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Now for a situation no one wants to ever get into; an Engine Fire. This is perhaps the scariest thing that could happen to a pilot. Learn how to put out the fire and land safely… and fast!



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Check out the following articles about engine fires:
Different types of engine failure (including fire)
Engine Fire Article



Click the link below to reveal the English transcript for this episode!
View transcript

Aviator90 Episode 44

[intro music]

Chris Palmer: [0:31] Welcome to another episode of Aviator90 from Angle of
Attack. This time, I’ll be discussing engine fires and what exactly
you need to do in this situation. This is a very critical
situation. It’s very dangerous, and it requires one of the more
aggressive maneuvers that you would have to do during an emergency.
[0:53] So let’s dive right in, and I will show you exactly how this
looks and how you should handle this situation if it presents
itself. It’s very important that this is handled quickly and with
authority. So let’s dive right in and check it out. So obviously,
an engine fire isn’t just going to happen when you know it’s going
to happen. It’s going to be something that comes very suddenly, and
you need to know exactly what to do.

[1:23] Now, our first priority is to get that fire out. An engine
fire means that there is probably fuel burning up there or
something else. It also probably means that your engine is
destroyed and no longer reliable. So that means we are going to
have to also make, more than likely, an off airport landing.

[1:44] All right, there’s the fire. Pull power, pull mixture. Now
you are going to dive to the red line of the airspeed. All the way
to the red line to try to put out that fire. The rushing air is the
best thing to put out the fire. Keep diving right at that red line,
keep that red line and try to get that fire out as soon as
possible.

[2:06] All right, the fire is out now. We can pull up and we can
recover a bit. I can even balloon and use that air speed to climb a
little bit. I’m going to close the vents here so I’m not getting
anymore of that bad air from up front. The side window is open for
ventilation. All right, we climbed a little bit, that helps. And
now I turned off the fuel, so no more fuel will go to the engine.

[2:31] I see an airport off to the right, but I really don’t think
I can make that airport. So I am going to land straight ahead on
the beach. I think that’s the safest bet here. It’s kind of
tempting to go over there because it looks like it would be close,
but I think it would be too close. So straight ahead, here we go.

[2:56] We want to turn off our master switch as well. The last
thing we’ll do before that is put down the flaps, which you heard.
And I also turned off the master switch, so we are a glider now.
Engine is stopped. Everything is stopped. Now we are going to do
our best to land softly on the beach here, or wherever else you
decide to land. Restarting the engine is definitely not recommended
because it started a fire for a very good reason, and you don’t
want to restart that and make things worse.

[3:32] So that’s about it. You’ve got to push over to the red line
of the airspeed and really get that air rushing past the aircraft
in order to put out that fire, very essential that you do that.
Also essential, you cut the mixture and also turn off the fuel. You
also want to make sure that the people in your cabin are
comfortable with the air in the cabin, because it can get pretty
smoky in there. And then, you perform an emergency landing.

[4:04] So that is an engine fire, in a nutshell. Certainly
something that no one ever wants to face. That is quite a
dangerous, scary situation. But there is a way to try and handle
that. So we did a good job today, we got it done. And that is it
for this episode. This is actually the last lesson. But I want to
discuss, in the next episode, episode 45, some things about what is
next. So I’d love for you guys to tune into that. Until next time,
throttle on.

Transcription by CastingWords




Please comment or ask a question! We would love to hear from you.

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  • Paul

    Nice one Chris, enjoyed it. Though there’s a twinge of regret that this is the last training episode – A90 has become a regular part of my evening’s viewing!

    I never knew FSX modelled an engine fire like that, either!

    One question: what if you’re too low to do the dive as you demonstrate here? Any tips? I assume it’s just too bad, you have to land as soon as you can.

    • http://www.flyaoamedia.com/ Chris Palmer

      Hey Paul,
      No problem there! AviatorPro will pick up right where Aviator90 left off ;)

      FSX didn’t model that. It was some special effects. Sure convincing, though!

      In this particular situation, if I was lower and the mixture and fuel cutoff didn’t stop the fire pretty quick, I’d still make for the beach and if it wasn’t out by that time, I’d head for shallow water.

      That way the fire could get put out in the water (most likely).

      I’d rather drown than burn alive. Sounds morbid, but that would seem like the lesser of two evils.

      No water? I’d just get it down and get out ASAP. Usually the fuel cutoff will take care of this and the fuel up there would burn out pretty quick.

      Anyway. That’s all just improv thoughts on the matter.

  • http://ehangar.net Timothy

    Wow, sad! But great episode! :) I have really enjoyed these episodes! Thank you Chris!

    What if you have an engine fire over woods and there is no way to get past the woods… would you try to restart then?

    • http://www.flyaoamedia.com/ Chris Palmer

      Let me answer you question with a question: Would you rather burn alive or take your chances with a tree? :)

      • http://ehangar.net Timothy

        Hmmm…that’s hard…. burn alive??? :D jk I guess I didn’t think about the wind factor… :)

  • http://www.flightsimstickers.com Tom

    Great, I jumped in my Archer and set failures for engine fire 4 – 5 min in, and took off. Sure enough, SMOKE and FLAMES pouring out the bottom of my Piper. I did not have enough ALT to hit the red line. I did every thing else and glided back and got off the runway and opened the door. I am just glad I did not use my regular plane.
    I will really miss AVIATOR 90.
    Thank for an excellent series to learn some new FS stuff.
    I love fly alongs and sight seeing flight like Hamburger Flights to anywhere…

    …On to AVIATOR PRO
    Tom

    • http://www.flyaoamedia.com/ Chris Palmer

      Bring on AviatorPro! It can only get better from here.

      What addon actually shows it like that? That sounds cool.

      • http://www.flightsimstickers.com Tom

        At the Free Flight screen of Flight Sim in the middle right is “Failures”. In this find ENGINE and then FIRE set you random time and BOOM. You can set just about any flying failure.

        Tom

        • http://www.flyaoamedia.com/ Chris Palmer

          Why didn’t I know about this?…. All this time and I’ve never known it was there?…. wow.

          • http://www.flightsimstickers.com Tom

            Glad to give back even just a tiny bit.

  • Mark

    Excellent finish to the training section, and I’ll definitely watch the final video to see what comes next.

    Can I say a big thank you Chris? I’m sure lots of us have learnt a whole load of stuff from this great free resource, and I really hope there’s a pay off for you and AoA in the future from all the good will this series must have generated!

    Cheers,
    Mark

    • http://www.flyaoamedia.com/ Chris Palmer

      I really appreciate that, Mark. It’s seriously been such a huge pleasure to do. I can’t wait for it to continue to pay off in the future for many, because it can only go on and on.

      Thanks for being here to comment and encourage me along the way! It’s been a LOT of hard work. Just ask my wife! I owe her something awesome.

      But really, thanks for being here.

  • Daniel Valido

    Hi Chris!

    Another great video! Just a question… What´s that fire effect? Is that an FSX addon? Or just some video edition?

    Cheers

    • http://www.flyaoamedia.com/ Chris Palmer

      It’s something I did in post. Kind of a cool effect! I was surprised I was able to make it. Looked convincing and scary, though!

  • gerhbooy

    Now there is something I have not thought of… as soon as a find a new yoke, Im going to try this.

    Thanks Chris

    Gerhard

    • http://www.flyaoamedia.com/ Chris Palmer

      Go for Saitek. Certainly my recommendation!

  • Bruce Saunders

    Great episode Chris. Next episode re the future will be intersting! A question, I’ve often wondered why no extinguisher is built into the engine bay the aircraft,
    Bruce

    • http://www.eaahighriver.org Paul Gregory

      All GA planes have to have an extinguisher in the cabin. As for the idea of a fire suppression system in a GA plane’s engine, I don’t have any sources to quote but I would guess cost, added weight and it may not work anyway. Almost all GA engines are air cooled so a lot of wind blows through the baffles which would quickly blow off any halon or other fire suppression chemical.

      That said, I’m sure something could be engineered but new GA planes are extremely expensive so adding to the cost might not help sales… Today’s engines have a less chance of catching fire anyway.

  • Tome

    Chris, a big thank you for the great series! I’ve learned so much and I’m looking forward to Aviator Pro.

    Question about the beach landing – sure, beats burning to death :-) – but in a real-life unfortunate event, wouldn’t soft sand provide too much resistance on the wheels (which would probably break at that time) and tip over the plane? It’s just a thought, I’ve never heard anything about this stuff before. I guess it’s mostly luck at that point.

    Tome

    • http://www.flyaoamedia.com/ Chris Palmer

      There really wasn’t a great option.

      One thing has to be clear.

      At the time of a huge issue like this keep one thing in mind: SAVE YOURSELF. Forget about trying to save your pretty little airplane. Land at the best place possible.

      It’s really that simple.

      Insurance will pay for a new airplane, but they can’t bring you back to life.

    • http://www.eaahighriver.org Paul Gregory

      As Chris says, in emergencies it can come down to 1. what’s you available; 2. your training; and, 3. personal choices. Personally, I’d take land over water especially in a high wing and welded wheels – guaranteed sudden stop and violent flip and its not about saving the plane but its occupants (a gear up low wing Bonanza might fair better if you don’t clip a wing tip). Egressing a submerged plane is extremely difficult without training. “Reports from aviation publications state that 90% of people that end up in the water while flying, drowned needlessly. This indicates that they survived the impact but succumbed to drowning when they did not exit the aircraft.” http://www.dunk-you.com/index.html

      Tomes, to land on a beach, you land near the water line along the surf (if there’s room). That is where the sand is damp, flat and quite firm. Soft sand is, as you say, tricky at best.

      As for every emergency, there is no correct “procedure” except the ones you survive so Chris’ decisions he demonstrates are just as valid as anyone’s so I am not trying to contradict Chris at all. I thought I’d add a different perspective to the discussion in the spirit of fun discussions. I am lucky not to have had an engine fire so I am no expert!

      Chris, thanks again for all the effort and time you put into the series. I applaud your dedication to promoting aviation! It is a personal goal of mine to introduce as many people to aviation as possible and get more pilots flying. Everyone can fly – all it takes is dedication, time and resourcefulness. Many people think aviation is only a rich person’s game – it isn’t.

      So to everyone out there – keep up the simming, go to your local airport, meet pilots, join the many groups out there (like the EAA http://www.eaa.org), get a introductory flight… in other words – THROTTLE ON!

    • http://www.eaahighriver.org Paul Gregory

      Here’s how you land on a beach – note the sand by the surf is quite compact and hard…

      • Charles Earl

        That looked like Tundra tires on a 206. If I had to fly in bush, I would not fly without Tundra. They look like they could just about land on anything! But ya. That sand looked solid for sure. I guess if you had to choose between trees and water though, water would be the safest bet I would guess. In my head it comes out that way.

        Here’s to hoping we (or anyone we know) never have to be associated with this kind of emergency.

        C.

  • TomConstantine

    It’s been an excellent course Chris. I was away for two weeks and a little under the weather this week so I have a lot to catch up. I’m looking forward to what’s next.

  • Fryanair

    Hi Chris I have a question: the engine is shutted down, and we want to fly at our best gliding speed, but when do we have to extend the flaps? and how many notches? I mean when the plane is a glider extending the flaps would result in a less efficient aerodynamic configuration (yes we add lift, but also a lot of drag, maybe too much for a gliding path, am I right?), but nontheless in your video you extended full flaps for the landing. So maybe we have to extend flaps only on short final, to make sure we can touchdown at the minimum speed possible without stalling… is it right? Am I missing the point of flap management in this situation?

    Another question is about flaps in engine failure on the initial climb, just after takeoff (400ft average). So let’s assume we’re climbing at 60 kias with one notch of flaps in a Cessna 172. Engine fails, so we have to lower the nose to maintain our best gliding airspeed, right? And the flaps? Do we have to retract them, or just leave it there?

    Thank you for sharing with us your knowledge, can’t wait for the 737NGX to come out for diving in your training.

    • Alex Rantos

      Usually you put full flaps when you know you can make the field, and you are on the “white” arc (safe flap extension speed).
      It is always recommended to make a full flap landing, as it will reduce your speed to minimum before touch down.
      At least that was the training brief for PPL

    • Alex Rantos

      Usually you put full flaps when you know you can make the field, and you are on the “white” arc (safe flap extension speed).
      It is always recommended to make a full flap landing, as it will reduce your speed to minimum before touch down.
      At least that was the training brief for PPL

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