Emergency Landing
Ladies and Gentlemen,
I have been snooping around these boards for about 3 years now, since I began the PLC program; however, was never an avid poster. I think I finally have something fitting to share. I completed IFS or what those who participate while still in college called FIP, this past year, during my senior year at "da U." Following which I was commissioned and am awaiting TBS.
Well, I completed the 25 hours, and continued on my own dollar to earn my Private Pilot Certificate after 49 hours. I now rent aircraft occasionally. However, before the incident I am going to describe in great detail, I actually for some weird reason flew each of the 3 prior days. Basically here is my account of my emergency landing on the dagone BEACH on Long Island less than a month ago. This is a copy of what I wrote down to remember the incident, actually ACCIDENT as defined by the FAA/NTSB. I currently have just under 60 flight hours, and man am I happy that my instructor DRILLED DRILLED DRILLED emergency procedure into my head. STUDY THAT TRASH LIKE IT'S YOUR GIRLFRIEND'S MIDSECTION. I never thought, well hoped, I would truly need it, and now thank God I knew WTF to do. BTW I was cleared the day after the accident by the FAA/NTSB due to the obvious mechanical nature of it. The preliminary cause of the accident is metal from the bottom half of the #3 piston broke off, traveled
and lodged between the camshaft and the # 1 exhaust valve tappet, causing
the valve tappet to break. Metal from the piston also lodged between the
camshaft and the crankcase causing the crankcase damage." There are two HUGE holes in the crankcase. Check out my pictures for them.
Here is a link to the CBS BREAKING NEWS video on the Emergency Landing.
http://wcbstv.com/video/?id=79961@wcbs.dayport.com
I made the news :icon_smil
Here is my story:
Subject: Emergency Landing Statement by Pilot-in Command, Lt. X regarding accident on 6 September 2005.
On Tuesday, September 6th, 2005, I, Lt. X invited my father, Lt. X's father, and my neighbor, Lt. X's neighbor on a site seeing flight over the southern shore of Long Island. We arrived at the airport for our 1630 airplane reservation with the FBO, Nassau Flyers, Inc. The reservation was for Cherokee 8270M, a Piper Warrior PA28-161 single engine aircraft. We checked in with the office, and were given the keys/aircraft binder. Being the Pilot-in-Command, I performed a thorough pre-flight examination of the aircraft, and used current checklists published by Checkmate® which applied to this exact aircraft. During this pre-flight inspection, I took my time, and actually explained to my passengers why I was checking certain characteristics of the aircraft, to put their minds at ease about embarking in the small aircraft. There was no reservation directly after mine for this aircraft, so we were in no rush at all.
Upon entering the aircraft, I gave my passengers a thorough pre-flight briefing regarding such aspects of the aircraft as the location of the only exit, the location of the fire extinguisher, and the proper manner to operate the seatbelts. In addition I blatantly told them not to touch any controls, or switches/levers unless I deliberately told them to do so. I also notified them that they offered two more sets of eyes for other air traffic we might encounter. I began my “INTERIOR” checklist, during which time I ensured fuel was on the proper tank, all circuit breakers were in, and the ELT was armed, among other checklist items.
I then utilized the “START” section of the checklist, and after many checklist items such as mixture full rich, and throttle slight, master on, electric fuel pump on, etc. I cranked over the engine. After ensuring that my engine instruments were in the green operating arcs, and that the RPM was set at a moderate 1000 RPM, I proceeded to my “PRE-TAXI/TAXI” checklist. I turned on the master avionics switch and I tuned into 126.65 and received my ATIS weather report. I received “Information I,” which was almost too good to be true. From what I copied down on my flight pad, I still can still reiterate Information India. The wind was blowing from 160 degrees at a speed of 11 knots. The visibility was reported at 10 miles; however, it had to be even further. The sky condition was clear. The temperature was 24 degrees Celsius, and the dew point was reported at 13 degrees Celsius. The altimeter setting was 30.40 inches of mercury. The active runway was runway 14. I finished my pre-taxi check list by setting the altimeter, looking over my instruments and performing such actions as insuring the levelness of the attitude indicator, and that the Heading Indicator was corresponding to the magnetic compass. After contacting ground control on 121.6, I received clearance to taxi to runway 14, for departure to the east with information India. I removed the parking brake, and tested the pedal brakes before beginning my taxi to runway 14.
We arrived at the run-up area near the Northwestern end of runway 14, when we maneuvered clear of other aircraft, and I began my run-up of the engine. I utilized my “RUN-UP” checklist. The brakes were set, the fuel was on the right tank, the trim was set for take-off, slightly aft of neutral. I tested the flight controls, to include the ailerons, and the stabilator. All flight controls operated normally. I tested the annunciator panel, and all the light bulbs were functioning. I then ensured the prime was in and locked, and the mixture was full rich. I ran up the engine to 2000 RPM, and noticed the Vacuum was at 5 inches pressure. I tested the carburetor heat and observed a slight drop in RPM. Thus it was functional. I checked both the right and left magnetos individually. There was a drop of 75 RPM for each. This is within SOP. Fuel pressure, oil pressure, and oil temperature were all green. I then retarded the throttle, and checked idle closed. The engine still idled, and the prop was still spinning in front of us. I then began the “PRE-TAKEOFF” checklist. During this time I ensured flaps were set at 0 degrees, as this was to be a normal take-off. I turned the electric fuel pump on, and ensured the mixture was best power. I then had my father throw a shoulder into the hatch to ensure it was properly secured. It was. I put the landing light on, and proceeded to the hold-short line for runway 14, where we were second in line to take off from that particular runway. I set the parking brake, ensured that the tachometer was at 1000 RPM, and looked over my engine instruments again. All green. At this point I tuned into the tower frequency of 118.8. There was a tremendous amount of air traffic landing, and I noticed we were second in line to take off out of at least 3 aircraft waiting. The aircraft in front of us was cleared to take off with no delay on the runway due to landing traffic on long final. I pulled up to the hold short line, and contacted tower. The tower controller told me to hold short of runway 14. I carried that order out. I quickly went through my final pre-takeoff check in my head, which consists of “Lights, Camera, Action.” “Lights” include all lights to include landing light, and electric fuel pump. “Camera” signifies how I set the transponder to VFR 1200 Altitude setting. “Action” signified the fact that I ensure the mixture was full rich.
After watching about 5 aircraft land, we were given instructions of cleared to take off runway 14, with no delay on the runway. I complied, and we taxied to the runway. I aligned us with the centerline, and applied full engine throttle. I then went through my acronyms out loud. “Full Power”(Throttle) “Engine Instruments CHECK.” “RPM CHECK.” “AIRSPEED ALIVE THROUGH 40.” “55 KTS.” “60 KTS.” “ROTATE.” “POSITIVE RATE.” “PITCH FOR Vy-79.”
After reaching a safe altitude, I turned out on a heading which paralleled runway 19, and we headed for our destination altitude of 2000’ MSL. The weather was picture perfect. The plane was trimmed for Vy, and it remained precisely just short of 80 knots. I began my climb check list. “POWER-FULL.” “MIXTURE-FULL RICH.” “FUEL PUMP-OFF.” “FUEL PRESSURE-GREEN.” “LANDING LIGHT-OFF.”
We leveled off at 2000’ MSL, roughly 2 miles from the Captree Monument. I took notice of two other small aircraft over the Atlantic ocean at a lower altitude, as we approached the Captree monument. I turned out on an eastbound heading paralleling the shoreline at 2000’MSL, and ensured I would remain out of the Class Charlie Airspace designated for MacArthur Airport. At 2000’, something I had hoped I would never see in an airplane began to occur.
We began to experience an engine roughness that is indescribable. The tachometer was jumping as if someone was flicking it with their finger. The propeller began to sputter, as the engine made incremental burping noises. I immediately began to turn back for Republic airport, and contacted the tower. I do not remember exactly what I said in my distress call, but I do remember declaring an emergency, stating my location, and altitude, and saying that I was having “a lot, a lot” of engine roughness, which is simply the first way that came into my mind to describe it. The woman on the other end of the radio stated that I was cleared to come back to republic, and I do believe I remember her telling me that all other traffic was being diverted from the airport. I confirmed her last, and proceeded back. I began a restart flow: “FUEL PROPER TANK” “IGNITION BOTH.” “MASTER ON.” “FUEL PUMP ON.” “PRIME LOCKED.” “CARB HEAT ON.” MIXTURE FULL RICH.” “THROTTLE OPEN.” I tried to crank it over again, but it continued to fluctuate.
It was not even 60 seconds that I had been heading back to Republic, when I began to notice a film developing on the windscreen. I realized that it was engine oil, as I monitored that my oil pressure gauge was as far low as it could go. I also noticed fuel pressure was green; however, the oil temperature needle was as far high as it could go.
I came to the conclusion that we were losing oil very rapidly, if there was any left at all. I realized that the engine was going to overheat at any moment, and I also noticed the Vertical Speed Indicator beginning to drop to the negative numbers, indicating a slight descent.
It was at this point that I came to the conclusion that at 2000’MSL with a major oil leak, loss of oil pressure, and an engine that was in and out, I needed to prepare for an emergency landing at a closer location. I radioed back to tower, and I remember saying “MAYDAY! MAYDAY!” I also told them who I was again, my location, and let her know that I developing a film of oil on the windscreen which was inhibiting our field of view at an exponential rate. By the time we actually set down, the oil caused it to become completely useless to look out of the windscreen. I told her that I wasn’t going to make it back to Republic, and that I was going to go for parking field 2 at Robert Moses State park, due to the fact that I noticed there were less cars there than field 3. At this junction I was approximately 9 statute miles from KFRG, and at 2000’ MSL with a VSI indicating negative, I again confirmed to myself that we wouldn’t reach FRG, even with a tailwind. I realized that it was better to attempt an emergency landing in the area I was in than try to push it back to FRG, and have to attempt one in someone’s backyard. She confirmed field two, and I began to lose altitude purposely. I pitched the airplane over and wanted to come down to a simulated traffic pattern altitude. At roughly 1000’ off the deck, and with zero visibility out of the front of the airplane, I entered a simulated downwind for the parking field.
I was heading west as I observed out my left side window what was occurring in the lot. My main concern was people and vehicles on the deck. I continued around on a rounded-out simulated base leg, with the nose down to avoid an airflow stall over the wings. I then took the last mental picture of the packing lot, as I would be going in blind to the front. I particularly paid attention to the large red vehicle parked directly in the center of the parking field. Other than that, there were only vehicles in the 2 or 3 rows closest to the beach. I remembered that the toll booths could be a possible checkpoint for ensuring I was clear of the red vehicle, as they were also in the center of the lot. I realized that since I did not have visibility out of the front of the aircraft, I would land longer than anticipated. This is the reason why I chose to land past the large red truck instead of in front of it, and risk actually colliding with it. I came in on both memory of the configuration of the parking field, and by looking down out of the left side window to judge my altitude. The air traffic controller told me that emergency vehicles/personnel had been dispatched and were on their way to the location. Once I cleared the toll booths out of my left window, I knew it was time to get this plane onto the deck. I set it down to the best of my ability, and I wanted to land as close after the red truck as possible to give myself the most parking lot distance. I know that we touched down in the parking lot. I know it was a rough landing, as I did come in fast because I wanted to clear the red truck, and I wanted to keep the nose down until the last possible moment, in accordance with safety so that I wouldn’t stall the wings out and drop like a rock. I made this conclusion because we had close to zero thrust from the engine, and I knew recovering from a stalled attitude would have been close to impossible, especially at this altitude. The visibility out of the front of the airplane was non-existent. I was doing this while looking out the side window judging my altitude based upon the grass and trees which were well over 100 feet away and adjacent to my heading. I was also trying to remember my mental picture of the configuration of the vehicles in the parking lot.
We set down, and I believe we bounced. I couldn’t see forward to verify this however. I do know that the second I felt us hit the deck, I went as hard as I could go on the two brake pedals evenly, and still had the yoke in my hand. The airplane proceeded to go through one set of bushes, an open field, and it was halted by about 15 more feet of bushes. We came to a stop, and after realizing that all of us had survived, I reached across my father, unlatched the hatch, and took his seatbelt off of him. I yelled at him to get out. He exited as rapidly as possible. I followed. My neighbor, exited third, as I aided him in moving the seat forward to grant him access to the hatch from the rear seats. We moved some distance from the wreckage, and emergency personnel began to arrive. The first thing I asked was if anyone in the parking lot was injured, and after I asked multiple officers the same question with the same response of no, I had a slight relief. Yet, my heart was still pounding.
I completely attribute my ability to remain as calm as I did in this precarious situation and this relatively successful emergency landing due to the training I received from Jason Condon, a CFI at Tech Aviation at the WB/Scranton International airport. He drilled emergency procedures into my head, and today I am grateful that he did so. More than anything I am grateful that no one on the ground was injured, and that everyone in the plane escaped with relatively minor injuries thus far.
SEMPER FI
