A scenario like this could happen if engine power was lost due to the two causes that we did not mention yet. These are flying through volcanic ash or running out of fuel.
Back to the bird strike incident, we talked about most engine failures happening at a much lower elevation when taking off and landing. Miraculously, all people aboard were rescued by nearby boats. This is proof to passengers that if both engines fail, there is an excellent chance that even if the plane cannot make it to an airport, it could still all end well!
As we pointed out earlier in the glide ratio, the higher up you are when the engines fail, the further you can glide. Two incidents that come to mind were both due to running out of fuel. The first of the two happened in the summer of when due to a miss calculation, Air Canada flight ran out of fuel at 41, feet 12, m.
The aircraft, a Boeing , was en route from Montreal to Edmonton when partway through the flight, they realized that they did not have enough fuel for the journey. The cause was that Canada was converting to the metric system, and the ground crew fueled the jet in pounds rather than kilograms giving them half the fuel they needed for the flight. Account icon An icon in the shape of a person's head and shoulders.
It often indicates a user profile. Log out. US Markets Loading H M S In the news. Thomas Pallini. United Airlines flight landed safely after experiencing an engine failure over Denver over the weekend. Even if the engine failure had occurred over water while en route to Hawaii, the aircraft likely could have landed safely.
Wide-body aircraft like the Boeing are rated to fly for more than five hours on a single engine. Loading Something is loading. Email address. Sign up for notifications from Insider! These are something you should know in advance.
After that the aircraft should be carefully trimmed for that speed and glide angle. The next thing to do is to look for a safe landing site. Ideally you will have been flying with the possibility of engine failure in the back of your mind, which means that you will not be flying over a congested or built up area, and you will have quite a wide choice of fields in which to land. If you are unsure of where to find a good landing site, turn downwind, so that you can cover a large amount of ground while looking for a landing area.
You now need to select a suitable field. These five Ss are size, shape, surface, slope, and surroundings. In other words, you need a large field of a sensible shape, and it should be flat, with no high crops in it, and no large obstacles to be cleared. You now need to work out how to land in the middle of your chosen field. You need to plan an approach and pattern which will bring you safely to the middle of the field for touchdown, as this allows you some space for error.
Only when all of this is done should you start to consider a possible engine restart, and a mayday call on the radio. Once you are safely established in a glide which you know will enable you to reach your chosen field, can you can take sensible steps to restart the engine. You may only need something as simple as the application of carburetor heat or to change fuel tanks.
If this is the case, well and good, and you can fly away safely. If it is something more complex than that, then it is best not to waste time bothering.
I was always taught that if carburetor heat or changing fuel tanks did not work, you should not try anything else, but should just concentrate on landing the plane safely. Putting out a mayday call will hopefully draw attention to your plight, and it means that the emergency services can be alerted, so that someone will be there to help when you land, or at least well on the way.
The mayday call taught during the PPL course is quite detailed, and this is fine if you have time for it. Simply give ATC your callsign and position if that is all you can manage. There is not much point in telling them your altitude, as it will be constantly changing! Once you are committed, and you know you can reach the field safely, you can start to do shutdown checks if time permits. Turn off the fuel and the engine, as you do not want the engine to suddenly and unaccountably start up at very low level, which has occasionally been known to happen.
But ensure the electrics remain on, to enable electrically operated items such as flaps and the radio to operate. If there is time, brief your passengers for the emergency landing. Of course, they should have been briefed before the start of the flight, but they will probably not remember everything by this point. From the foot point, the approach becomes the same as the glide approach exercise which you will have practiced during the PPL course. Be too high if necessary, rather than too low.
The standard operating procedure in this case is for the flight crew to call air traffic control, declare an emergency, and begin a rapid descent, with the thrust lever for the remaining engine set to idle and thin plates known as spoilers extended above the wings to increase drag.
To prevent blacking out, Shults and her copilot would have donned full-face masks supplied by a pressurized oxygen tank. Once having reached 10, feet, the flight crew would have removed their oxygen masks and continued to fly the plane normally, which the Southwest crew did until their emergency landing in Philly.
They could have had it worse. There have been a handful of cases on commercial flights in which an emergency has knocked out both engines. The pilots of Air Transat Flight did this in , when they ran out of fuel over the Atlantic, 75 miles from the nearest airstrip, but managed a safe landing in the Azores.
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