Colin wrote: ↑Thu Sep 21, 2023 10:57 pm
The salesman who sold my DA40 to us was in a DA42 over Santa Barbara and lost an engine. He turned around and flew back to Long Beach. I think that's flying over six perfectly good airports along the way. But it is nice to be back home when you know the plane might be sitting for a while.
Not sure I would be boasting about a decision like that. Sounds like he was more concerned about convenience than safety.
If I did something like that in my former career, the FAA would probably have pulled my ticket even though a CFM56 is way more reliable than any Austro.
I spoke to a G650 pilot who said they lost an engine over ABQ and flew the plane up to Wichita where there was a better service center. (The service center communicated with them via that fancy texting system they have and suggested it.) It feels like one of those decisions which, with no passengers on board, is fine unless something goes wrong.
Technically it is possible that LGB is the longer runway of any of the airports except LAX. So skipping OXR, CMA, SMO, etc sort of makes sense.
Colin Summers, PP Multi-Engine IFR, ~3,000hrs colin@mightycheese.com * send email rather than PM http://www.flyingsummers.com
N972RD DA42 G1000 2.0 s/n 42.AC100 (sold!)
N971RD DA40 G1000 s/n 40.508 (traded)
Colin wrote: ↑Fri Sep 22, 2023 5:48 pmTechnically it is possible that LGB is the longer runway of any of the airports except LAX. So skipping OXR, CMA, SMO, etc sort of makes sense.
Yeah, but >90 NM is a long way to fly in a twin with one engine out, if you don't have to. Of course, when I was in the Navy, we would routinely intentionally shut down an engine (loiter) over the middle of the Pacific Ocean to conserve fuel and extend mission duration:
Soviet Kilo class sub periscope
Of course, we had three other engines turning, and could theoretically fly on two in our P3s...
There's a bit difference in reliability between jet and piston diesel engine. And there's also huge difference in drag in OEI situation between propeller (even feathered) and jet engine.
While probably not violating any FAR’s, the pilot who overflew perfectly suitable airports with an engine out in a DA-42 was asking for trouble. I can only assume he didn’t declare an emergency, which was another mistake.
In Part 121 operations, we were required to “land at the nearest suitable airport, in point of time” if one engine of a twin engine airplane fails. I know Part 91 isn’t the same, but the prudent thing to do would have been to land at one of the closer airports.
Sorry, not buying the “LGB was a longer runway” excuse. He did it for convenience. Sad to see “professional” pilots act unprofessional.
The G650 (and other multi-engine jets) are certified for 120, 180 or 208 minutes on a single engine so that was not a huge deal to overfly suitable airports to get to a maintenance facility. The Austro isn’t certified for that.
Years ago, a British Airways B747-400 lost an engine leaving LAX and continued to Heathrow on the remaining 3. Not the same issue as losing one of your two engines but the topic of lots of hangar discussion.
Ed McDonald wrote: ↑Fri Sep 22, 2023 10:54 pmYears ago, a British Airways B747-400 lost an engine leaving LAX and continued to Heathrow on the remaining 3. Not the same issue as losing one of your two engines but the topic of lots of hangar discussion.
Ferry flight, cargo flight or revenue passenger flight?
Ed McDonald wrote: ↑Fri Sep 22, 2023 10:54 pm
The G650 (and other multi-engine jets) are certified for 120, 180 or 208 minutes on a single engine so that was not a huge deal to overfly suitable airports to get to a maintenance facility. The Austro isn’t certified for that.
Years ago, a British Airways B747-400 lost an engine leaving LAX and continued to Heathrow on the remaining 3. Not the same issue as losing one of your two engines but the topic of lots of hangar discussion.
As I’m sure you know, there are a long list of requirements for ETOPS and private jets operating under Part 91 are exempt anyway. Still don’t think it was a good idea for even the G650 to continue, as it appears that was also done for convenience. Absolutely no excuse in my (retired) professional opinion for the DA-42 pilot.
The BA flight flight was LAX-LHR, carrying passengers. Engine failed shortly after takeoff, but the crew continued and flew to the U.K. Had to land in MAN as they didn’t have enough fuel to make LHR (drag due to rudder trim and windmilling engine). Although technically legal under CAA rules, there was a lot of controversy over the crew’s decision to continue.
