Unnecessary OverWater

[Dave Siciliano]

Yes, but Andy still goes by a handle of other than bob!

[Terry Carraway]

Although the Navy has flown quite a number of singles off of carriers, where the nearest land was straight down, and none at surface level within range of the aircraft.

But yes, they did carry survival gear.

[Dave Siciliano]

Great story and perfect reason for a precautionary shut down. We don't know, what we don't know. Need't discuss where you'd have been in a single.

[A. Niemyer]

Couple of times with the J-57, both were precautionary shutdowns due to low oil pressure indication.

One we were certain was a gauge; but since we were headed to Hawaii from NAS Homeplate, we decided to RTB where the parts were. Yes, there was a winter storm, so all of SF Bay Area was in flow from the north. GCA, over the Bay Bridge, broke out at mins over the Bridge, wet runway, gusting crosswinds from the right. Knowing the gauge was the culprit, we had restarted the engine for the approach. After we shut down, we all got soaking wet checking out the nacelle, which had no evidence whatsoever of any oil leak, whatsoever. After we were safe and sound, albeit disappointed, in the Ready Room, one of our engine mechanics came up topside with an oil jar with about 3-4 fingers worth of oil in it. He was white as a ghost. "Here's the oil we drained from the engine, sir," he said. "Yeah?" "That's all the oil it had left in it, sir. Inner seal broke, all the oil went right out the engine exhaust."

Wow, sometimes the gauges don't lie after all!

Andy

[Jeff Hartmann]

Not an engine failure... but, I landed with the cows with a student when the throttle linkage failed (fell off) I thought it was supposed to spring load toward full... but this one stayed at idle (from power off stalls)

[Scott Dyer HPN/NY]

But no forced landing from CRUISE flight.

Several from departure or climb. A few of one engine in a twin.

Was just wondering.

I had a stuck valve in a C-172 coming out of first flight. It was still flying, so I started to come around to land, when it unstuck. So continued home, but stayed gliding distance from airstrips all the way.

And sucked a cattle egret through an A-10 engine right after rotation. Lost a little bit of fan speed, but uneventful landing.

Well, I consider mine in the single a forced landing. While some power was being developed I wasn't going any distance and spiraled down to a landing at St. Augustine.

[Ray Tackett]

Just being a devil's advocate, how many of us have had a cruise flight engine failure?

One in an ill-maintained Tomahawk. Rather than repair or replace leaking fuel tanks, the owner dumped a LOT of sealer into them. Sumped a few particles, then clear on preflight. 90 minutes later, the gascolator got sealed. I did my first night emergency landing and my first landing at PHL simultaneously in a honking crosswind. Sputtered my way to the ramp at full throttle plus boost pump.

[Dave Siciliano]

I always tried to get high enough where even if I couldn't get to shore, Center would know precisely where I was before I touched down and how much I didn't want to stay there long.

[Terry Carraway]

But no forced landing from CRUISE flight.

Several from departure or climb. A few of one engine in a twin.

Was just wondering.

I had a stuck valve in a C-172 coming out of first flight. It was still flying, so I started to come around to land, when it unstuck. So continued home, but stayed gliding distance from airstrips all the way.

And sucked a cattle egret through an A-10 engine right after rotation. Lost a little bit of fan speed, but uneventful landing.

[Randy Sohn]

I've crossed Lake Michigan more than 200 times in a single. Usually 11-12,000 feet.

Gilmore, duz that altitude make you feel better? All I ever worried 'bout was the last 50 feet or so.

best, randy

[Tom Charlton]

Just being a devil's advocate, how many of us have had a cruise flight engine failure?

Hi Terry,

3X, 3 different Cessna TU-206 aircraft:

1) At about 1,500’ climbing straight out’a KBOW rwy 23. Swallowed an exhaust valve. Lowered da nose and hung a 180. Squoke it in on rwy 5. Had yet to read and assimilate the teachings of JD as to proper leaning protocol.

2) Departed KISM. Passing 9,000’ on the way to 18,000’. Throttle cable broke at the fuel control unit. Engine went to idle. Landed in a cow pasture on the "Lucky L Ranch."

3) Departed KISM east bound. Held to 1,500 by ATC. Turbocharger seized due to lack of lubrication. Engine too rich to run and too low to monkey with stuff in the cockpit. Landed on the raised dike running parallel to a canal.

Ain’t bent no metal . . . yet . . . But as a geezer I’m still try’n <g>.

Regards,
Tom Charlton

[Scott Dyer HPN/NY]

It was in a twin... King air B200 at FL290, broken compressor turbine wheel... Whump, then Whoooosh. about a 2 second event... ( it was on a NASCAR trip... so once all was in order I made a PA, "We done blowed up"..)

Oh, that reminds me if we're including piston twins.....yes, one complete power loss on one side at cruise.

[Dave Siciliano]

Not quite cruise for our P-Baron, but late in the climb to FL 180 for my partner on new engines.

[Jeff Hartmann]

Just being a devil's advocate, how many of us have had a cruise flight engine failure?

It was in a twin... King air B200 at FL290, broken compressor turbine wheel... Whump, then Whoooosh. about a 2 second event... ( it was on a NASCAR trip... so once all was in order I made a PA, "We done blowed up"..)

[Scott Dyer HPN/NY]

Just being a devil's advocate, how many of us have had a cruise flight engine failure?

Terry -- I had a partial (most) engine failure in a single at cruise in IMC. Pretty much right over SGJ at 14,000' (or 15,000', can't recall).