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Flight assist received by small aircraft pilot as in-flight engine shutdown executed. Altitude deviation occurs later when other engine is inadvertently shut down during checklist use by spi.
| Attributes | |
| ACN | 201227 |
| Time | |
| Date | 199202 |
| Day | Fri |
| Local Time Of Day | 1801 To 2400 |
| Place | |
| Locale Reference | atc facility : arb |
| State Reference | MI |
| Altitude | msl bound lower : 2000 msl bound upper : 3000 |
| Environment | |
| Flight Conditions | IMC |
| Light | Night |
| Aircraft 1 | |
| Controlling Facilities | tower : ewr |
| Operator | general aviation : personal |
| Make Model Name | Small Aircraft |
| Flight Phase | cruise other other |
| Route In Use | enroute : direct enroute : on vectors enroute airway : dtw |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | Other |
| Function | instruction : instructor oversight : pic |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 250 flight time total : 19500 flight time type : 700 |
| ASRS Report | 201227 |
| Person 2 | |
| Affiliation | Other |
| Function | flight crew : single pilot instruction : trainee |
| Events | |
| Anomaly | aircraft equipment problem : critical altitude deviation : excursion from assigned altitude inflight encounter : weather other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : overcame equipment problem other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | Pilot Deviation other |
Narrative:
IFR training flight from yip-jxn-yip. During short cruise phase from jxn-yip (43 mis) (no. 1 front) engine began running very rough. Could not keep engine running with high boost or mixture control. Tank had plenty of fuel, 23 gallons, more than 2 hours remained. Stopped rotation on no. 1, advised altitude and asked for a heading to yip and the wind/WX. In addition, I gave the student the engine failure check list and asked that he complete the 'securing engine' portion. We had briefed this procedure on the ground, but had not completed the drill in the aircraft I was busy and felt that I could monitor his actions as I flew. A good instructor will allow a student to learn from errors. My student completed the securing engine check and shortly after the no. 2 engine lost power. I knew the engine and tank had fuel and said 'get me some fuel'. He had completed the securing check list by turning the fuel selector for the operative (rear) engine off. It took me less than a min to identify and correct the problem. However, my workload was very high and we lost over 1000 ft of altitude in the process. After regaining power to the rear engine, I accepted heading to arb, 6.5 mi to northeast. Landing was uneventful. Drained the main sumps and drains on the left tank and found significant water and ice on the fuel (more than 1/2 gallon). Had maintenance completely flush and drain fuel tanks. Continued to find water after four cycles of flushing the tanks. This aircraft is in very good mechanical condition, however, the owner has it outside. I suspect this aircraft has had fuel contamination for some time. I drained fuel from auxiliary and main sumps earlier in the day with no significant contamination. The effect of flying 4 hours this day in very cold temperatures exposed the true problem.
Original NASA ASRS Text
Title: FLT ASSIST RECEIVED BY SMA PLT AS INFLT ENG SHUTDOWN EXECUTED. ALTDEV OCCURS LATER WHEN OTHER ENG IS INADVERTENTLY SHUT DOWN DURING CHKLIST USE BY SPI.
Narrative: IFR TRAINING FLT FROM YIP-JXN-YIP. DURING SHORT CRUISE PHASE FROM JXN-YIP (43 MIS) (NO. 1 FRONT) ENG BEGAN RUNNING VERY ROUGH. COULD NOT KEEP ENG RUNNING WITH HIGH BOOST OR MIXTURE CTL. TANK HAD PLENTY OF FUEL, 23 GALLONS, MORE THAN 2 HRS REMAINED. STOPPED ROTATION ON NO. 1, ADVISED ALT AND ASKED FOR A HDG TO YIP AND THE WIND/WX. IN ADDITION, I GAVE THE STUDENT THE ENG FAILURE CHK LIST AND ASKED THAT HE COMPLETE THE 'SECURING ENG' PORTION. WE HAD BRIEFED THIS PROC ON THE GND, BUT HAD NOT COMPLETED THE DRILL IN THE ACFT I WAS BUSY AND FELT THAT I COULD MONITOR HIS ACTIONS AS I FLEW. A GOOD INSTRUCTOR WILL ALLOW A STUDENT TO LEARN FROM ERRORS. MY STUDENT COMPLETED THE SECURING ENG CHK AND SHORTLY AFTER THE NO. 2 ENG LOST PWR. I KNEW THE ENG AND TANK HAD FUEL AND SAID 'GET ME SOME FUEL'. HE HAD COMPLETED THE SECURING CHK LIST BY TURNING THE FUEL SELECTOR FOR THE OPERATIVE (REAR) ENG OFF. IT TOOK ME LESS THAN A MIN TO IDENT AND CORRECT THE PROBLEM. HOWEVER, MY WORKLOAD WAS VERY HIGH AND WE LOST OVER 1000 FT OF ALT IN THE PROCESS. AFTER REGAINING PWR TO THE REAR ENG, I ACCEPTED HDG TO ARB, 6.5 MI TO NE. LNDG WAS UNEVENTFUL. DRAINED THE MAIN SUMPS AND DRAINS ON THE L TANK AND FOUND SIGNIFICANT WATER AND ICE ON THE FUEL (MORE THAN 1/2 GALLON). HAD MAINT COMPLETELY FLUSH AND DRAIN FUEL TANKS. CONTINUED TO FIND WATER AFTER FOUR CYCLES OF FLUSHING THE TANKS. THIS ACFT IS IN VERY GOOD MECHANICAL CONDITION, HOWEVER, THE OWNER HAS IT OUTSIDE. I SUSPECT THIS ACFT HAS HAD FUEL CONTAMINATION FOR SOME TIME. I DRAINED FUEL FROM AUX AND MAIN SUMPS EARLIER IN THE DAY WITH NO SIGNIFICANT CONTAMINATION. THE EFFECT OF FLYING 4 HRS THIS DAY IN VERY COLD TEMPERATURES EXPOSED THE TRUE PROBLEM.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.