A Triple Emergency in a Twin Cessna

The original panel from Don's Cessna 340

Not long ago, an email came across my inbox and within the first sentence I read: “…the Garmin G600 and SVT was the main reason for a safe and successful outcome that day.” Within the first paragraph, I read that Don – a loyal Garmin customer, was flying a Cessna 340 twin piston engine pressurized aircraft and in a single flight, experienced three different emergencies. Below is his story:

Engine failure

On April 14^th, Don took off from Terrace, British Columbia and headed to Pitt Meadows on business with his co-pilot, Victoria and three passengers full of fuel and bags. Cruising at an altitude of 17,000 feet in instrument meteorological conditions (IMC), Don noticed the manifold pressure “wandering.” Shortly thereafter, Victoria said, “Don, your oil pressure is falling.” He watched the oil pressure continue to fall at which point he said to his Victoria, “Ok, I have control of the airplane. Shut the engine down now.” Don was now in solid IMC over mountainous terrain, operating on one engine.

Don proceeded to report his engine failure to air traffic control where they suggested a series of airports nestled in the mountains. Since Don was in IMC and could not visually “see and avoid” the terrain around him, he suggested an airport in Port Hardy, which was along the coastline and forecasting a 2,500 ceiling and 25 miles visibility. 

Pressurization Failure

Upon selecting Port Hardy as his final destination, Don looked up to only notice his second problem – the pressurization in his Cessna 340 had failed. Due to lack of pressurization, he would have to descend enough to ensure he had sufficient oxygen for himself and his passengers. Don contacted air traffic control once again and asked, “What is the minimum safe altitude here?” ATC replied, “11,000” feet. Don descended to 11,000 feet, which would ensure he would maintain clearance of all terrain in the area (which he still could not see) and ensure he had sufficient oxygen.

Icing Conditions

The rugged Coastal Mountains in British Columbia are known for their icing, which was something Don took into consideration. While icing conditions had not been forecasted for that area, the airplane began to pick up ice. Don reached over to turn on the deicing boots, but nothing happened – the boots had failed.

Don and his passengers were at an altitude of 11,000 feet over mountainous terrain, single-engine and picking up ice. Too low for radar coverage, ATC pleaded with him to maintain 11,000 feet. The weight of the ice on an airplane operating single-engine forced Don to descend. Replying to air traffic control that he’d do the best he could to maintain 11,000 feet, he received no response. Don had now lost voice communication with ATC because he was too low. In an effort to maintain radio contact with someone, an Air Canada who was flying at a higher altitude volunteered to relay communications between Don and air traffic control.

10,000 Feet and Descending…

Mindful of the terrain Don was flying near, the Air Canada pilot came over frequency and said to Don, “Don’t descend, Man. They want you to stay above 10.” Don’s reply: “I’ve got no choice. This thing is going down whether I want it to or not.”

Without ATC on the other end of the radio to help Don navigate through the terrain and still operating in IMC, Don said this is where the aid of the G600 and Synthetic Vision Technology (SVT) came into play. He knew exactly where he was and where he needed to fly to get out of rising terrain while in the clouds. The Air Canada crew also knew where Don was and in a concerned tone, one pilot said, “Ok hold 6,000 feet for another five minutes and you can descend.” “We’re already through 6,000,” Don replied, as he utilized SVT on the G600 to weave his way through the terrain.

He recalls, “By using the Garmin G600 and SVT, I managed to self navigate into the channel by King Island and got myself right over the water.” Don's airplane eventually shed the ice build-up at about 4,000 feet, where it was (finally!) above freezing. Over the ocean, and passing through 1,900 feet and breaking out into visual conditions, Don turned toward the Port Hardy airport. 

The Culprit

Don made a successful single-engine landing in his Cessna 340 where he says, “the ‘chirp-chirp’ of the tires never sounded so good.” The investigation into what caused the engine failure revealed a failed turbo oil scavenger pump, which ultimately meant oil was no longer being pumped out of the turbocharger and instead, was being forced out the hot side of the turbo and overboard underneath the airplane.

Don’s advice: “When you have a real emergency, you will be hit by a powerful wave of disbelief. Will yourself to get over it quickly and then fly the airplane like you were taught.”

We’re thankful Don shared his story with all of us at Garmin and even more grateful for the successful outcome of his flight that day. More of Don’s story can be found in the July issue of The Twin Cessna Flyer or by visiting www.twincessna.org.

Don recently upgraded the panel in his Cessna 340 with dual GTN 750's

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