Four.

This has happened four times. To me.

The first time it happened I hadn't been a flight instructor for two weeks. I was doing touch and go landing practice at an airport just north of Vero. Shortly after take off, the airplane began running rough and lost power. I think I had somewhere around 350 hours of flight time then. This was a pretty monumental test of my ability two weeks into the job. I remember it vividly.

We had just taken off runway 8, probably around 200-300 feet above the ground when it happened. I said a very nervous "my controls!". I turned the plane around and re landed on the runway we just departed on. This plane gave power back after the initial power loss, which will prove to be the case with each. The engine never really 'fails' it just temporarily loses power. However when you fly a single engine airplane and the only thing keeping you in the air starts to sound unhappy, the effects are very scary.

The second time it happened wasn't much time after the first. About two months later I experienced this again, but this time it was in the traffic pattern in Vero. I was with a student practicing touch and go landings (I should avoid this huh?) on the small runway. We were upwind of the runway at about 700 feet, my student was just starting his crosswind turn when the engine shuddered and lost power. We were in a much better position than previously. We had altitude and the airplane was nearly pointed at the airport. Easy peasy.

The third time it happened was almost exactly 2 years after the first. It's incredible the way experience shows you the way. This time it happened at nearly 1200 feet. We had just departed from Vero and were climbing out to the practice area for some maneuvers. I took controls, informed tower that we were returning to the airport, and landed without incident. I knew the scenario, I knew the engine wouldn't completely lose power, I knew we were ok.

The last time it happened was just a short while ago.

It was more complex and time critical than any of my previous attempts.

I was on a night flight with a student. We had to complete 16 landings and fly for a little over three hours. It was going to be a long flight. We took off from Vero and after a few touch and go landings we departed to the north. In an effort to make the flight not feel like a three hour flight, we did a few landings at random airports along the way. In hindsight, I'm very happy that this didn't happen at one airport in particular.

There is an airport just to the south-east of where our evening stay was. We did a few landings here; short runway, water on one end of the runway, and congested buildings and houses on the other end. This story would read much differently if this had happened here.

Anyways, I'm getting a little ADD'ish. Focus.

We went to Titusville for some touch and go landings(hrmm). One thing to know about Titusville, they have quite possibly the largest fleet of helicopters for a flight school. The airspace is always buzzing with helicopters, day or night. This evening was no different. When we first arrived there were 2-3 helicopters in the traffic pattern. No problem, we joined the traffic pattern and began our work. Since I had to do 16 landings I was just interested in getting them over with as quickly as possible.

I think we had done 2-3 landings when it finally happened. Promptly after a touch and go at or around 100-200 feet the engine shuddered, began running rough and lost power. This was a new place for me. I have almost 2000 hours of flight experience, yet only 150 hours at night. Night time alone adds a dimension of difficulty, yet an overcast layer of clouds blocked the moonlight. It was dark.

"My controls"

I immediately idled the engine power and pushed the nose down to look in front of the plane. All I really noticed ahead of the airplane were the red lights telling me where the end of the runway is. I didn't have enough runway ahead to stop the airplane safely. I looked to my right and saw another runway with plenty of distance for me to be able to stop the airplane. I hesitated for a moment. Taxiing across that runway was a helicopter. Here I was at night, trying to re land an airplane over a helicopter. If this were a movie, John Woo would be the director and this next part would happen in slow motion with explosions in the background.

I looked back in front of the airplane again to be sure there was no way I could possibly just land straight ahead. Oh no. Those red lights just got a lot closer. I wanted to say something on the radio to warn the helicopter to move his butt off the runway. My mouth wasn't ready to speak yet. My brain power had been diverted to my hands and feet flying an airplane. I made the turn to the crossing runway, which was 90 degrees from the runway I took off from(departed an east runway, landed on the south runway).

"two zero victor landing 18!"

It was an excellent landing. Intense focus and adrenaline really make for great landings.

I taxied clear of the runway and stopped and ensured my students were still breathing. I have to say, every single student that was sitting in the left seat when these four events occurred, really took it well. As a flight instructor you always hear horror stories of students that will lock up on the controls, panic, or puke. Those are three things you never want a student to do. All my students just sat back, didn't say a word and watched it all unfold.

I knew what happened was more than likely fouled spark plugs, and I knew that the likeliness of it happening again that night was extremely rare. However I was not comfortable leaping back into the air at night to possibly have to attempt this again.

We use AVGAS that has an octane rating of 100. Specifically we use 100 low lead. Now even the name is a lie, because this 'low lead' fuel has a lot more lead than your run of the mill unleaded fuel. Lead is an additive that works really well in preventing engine 'knocking' or technically known as detonation. Essentially when an engine burns fuel it is desirable for it to smoothly burn in the precise cycle of the engine. When it instead explodes it creates engine 'knocking' and can seriously damage an engine. Unfortunately lead works the best for this.

Now speaking to aviation, the lead content is there for the same reason. Even though it's considered to be 'low lead' enough exists to create problems. This is exacerbated by Florida's heat and humidity. Warm air is less dense, which creates an excessively rich fuel to air ratio. This means a lot of unburned fuel is left in the cylinders during combustion, this in turn leaves lead deposits in the cylinder. Now if you paid attention in chemistry you would already know that lead doesn't conduct electricity well. SO essentially what happens, over time lead builds up and can get caught in the spark plug. Now most of the time the lead is just ejected from the cylinders by the exhaust valve, but sometimes, when you get REALLY lucky they stay. Even luckier, stuck in the spark plug.

This essentially kills the cylinders power, and an engine is all about balance. When one cylinder stops producing power it really messes with the rest of the engine. This is what causes the shuddering and the engine roughness.

The lessons learned from these four events are very diverse for nearly being the exact same event. Every time this problem presented itself it was due to fouling of spark plugs. I hope one day when the engine actually fails, loses complete power, or just stops, I will be as ready for it as I was with these.

Through it all I learned to be patient, aware and always looking for the next spot to land a disabled airplane.

If you have worked at or attended as a student at FlightSafety, perhaps you've heard of the Dirkmaat Flu.

It hasn't been quite an epidemic as of late, but for a while there it was a real killer. A modern day polio. Maybe even black plague. Some weeks it struck multitudes of the population, seemingly spreading like fire. Other weeks it was tame, possibly in remission. Just when you would think it was all but extinguished it would come right back out of remission and rear its ugly metaphorical head.

Nobody wants to do a stage check with Dirkmaat.

How did we get to this place? What happened along the way to create this symposium of hatred? Who did I offend? Who did I fail that thought it to be unfair? Oh that's it, everyone. Everyone wants to pass. I get it. Nobody really wants to fail. It's not human nature to desire failure. Nobody wants someone else to fail. Nobody really does. If I pass everyone what does that make me? Better? Worse?

I have never wanted anyone to fail. OK. I lied there. But most people I don't want to fail. Honestly.

When I became a check instructor I thought it would be an excellent learning experience for me. Let me tell you what. You think you're nervous going on that commercial check ride? Imagine being responsible for GIVING the check ride! It's now your responsibility to ensure this guy knows what he's talking about, and can fly an airplane without making you feel like you're about to die. You could quite possibly be the last person he flies with before moving onto some job. You could be the last person to say 'He's good' before he rams that Lear jet into a mountain with 5 of his boss' closest friends. You think you got pressure?

I think the mantra of my father to me growing up was "If you're going to do anything, don't do it half-assed." I'm pretty sure growing up I had no idea what "half-assed" meant. I've tried to take that advice to heart. I saw it as a big responsibility accepting the position, and I didn't want to let anyone down(including dear old dad). Now that sounds pretty pathetic I know, but lets be honest. I'm a high school dropout that never went to college and here I am in charge of giving people a license?! This is about as big as I've been yet. This is my only shot at doing it right. I have to do this right, otherwise I have nothing else.

I've really tried to be the best evaluator I could be.

I will admit that I had a rocky start. I took it a little too seriously, or more appropriately too literally. I feel truly sorry for the guys and gals that took those first stage checks. Unfortunately it was a learning process and I had to learn. Just like I had to learn to become a flight instructor, I had to learn to become a successful evaluator. That takes time just like anything else.

I feel like I've hit my groove now.

Coming back into the traffic pattern today on a multi engine stage check, I noticed we were unable to clearly hear the towers transmission. After the student made the initial radio call to establish two-way radio communication and receive traffic pattern entry instructions, the towers reply came back broken. Missing key words including our call sign, and detailed entry instructions. Instead we heard bits and pieces of what should have been a complete response.

My student understanding that it was extremely likely to be the radio call intended for us, and correctly assuming what the instructions were, read back a response that would have been considered normal. This made me think. I didn’t like that we had just accepted pattern entry instructions for who we can only ASSUME was intended for us.

Being the check airman I am, I began thinking. Have we actually established two-way radio communication? I never heard tower read back my callsign. My student could have easily just read back a clearance intended for someone else and were about to enter the airspace without established communication. Or worse, I could create a traffic conflict with the aircraft that the radio call was actually for. This thought process was not making me feel comfortable. I thought about it a little longer.

I thought about how upset the tower would be if I asked for clarification on a radio call I wasn’t sure about. I thought about the different ways he would yell at me, or how he would condescendingly re-read the clearance. I thought maybe the problem would just go away. Maybe there is no problem. I thought if we could just get our landing clearance nobody would notice.

It’s funny how the human brain works. I would and will always teach any student that if you are ever unsure about a clearance, an instruction, or suggestion; Never ever hesitate to request clarification, a repeat, or a new clearance. Here I am saying how I’m totally unsure to myself and I’m debating myself on if I should or shouldn’t query ATC about it!

“Tower radio check, how do you hear?”
“I hear you loud and clear”
“Tower, I read you broken”

This would prove to be a very frustrating conversation. In my mind the word “broken” must mean something completely different.

“Well apparently you’re experience problems, so better just land and check out the problem”
“How about I check out our second radio”

Second radio had the same issue. The towers transmissions were coming through “broken”. Now if you’re unfamiliar with how radios work, I’ll make it really really easy. Having the same problem with both radios at the same time is like winning the lottery twice in a row on a Wednesday in July. Unpossibile(sic). Unlikely.

“Still experiencing the same issue tower, I’ll keep you advised”

Of course he doesn’t respond to me.

After landing we heard the next few transmissions perfectly clear. I again stated that our problem was resolved, and he didn’t care. I had to terminate my stage check because the tower believed I had an issue, that really didn’t exist. It frustrated me to no end to have the tower make a decision for me when I didn’t need them to.

The moral of this story is this: Don’t ever hesitate to ask for clarification, or a repeat of a clearance. Even if the controller is a complete psychopathic jerk.

Yup, that was me leaving Tampa International today.

Turn right heading 170
Heading 170
Turn right heading 170
….Heading 170
If you can hear this transmission, ident.
Crap.

Recieve worked fine, transmit no worky. Reset the avionics master, reset CBs, tried different coms, tried different headsets, different PTT buttons, nothing.

After a descent acknowledged by another ident, we were VFR. I set 1200 in and confirmed my IFR cancellation with another ident. Flew from Tampa all the way back to Vero VFR. Pulled out my cell phone and watched for when I had service. I had maybe 2 bars of service over Arcadia and immediately called the tower. I told him I was about 30 minutes away, NORDO and wanted to land. Right over the phone he cleared me to enter the pattern via a right base and to look for light gun signals.

About 10 miles out I set 7600 again and tower had me ident to acknowledge.

You're number one, cleared to land.

Phew.