Aviator-Talk

May I? The concern in this matter can be expressed as a question. Does losing an engine in a light twin constitute an emergency?

Obviously, the answer, nay, the correct answer, depends upon factors and conditions such as pilot proficiency, meteorological conditions, suitable terrain, proximity to suitable aprt, type of wx at the time, and on and on. Losing one while at altitude within glide distance of a suitable aprt in day VMC in the flatlands does not sound like an emergency.

Also, there are other human factors which influence the answer. Not Dave's friend, but all pilots in general; how many of us have decided all the immediate action items in advance? Sure, there is the mantra repeated when launching in a light twin, but how many of us repeat it while in cruise at altitude? Or, what is your min alt which you must attain before you even think about making a 180? But that decision can be influenced or delayed by our conflicting thought of wanting to be a good sport and not clog the system.

I had heard several stories of losing an engine while in flight. One of those stories involved a lot of disbelief which continued a might too far into the situation. I thought, I'll not do that, I'll not let my mind be muddled by disbelief and the indecision which may follow. Yeah, right.

Bottom line, at least for me; even having considered my response before the situation occurs does not necessarily predetermine my reaction when the situation should occur. Heck, I may decide to supercede that pre-decision with a more viable decision. This is not a reflection on anyone but myself. That is, I can easily see several reasons why losing an engine in a light twin would not constitute an emergency.

All or us have probably had something like this occur. It's great if you can explain to the controller--may have had several folks comply before you (in your well reasoned fashon) didn't.

Had a friend lose an engine on a P-baron; he reported and was near a good emergency field. Just need to circle down and make the single engine approach. The controller wanted circles toward the dead engine; the pilot preferred into the operating engine. There was a little back and forth until the pilot had a chance to explain. It might have worked out either way, but he was ready to declare an emergency if the quick explaination wasn't sufficient for the controller.

Many controllers aren't pilots--as you know. Fumbling through an unlit area without lines with moving ground vehicles around wouldn't be my first choice. Sounds like you made a great decision and made the controller aware it could be a safety issue.

Flew into LIT late last night, and ATIS has taxiway J closed, and taxiway F is closed between H to M. Landing on 4L, that leaves exiting the runway at M and taxiing through the cargo ramp as the quickest taxi option.

http://download.aopa.org/iap/20050609/airport_diagrams/00233AD.PDF

My captain and I discuss this a bit, throwing ideas around. For my part, I had been through the cargo ramp during the day only, and there are no center/taxi lines or taxi lights in the area. My captain had seen it once at night, and said it was not well lit and full of trucks and planes. We decided to then to plan on exiting the runway left at M, and wiggle around the taxiways to come back up F and H to parking.

After landing, the controller tells us to exit right on M through the cargo ramp to parking. I quickly tell him we'd prefer not to use the cargo ramp and instead take M left, C, P, F, and H or a backtaxi. He came back with I don't understand, you are saying you can't go through the cargo ramp? Is that a new company policy? I said no, just a preference. He queried again, and I insisted, and he finally agreed to let us backtaxi on the runway and get off at P then F and H to parking. As we are turning, he comes back a bit antagonistic and demands a proper answer as to why we are refusing his cargo ramp option. I just said standby, waited until we cleared the runway, and asked the captain to explain. Captain goes into our pre-landing discussion of our whys', and the controller then said he understood and sounded a tad friendlier, and expressed his opinion that the airport ops were cramping his style by closing J.

So obviously, I would prefer to avoid discussions like this on the runway. One way might have been to bring this up prior to landing, which I did ponder, but he was busy at that point working an emergency at a close by uncontrolled airport that had had an airplane just land and the gear collapse; he was coordinating CFR and trying to find out if the pilot was okay. Didn't think he'd appreciate an interruption at that point; he was also working approach, tower, ground and clearance all at once.

Gave us some amusement for the night, anway.