Six months after I earned my private pilot certificate in the fall of 2009, I added a complex endorsement in a Piper Arrow. The short cross-country trip from Green Bay, Wisconsin, to Iron Mountain, Michigan, and back had been uneventful.
Returning to Green Bay, conditions were reported as winds 312 degrees at 12 knots, with 10 miles’ visibility and clear skies. At the 10-mile ring of Green Bay’s Class C airspace, I announced I was inbound for a full stop. Green Bay Approach told me to anticipate Runway 24. From my heading of 180 degrees, this approach would take me south directly over the city, then west over the Packers’ Lambeau Field stadium.
The first indication that something was wrong came as a slight shudder. My passenger, also a pilot, said she had felt it too. Half-jokingly, I said, “You know, this is when a good pilot starts to look for a place to land.” To the right, I saw a few snow-covered cornfields, while off my left side was the frozen water of Green Bay.
The aircraft shuddered slightly a second time and the engine began to misfire. I immediately added power, but that seemed to make the engine run worse. I eased the throttle back. Next, I turned on the fuel pump. That action—even though it is a part of the Engine Power Loss in Flight checklist—made the engine run rougher, so I turned the pump off. Suddenly, a slight smell of fuel became apparent inside the cockpit, which brought with it the threat of fire.
I was at about 1,800 feet msl, at 120 KIAS, and appeared to be about six miles out—I was almost home. But I also had an engine that was struggling to run and airspeed and altitude beginning to deteriorate.
Runway 18 was the closest straight-in approach. “Green Bay Approach, Arrow Two-Two-Nine-Three-Mike. My engine is misfiring badly. I am requesting direct approach to Runway 18.” I would rather deal with the crosswind/tailwind on an 8,200-foot runway than to land on Runway 24, which would take me over a much more populated area.
“Arrow Nine-Three-Mike, are you declaring an emergency?”
“Yes. Arrow Nine-Three-Mike is declaring an emergency.”
Green Bay Approach cleared me to land on the requested runway, vectored other incoming traffic away from the airport, and dispatched crash crew personnel into position. I turned slightly to point directly to Runway 18. Without the option of increasing power, I used the yoke to minimize the plane’s descent. But with the loss of power, I was also losing precious altitude and airspeed.
I went over the emergency procedures for the Arrow in my mind. So this is why my flight instructor demanded that I commit all this to memory. In an emergency, there just isn’t time to look up procedures.
“Green Bay Approach, Nine-Three-Mike. My engine is still misfiring. I am coming in high in order to maintain as much altitude as possible.” With more than 8,200 feet of runway, I would cross the threshold high and execute a forward slip.
The final two minutes went by more quickly than I ever would have imagined. Everything I had been taught and all that I had learned guided my thinking, as my eyes were in a constant, never-ending loop between airspeed, altitude, runway, and ground awareness—all while listening intently to the faltering engine.
I crossed the threshold at about 500 feet and 70 KIAS. With the gear down, I pulled the power, deployed full flaps, and landed with a crosswind/tailwind, as the wind was from 310 degrees at 12 knots.
The engine continued to misfire, but was still running. The crash crew trucks followed as I taxied to the FBO. After I parked and shut down the aircraft, I climbed out and shook hands with the crash crew supervisor, thanking him for the support. The next day, it was determined that the engine’s camshaft had gone bad and the internal damage was substantial. The engine was never to run again.
I now fly with a slightly different perspective. I always make sure that the emergency procedures for the aircraft I’m flying are committed to memory and also are within quick reach. A successful outcome from any emergency will depend upon your level of preparedness.
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