Lessons Learned - Dr. Steve Frushour

In my flying years, I suppose that I have had the usual number of emergencies. Many of us think that talking about these emergencies and how to (and not to) handle them will help the next pilot. I have always learned from these "bull" sessions. I have had experience in landing the Birddog without an engine. In my time, I have experienced two complete "engine out" landings, two emergency landings with partial power, and a landing with the engine on fire, etc. I am going to go back to a day (that I am not proud of) when I didn't do everything right. Everyone can learn a lot from mistakes... I know that I did!

In flight school, during every training session, the student would "experience" at least one "loss of engine." This would require the student pilot to react and apply the standard emergency procedure, immediately. The "BOLD FACE" procedure was strictly adhered to and the "emergency" was handled.

The loss of an engine in flight and all causes were discussed frequently. The Instructor Pilot (IP) would talk as the students all snickered (making sure that the IP didn't see the smiles), knowing that he would never make a dumb mistake, such as running out of fuel. An immediate loss of engine can only be an ignition problem or no fuel. Ignition problems are very rare.

It was a beautiful day and there was little wind. I had a bad feeling before the flight, because this was the first flight after a major maintenance inspection. I have always had this "thing" about these inspections, annual inspections, etc. I am always worried about "the wire that wasn't reattached or the bolt that was left out." I did a good pre-flight inspection. There was 15 gallons of fuel on the left (main) and 10 gallons on the right(auxiliary) tank. There was all kinds of fueling activity going on, so I wouldn't get any more fuel. I would be flying for only one to two hours.

I was at 500 - 1000 feet and had just started out over water to "check out" an island about five miles off shore. There was a string of little islands on the way to the island of interest. Everyone knows how everything sounds different when you are over the water. The engine always "sounds rough." I had been flying for approximately 45 minutes, total, when my engine quit...

My immediate thought was that I would kill the mechanic, if I made it back (I knew that he had done something wrong). I turned toward land a spotted some pavement. If I could only make it there. Speed at 75 mph for the best glide. I reached up over my left shoulder to switch tanks and the main was full... that's strange. I looked over my right shoulder and the auxiliary tank was half full. I'll stay with the main (I knew that the mechanic screwed up, big time). Fuel pump...ON. Starter…, no good, it's not going to happen today (no re-start).

For those who have not flown the Birddog as a glider, it is a real experience. It is very quiet. The propeller is turning, but this is no help. It actually is extra drag and the force causing the propeller to "windmill" could be used for better purpose (like extra distance). When the IP cut the throttle in flight school, there was still over 500rpm's of help. At the altitude that I had (or didn't have), I could make just over one mile. Rocks actually glide better.

It was time to concentrate on landing. I can remember coaxing the Birddog to
make the pavement (I wasn't sure what the grass was like). I can remember, vividly, praising the wonderful Birddog, when I saw that I would make the pavement. I started my routine flare the propeller stopped and immediately the Birddog stalled.... I was only at approximately 5 feet (that saved me) and I bounced on the right main gear. I had no power to add. The right wing dipped and I started to apply brakes and then decided to leave them alone (that saved the airplane). I held a hard aft stick and went left off the pavement at approximately a 45 degree angle. On the grass, I regained control and applied the brakes. There was no ground loop. There was no damage to the airplane.

This entire sequence of events took place in approximately two minutes (or less). Let's look at all of the factors that came together to make this happen. In every accident (or occurrence), there is more that one "link" that has broken. There are usually multiple "links" that happen, and they are all connected. At the time of this "event" I had over 1000 flying hours (over 500 T/W hours).

Birddog Factors:

1. The left main gas tank had developed a leak (fuel tank sump) and siphoned off approximately 10 gallons of gas in an hour.

2. The left main gas tank float gage was stuck on full.

Pilot Factors:

1. I did not follow the BOLD FACE Emergency Procedures.

2. I did not recognize a leak in the fuel tank sump or the fact that I had been flying for an hour and the fuel gage still indicated full.

3. I was preoccupied by the fact that the flight was the first flight after a maintenance inspection.

4. I was over water at the time of the emergency.

THINGS FOR EVERYONE TO TAKE HOME:

1. Follow the Emergency Procedures. They were made for us to follow is a time of high stress and emergencies. We don't have to think... Just do it!

2. Fly the airplane first and always.

3. With no engine, when you flare, you stall. You probably will be going at approximately 75mph. On flare, you stall. If you need to be at this speed (to make a landing field), consider flying the Birddog to the ground, before the flare. Another way to approach the problem would be to approach at 80 - 85 mph for the flare. You will still slow down fast.

I hope that none of you will need to use this information. I have analyzed this incident on many occasions. The things that I did right were that I flew the airplane, first. I also recognized the attempt of the Birddog to ground loop and "drove" it to the grass, where I could safely apply the brakes. The airplane had no damage.

The Birddog is a poor glider.

Fly Safe,

Steve Frushour - REX79

Addendum: