This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports.
Was starting the flight portion of my private pilot checkride in a Piper PA 28.
Me and the DPE did a thorough preflight inspection of the aircraft and went through the documents prior to flight. We both determined the plane was in an airworthy condition for flight.
Started the plane and ran through all checklist with no problems, did the run-up and everything looked normal on the ramp, left mag had about a 50 rpm drop and the right had a 50-75 rpm drop, carb heat normal drop as well.
Plane was leaned for taxi and the taxi was normal, no indications of engine roughness. Went mixture full forward for a soft field takeoff and the engine was normal throughout takeoff, systems in the green at 2,000 rpm.
At about 600 feet went to cruise climb of 90 knots, Tower told us to contact Departure. Departure gave us “altitude our discretion.”
After reading back the “altitude our discretion,” the engine went quiet for a moment, almost like it skipped a beat. Then within three to five seconds later it happened again.
As soon as this happened the DPE told me to keep climbing and turn back towards the runway and we talked to Approach. They asked what the problem was and we notified that we were having possible engine issues. They told us to follow the aircraft in front of us and asked if we wanted any services on the ground.
At this point, Approach told us they were calling for priority handling and that we were cleared to land on XXR. I performed a forward slip to a landing and landed without any issues.
Once on the ground we continued to notice slight engine roughness. The fire trucks followed us from the runway back to the ramp just to make sure everything was alright.
The DPE tried to run a quick diagnostic of what happened, but didn’t want to run the engine up too much that close to ramp parking. He did do a “soft” mag check of the mags with the engine idled at 1,000 rpm.
At this point we shut down the engine and parked the plane.
Primary Problem: Aircraft
ACN: 1901460
“Clickbait story ends just as it begins.”
This wasn’t an example of the “impossible turn” because the engine never failed, it sputtered twice so they made a precautionary landing with engine power still available.
Fuel delivery/contamination?
Yes, we’re all wondering if you a) had to pay a second examination fee b) passed on the next attempt c) learned why the engine was cutting in and out .
My own check ride never got off the ground. The examiner said, “You’re looking at a sky with 100% cumulocirrus clouds. Do you make the flight?” Cirrus clouds are thin, cumulonimbus clouds are rain and may be associated with storms. Never heard of cumulocirrus.
If I question him, he may think he’s been called stupid or that his authority is being challenged. On the other hand, I can’t give a correct answer to an incorrect question. And he finds it appropriate to try to stress me out with belittling. “C’mon, man, you encounter these conditions all the time. If you have to take this much time to think about it, I don’t want to get in an airplane with you.”
So I answer: “If it’s a training flight within reach of the airport, I go. But if it’s a cross country, I get a more detailed weather report before I decide.”
End of check ride. Goodbye $250 and private pilot certificate. Especially graveling because he passed the previous applicant, a police detective, despite the fact that it was a night flight yet the pilot never turned on any of the exterior lighting.
That’s because the answer to your if you should go question was ya of course. That type of cloud is small puffy clouds at high altitudes. They are not a factor for most ga flight.
Considering that this happened on a check ride, it appears you handled this very real-life emergency very well! Even though the ride couldn’t be completed, I hope the DPE commended you and at least passed you on the “emergency operations” part of the check ride. I can feel your pain with mechanical problems costing you a check ride. It happened to me on my IFR ride. And, I’ve had several engine-out problems (traced back to prior owner neglect of supporting systems — fuel injection system, spark plugs, mags and prop governor). This kind of “real-life” training, while I wouldn’t wish it on anyone, really shows you what you’re made of…great job! And hope you get that check ride finished soon!
…leaned for taxi after doing the runup???
Leaning for taxi is good practice, especially for Lycomings. It helps prevent fouling the plugs.
This is a good example of why the “Impossible Turn” is not always impossible. The fact that many of these events are not reported leads to the erroneous conclusion that attemping to turn back usually or always leads to an accident.
Pilots should practice the turnback manuever with an instructor at safe altitude so they will be ready and able when the need arises, and will know what is possible and what is not.
This is not an example of the impossible turn, or “fatal 180.” The engine never failed. They were still under power.
This was reported because …….. ?
I agree with Dave 😒
And??
Glad you landed okay but you left us hanging. What’s the rest of the story?
Those, like me, who expected the rest of the “story”, are still waiting for it.
If the report made to the ASRSy was only justified to present the reasons why the aircraft returned to the airport immediately after take off (presumably in the runway with tailwind), I just wonder the reason of the present publication. Just to demonstrate the possibility of “impossible turn”?
Carb ice… the embarrassing truth is never announced loudly…
Glad you both made back safely. Good job!