hesitation.
The U.S. pilot certification standards do not require evaluating partial power loss scenarios in flight. There’s nothing in FAA guidance to suggest flight instructors should train pilots for anything other than total loss of thrust. Have you ever been put in a partial power loss scenario by your instructor, or presented partial power loss to students if you’re a CFI? Is it something you should request be covered in your next Flight Review?
Know your takeoff targets, and actively crosscheck actual indications and performance to your expectations as you charge down the runway. In most cases you’ll detect an anomaly with plenty of time to abort the takeoff on the remaining runway—or at least go off the departure end under control at a slow and decelerating speed.
You can’t completely avoid the possibility of sudden loss of power shortly after becoming airborne. But if the genesis of engine failure occurs before you lift off, you should never find yourself in the air struggling to find a survivable place to quickly put the aircraft down.
Questions? Comments? Supportable opinions? Let us know at [email protected].
Debrief: Readers write about recent FLYING LESSONS:
I’ll get back to your insights and comments next week. Meanwhile, catch up on these LESSONS that were sent to subscribers but not posted online while the new www.thomaspturner.com was being built:
FLYING LESSONS for September 7, 2023
FLYING LESSONS for September 14, 2023
FLYING LESSONS for September 21, 2023
FLYING LESSONS for September 28, 2023
FLYING LESSONS for October 5, 2023
FLYING LESSONS for October 12, 2023
FLYING LESSONS for October 19, 2023
The Beech Weekly Accident Update for August 31 through October 20 for the period the website was not available is also posted on the new Mastery Flight Training, Inc. website.
Thank you for your patience!
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