AirTalk.org Aviation discussions newsgroups   Archives   FAQ   Search   Memberlist   Usergroups   Register   Profile   Log in to check your private messages   Log in  Emergency Procedures          AirTalk.org Forum Index -> Aviators (General Discussions) View previous topic :: View next topic   Author Message Michael 182 Guest Posted: Wed Feb 18, 2004 4:46 am    Post subject: Emergency Procedures Had a combined BFR/IPC today. Since I only fly about 100-125 hours a year, and most of that is cross country, I make it a habit to hire a CFII every six months or so for a good workout. Today was 3 hours plus, including the ground time. I also try and meet new CFII's every other time or so, since each has some unique perspectives or tricks. Today, when reviewing emergency procedures he told me about the "7 and 7". This may be old news to many, but I didn't know it, and I kind of like it. Engine stops. Best glide, pick a landing spot, head for it. (If you need a checklist for these you probably should not be in the plane...) In a Cessna: check fuel both (bottom of "7") mix in(corner of "7") prop in (across the top of the "7") throttle in carb heat mags on master on primer in No restart... 121.5, 7700 (if time allows) fuel off mix out throttle out flaps as appropriate gear down (I have a retract) mags off master off door cracked As I tried it, it made a lot of sense - my hands naturally fell on the next item I needed to deal with. Michael Back to top Casey Webster Guest Posted: Wed Feb 18, 2004 5:28 am    Post subject: Re: Emergency Procedures "Michael 182" <mhorwith (AT) attbiNOSPAMALLOWED (DOT) com> wrote Quote: Today, when reviewing emergency procedures he told me about the "7 and 7". This may be old news to many, but I didn't know it, and I kind of like it. Engine stops. Best glide, pick a landing spot, head for it. (If you need a checklist for these you probably should not be in the plane...) this is what i learned, just not called that. same idea though, moving across everything you need in a line so you dont need to put much thought on it and flows naturally. Worked well the one time i've had an engine go south on me (cessna 150, airport within gliding distance, nothing to see here). Back to top Ditch Guest Posted: Wed Feb 18, 2004 6:06 am    Post subject: Re: Emergency Procedures Quote: this is what i learned, just not called that. same idea though, moving across everything you need in a line so you dont need to put much thought on it and flows naturally. Worked well the one time i've had an engine go south on me (cessna 150, airport within gliding distance, nothing to see here). Flow checks... -John *You are nothing until you have flown a Douglas, Lockheed, Grumman or North American* Back to top Ben Jackson Guest Posted: Wed Feb 18, 2004 7:39 am    Post subject: Re: Emergency Procedures In article <N6CYb.55341$jk2.232823@attbi_s53>, Michael 182 <mhorwith (AT) attbiNOSPAMALLOWED (DOT) com> wrote: Quote: Today, when reviewing emergency procedures he told me about the "7 and 7". This may be old news to many, but I didn't know it, and I kind of like it. I'd never heard it called that, but that's the technique my instructor taught for engine out memory items. The 'flow' concept works well for everything. When I was flying rental 172s I made my own checklist (with input from lots of others) and reorganized everything to be in a natural order. When the checklist (even a memory one, like GUMPS) is not in the order you do things it becomes very easy to skip a step. I happened to learn a extra-P's GUMPPPS for fuel _p_ump and _p_rimer, but you really need the pump on before any tank change, so BGUMPS makes more sense. -- Ben Jackson <ben (AT) ben (DOT) com> http://www.ben.com/ Back to top Dave S Guest Posted: Wed Feb 18, 2004 3:27 pm    Post subject: Re: Emergency Procedures Good catchy name for what the pro's call "Flows" Dave Michael 182 wrote: Quote: Had a combined BFR/IPC today. Since I only fly about 100-125 hours a year, and most of that is cross country, I make it a habit to hire a CFII every six months or so for a good workout. Today was 3 hours plus, including the ground time. I also try and meet new CFII's every other time or so, since each has some unique perspectives or tricks. Today, when reviewing emergency procedures he told me about the "7 and 7". This may be old news to many, but I didn't know it, and I kind of like it. Engine stops. Best glide, pick a landing spot, head for it. (If you need a checklist for these you probably should not be in the plane...) In a Cessna: check fuel both (bottom of "7") mix in(corner of "7") prop in (across the top of the "7") throttle in carb heat mags on master on primer in No restart... 121.5, 7700 (if time allows) fuel off mix out throttle out flaps as appropriate gear down (I have a retract) mags off master off door cracked As I tried it, it made a lot of sense - my hands naturally fell on the next item I needed to deal with. Michael Back to top SelwayKid Guest Posted: Fri Feb 20, 2004 1:54 pm    Post subject: Re: Emergency Procedures Dave S <DoggtyredRN (AT) earthlink (DOT) net> wrote Quote: Good catchy name for what the pro's call "Flows" Dave Gosh Dave what a catchy thing to call emergency procedures!! Hell I just did whatever the book called for and whatever I have learned over 40 years of utility work around the world. The only thing that was really flowing in an emergency was usually the adreneline! How many review their emergency procedures prior to take-off which is arguably the most hazardous part of any flight.....heavier than you'll be for any more on this flight (fuel burn), close to the ground and low on airspeed. And, most likely you won't be expecting any problems or you wouldn't be taking off - Right? How far does that put you behind the emergency procedures curve? For whatever its worth, and I expect some flak, I've had probably 18 actual emergencies in 21,000 hours with one ever resulting in any bodily injuries. Most were mechanical failures but a few were due to poor judgement on my part when I ran into something like wires while crop dusting. How do you deal with a total electrical failure while 100'agl over trees? Or how do you deal with an engine failure while at about 75' in a nose very high attitude and in a 60 degree banked turn? Better have it figured out well in advance because you haven't got time to do much more than react as you have trained or thought ahead. Ol Shy & bashful Quote: Michael 182 wrote: Had a combined BFR/IPC today. Since I only fly about 100-125 hours a year, and most of that is cross country, I make it a habit to hire a CFII every six months or so for a good workout. Today was 3 hours plus, including the ground time. I also try and meet new CFII's every other time or so, since each has some unique perspectives or tricks. Today, when reviewing emergency procedures he told me about the "7 and 7". This may be old news to many, but I didn't know it, and I kind of like it. Engine stops. Best glide, pick a landing spot, head for it. (If you need a checklist for these you probably should not be in the plane...) In a Cessna: check fuel both (bottom of "7") mix in(corner of "7") prop in (across the top of the "7") throttle in carb heat mags on master on primer in No restart... 121.5, 7700 (if time allows) fuel off mix out throttle out flaps as appropriate gear down (I have a retract) mags off master off door cracked As I tried it, it made a lot of sense - my hands naturally fell on the next item I needed to deal with. Michael Back to top Kevin Darling Guest Posted: Fri Feb 20, 2004 11:06 pm    Post subject: Re: Emergency Procedures "Michael 182" <mhorwith (AT) attbiNOSPAMALLOWED (DOT) com> wrote Quote: No restart... 121.5, 7700 (if time allows) fuel off mix out throttle out flaps as appropriate gear down (I have a retract) mags off master off door cracked We're all taught these common items, but I wonder what others we're not taught. For example, after reading many accident reports, I have two more things I'd try to do in an emergency landing: 1) Remove my headphones. Many people who came to an abrupt stop have mentioned that they survived fine except for their headphones flying forward off their heads... while nearly ripping their ears off! Plus some people have died from cord strangulation. 2) Make sure any front seat passenger moves their seat full rearward. Many accident reports talk about a large CFI or passenger dying from a yoke thrust... just like in the bad old automobile fixed steering wheel days. Any others? Kev Back to top Dale Guest Posted: Sat Feb 21, 2004 1:41 am    Post subject: Re: Emergency Procedures In article <28e9a152.0402201506.535dd3de (AT) posting (DOT) google.com>, [email]kdarling (AT) basit (DOT) com[/email] (Kevin Darling) wrote: Quote: 2) Make sure any front seat passenger moves their seat full rearward. Many accident reports talk about a large CFI or passenger dying from a yoke thrust... just like in the bad old automobile fixed steering wheel days. Yoke through the chest is a bad thing, but the seat full aft can have a downside also. On older aircraft such as my '57 182 when the seat is well aft the lap belt attach points are "abeam" your thighs. On impact the seat cushion will compress down allowing you to slide forward off the edge of the seat. Usually breaks both femurs. NTSB guy told me about this. A good shoulder harness will help some since it restrains the upper body. -- Dale L. Falk There is nothing - absolutely nothing - half so much worth doing as simply messing around with airplanes. http://home.gci.net/~sncdfalk/flying.html Back to top ken (good grief it's upsi Guest Posted: Sat Feb 21, 2004 12:48 pm    Post subject: Re: Emergency Procedures roflol - covers it well :-) "Bushy" <please (AT) reply (DOT) to.group> wrote Quote: FUCK That's probably the first thing you will say when the fan stops.... Fuel Undercart Carby heat Kiss you arse goodbye Hope this helps, Peter p.s. It is not intended to be rude, just practical! 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