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pcarillonsr(at)neo.rr.com
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 Posted: Thu Aug 04, 2011 8:29 am Post subject: Arty Trost The Wandering Wench Forced Landing |
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Thought the list might be interested in checking Arty's blog on her
trip back from Oshkosh . Late in the day yesterday she had a power
faliure in her 582 and had to put down in a Barley field. Arty is ok
but not so for her plane.
Also check her Spot Tracker
http://www.lessonsfromtheedge.com/oshkosh/
Jack Carillon Akron oh FSII
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Kip
Joined: 13 Jul 2009
Posts: 51
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| Posted: Thu Aug 04, 2011 1:15 pm Post subject: Re: Arty Trost The Wandering Wench Forced Landing |
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Well, that's too bad.
Glad that she is alright. Just another chapter of an exciting life...
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slyck(at)frontiernet.net
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| Posted: Thu Aug 04, 2011 1:57 pm Post subject: Arty Trost The Wandering Wench Forced Landing |
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Thanks for the message Jack. Arty may not be flying a Kolb but she is still a member of the club IMO.
Engines can quit on anyone. Lots of experience in that category. Regarding the flaps, if it was going to flip,
the flaps wouldn't have made any difference. It is a matter of drag, tail weight percentage and stance.
My last power out was in alfalfa which has extremely high drag. I haven't tried tall corn yet. 
I tipped to my nose and slid a few feet and the tail plopped back down. My pitot got wiped off the bottom of the nose.
I give some credit to my extended nose in preventing a flip but the heavy tail no doubt helped.
I'm not sure whether I did or did not pull the flap handle.
BB
On 4, Aug 2011, at 12:26 PM, Jack wrote:
| Quote: |
Thought the list might be interested in checking Arty's blog on her trip back from Oshkosh . Late in the day yesterday she had a power faliure in her 582 and had to put down in a Barley field. Arty is ok but not so for her plane.
Also check her Spot Tracker
http://www.lessonsfromtheedge.com/oshkosh/
Jack Carillon Akron oh FSII
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lcottrell
Joined: 29 May 2006
Posts: 1494
Location: Jordan Valley, Or
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| Posted: Thu Aug 04, 2011 6:02 pm Post subject: Arty Trost The Wandering Wench Forced Landing |
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Just a bit of a cautionary note is in order here. If you read Arty's account of the incident, you will hear how she did or did not do things that could have helped the outcome. I have been in that situation twice and both times I went into "auto pilot" wherein I was concentrating so hard on just landing and flying the airplane that I completely shut down my ability to think. Now both times it worked out more or less. I mean I didn't do a Stall and crash nose first into the ground, but there were things that I could have done to lessen the damage to the plane. The important part of what I am trying to say is that I stopped thinking. Apparently from Arty's narrative, she did as well.
The first time I had an engine out, (spark plug cap popped off a 447) I had 500 feet to plan. There was a spot that was possible right in front of me. My engine was running on one spark plug. No lift there, but there was forward propulsion with the engine running. I never shut the engine off! I did not slow it down to just above a stall and plop it in! I came in actually quite hot, so that I wouldn't stall. Why? Not thinking! As it was I hit a rock with the left gear, sheared it off, stuck the nose into the ground, flipped the plane. That cost me a prop strike, and a IVO blade. (the engine was still turning) Electrical system was still hot. Gas was dripping down behind me. Thankfully no fire, but all the right things were set up so that there could have been. Thanks to Homer's design, no injury other than a sprained middle finger.
The second incident I managed to get away with, through no help of my own. I had installed a Hacman fuel leaning system on my new HKS. It works great, but you have to remember to shut it off or enrichen it when you start descending or your engine will lean so much that it stops. ( I didn't have the EIS warning set to a low enough temp to warn me before it shut off) I was coming in for short final on my slightly uphill cross wind strip. The engine quit at about 250 feet above the ground, it was too far from the strip to make. I knew that with the VG's on the plane that I could make a turn at the speed that I was flying. I cranked it hard about, and began gliding on a bit of a down hill to an open spot in the sage. I cleared the last Sage by about 2 inches and rolled to a safe stop. In actuality it was amazing that I was able to do that at all and again thanks to Homer. Alls well, right? Well actually what should have happened as soon as I got lined up for my off field landing is that I should have shut off the Hackman, and restarted the motor. I didn't even try. Auto pilot again.
I checked Arty's spot page to see where she put down. Now there is no way that I am going to second guess Arty's decisions to land where she did. I wasn't there, and from past performances, I might not have done as well. The photo of that area may not be current, and the roads that are shown on the photo may not even be in existence now. The point I am trying to make is that in an emergency, your body is preprogrammed for survival. If you have not practiced what you should do in an emergency, such as shut off your engine and electrical system, (fire prevention. Master switch off) pulled flaps to slow, or side slipped to make the right spot. you will blissfully go into auto pilot, only to say afterwards, if there is one, "Why didn't I do this or that"
All of us have practiced some engine out or dead stick landings, or should have. I am sure that all of us remember when the engine quits, nose down to regain flying speed. I am also sure that that is about the extent of the exercise. There is more to surviving the landing with minimal damage to either yourself or the plane. I will sacrifice the plane if that is necessary, but I would just as soon not have any damage if possible. You need to remember that your brain needs to be trained to respond correctly in an emergency situation, and you need to go through all the steps, not just the first one. You need to remember if you do try to restart, to shut off the throttle if the engine stopped, as it won't restart at the same throttle setting that it quit at. You need to decide if you are going to land in high grass or whatever foliage, what speed would serve you best. You need to look at every thing, perhaps there is a service road, any set of tracks is better than unimproved.
All I am saying is - if you fully plan for an emergency, all the steps, all the likely incidents, farm field, tree's, populated areas, water, from beginning to full stop, You have a much better chance of coming out a lot better than if you do not. As John H said today, " If you keep flying, it is not if you are going to have an engine out, it is when".
Larry
Note: If you forward this email, please delete the forwarding history, which includes my email address.
[quote] ---
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Dennis Thate
Joined: 18 Nov 2010
Posts: 362
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| Posted: Fri Aug 05, 2011 3:26 pm Post subject: Re: Arty Trost The Wandering Wench Forced Landing |
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Good Job Arty
Good Landing - One you can walk away from
Excellent Landing - One you can walk away from, and use the same airplane within 24 hours after landing.
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Mic
Joined: 22 Jul 2011
Posts: 12
Location: Ashland, Oregon
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| Posted: Fri Aug 05, 2011 4:20 pm Post subject: Re: Arty Trost The Wandering Wench Forced Landing |
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Thank you Larry for relating your experience and insight. Emergency procedures is just a form of spring training for pilots. Nothing like being prepared and a little luck along the way as well. I watched the Youtube video of an F16 dead stick landing just last week; had to watch it a few times. Thank you again. All the best to the Wandering Wench too.
Michael
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Mic
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