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PostPosted: Sat Jan 21, 2017 4:33 pm 
Chief Master Sergeant
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Joined: Mon Sep 02, 2013 7:30 pm
Posts: 3370
Location: Typically hanging around N07, 12N, KLDJ, KCDW
This didn't happen to me, but it happened to a friend in a plane we fly regularly.

They were flying along low and early in their cruise climb at 2500AGL when all of the sudden they lost 200 RPM and the engine started running rough.

In order of priority:
B-Best glide

In this case, they didn't need B because the engine was still running and producing power, but they needed to recall that data just in case the engine decided to quit altogether. They were still very near the airport so they turned around and landed uneventfully.

It turned out that one of the spark plugs failed with the insulator splitting in half at the base of the electrode. ... 1.jpg?dl=0

It was scary for them for a few moments!

Flight Simmer since 1983. Private Pilot
Paramus Flying Club

PostPosted: Mon Jan 23, 2017 2:52 pm 
Senior Airman

Joined: Sat Dec 13, 2014 11:38 am
Posts: 217
Location: Vancouver, BC
Good for them - can be an unsettling thing and it is always nice to come out the other end of one of these with a good story!

Clear Direct

PostPosted: Sun Feb 19, 2017 5:29 am 
Senior Airman
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Joined: Fri Sep 27, 2013 9:08 am
Posts: 127
Location: LOWL
Hi Oracle427!

We are drilled to follow those steps, guess it is quite the same:
P Power
P Performance
A Analysis
A Action

For example:
(Left engine failure)
    Is the power sufficient to maintain flight?
    Where are Gear and Flaps, do I have to get them up if they're down?
    Is it really the left engine? What could be the problem? Fuel, Ignition, Oil?
    Shutdown for left engine, power idle, feather propeller.
    Review, did my situation get any better?

Both yours and my procedure follow the good old FORDEC :)

Safe landings,

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