The tower controller cleared me to land, inquired as to why, and even though I hadn't declared an emergency, he dispatched a mammoth fire-fighting vehicle that followed me back to the ramp. The firefighters were decked out in disaster garb and seemed eager to douse the airplane with foam, so I signaled that all was OK.
Precautionary landings are a good idea whenever the airplane is not behaving normally on takeoff and initial climb, but in this instance the airplane was performing fine. The non-standard fuel flow indication could have been nothing more than a temporary drop in normal fuel pressure caused by the high ambient temperature, or even a gauge problem. However, I elected to return to the airport because I was about to make a three-hour flight over open water. The last thing that I needed was a problem with fuel flow to one engine.
The takeoff roll and initial climb is, ironically, both the best time and the worst time for a problem to develop. It can be the best time because you may have an opportunity to abort the takeoff and safely land on the remaining runway. You're also more focused and concentrating harder than at any other time in the flight except final approach and landing, so your brain is engaged and ready to respond to an anomaly.
Conversely, the takeoff and initial climb can be an extremely hazardous time for problems because you may be departing from a short field with no room to abort and you tend to be flying slow and close to the ground on the initial climb. There is precious little time and space to prepare for an off-airport landing, if it comes to that.
So, how should you react if a problem occurs at the very beginning of a flight? The answer depends on when it occurs. It also depends on the nature of the problem.
Catastrophic mechanical problems are extremely rare in any phase of flight, so you shouldn't be obsessed with the possibility that the propeller will suddenly grind to a halt or the engine will lose power. The most effective way to preclude a problem, either catastrophic or minor, is to use the airplane's before-takeoff checklist. Barring that very rare catastrophic mechanical failure, conscientious use of the checklist will catch most of the problems of omission that might occur on takeoff and initial climb. However, you may want to consider devising a second before-you-go checklist.
For example, after I've run through the standard before-takeoff checklist and have been cleared onto the runway for takeoff, I invoke my own custom last-chance-before-takeoff checklist to en-sure that I've checked and configured the critical items. I check to make sure the fuel is on the proper tank and the fuel pumps are on (if applicable); flaps are in the takeoff position; ignition switch is set to the Both mags position; pitch trim is set for takeoff; transponder switch is in the altitude reporting position; the cabin door is closed and locked; directional gyro corresponds to the runway heading; engine instruments read normally at full power on the takeoff roll; and that I rotate at the target airspeed. The acronym for remembering each item is FFITTODDIT (fuel, flaps, ignition, trim, transponder on, door, directional gyro, instruments, target airspeed), which I read as the mnemonic, "Fit To Do It."
I consider my personal takeoff checklist to be a diploma from the school of hard knocks. Every item on it is something that I forgot to do at least once in the past. If you're going to have a problem on takeoff or initial climb, it will likely be associated with one of these last-chance items. It could be something as minor as forgetting to set the directional gyro-minor, that is, until you get an instrument rating and launch into a low overcast only to discover that your DG is off by some unknown amount because you forgot to set it to the runway heading. Or, it could be as serious as forgetting to set the pitch trim. If the trim has not been reset since the last landing (when it most likely ended up in a healthy nose-up setting), it could result in an unexpected and possibly severe pitch-up on takeoff, which could be difficult to overcome.
A cabin or baggage door that pops open on takeoff or climb is one of those problems that isn't really serious unless the pilot makes it so. Fatal accidents have occurred when pilots became distracted by an open door and forgot to fly the airplane. In fact, in most airplanes, an open door poses little or no detriment to aircraft control. If it happens to you, just fly the airplane. Assure your frightened passengers that there truly is no danger, just a lot of noise, and you will be returning to the airport to land. Then make a normal approach and landing.
If a problem occurs on the takeoff roll, the prudent action is to abort and brake to a stop. What constitutes a problem? Professional pilots are taught that the takeoff roll is a lousy time to troubleshoot a problem; therefore, abort the takeoff if any annunciator light, no matter how minor, illuminates on the takeoff roll. That's good advice.
Noticing a glowing caution or warning light isn't the only reason to abort a takeoff, however. If something just doesn't seem correct-if the airplane seems sluggish on acceleration or steering is difficult-abort the takeoff. If you've already lifted off and sufficient runway remains, reduce the throttle and land. Don't just chop the throttle, however; the sudden loss of power at that slow initial climb speed and climb angle of attack could result in an immediate aerodynamic stall. Remember, fly the airplane first.
If there is not enough runway remaining and the engine is developing enough power to at least continue a shallow climb, plan to return to the airport. Inform the tower of your intentions. Power permitting, climb to pattern altitude and fly a close-in downwind. If the engine then loses power or quits altogether, you'll be in position to make a safe deadstick landing.
Job number one for the pilot in any emergency or abnormal situation is to fly the airplane. That means maintaining adequate airspeed, attitude, and directional control to avoid a stall or loss of control at low altitude.
Avoid overreacting to a problem. Of the items on my last-chance checklist, the ones that possibly could have an immediate or significant effect on aircraft performance or handling at such a critical point in the flight are fuel tank selection, fuel pump switch position, and flap and trim settings. Of those, the two fuel items are the most critical, since the engine will not operate without fuel.
Following my precautionary return to the airport, I spent considerable time checking out the fuel flow problem. When I was satisfied that the engine and fuel pump were working normally, I taxied back to the runway, worked through my checklists, and finally pushed the throttles forward. The engines and props spun up, the needles in the gauges climbed smartly to their full-power roosts, and the airplane began to climb to its cruising altitude. All was as it should be.
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