Skyhawk 172/Cutlass 172
Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Flight Crew Last 90 Days 200; Flight Crew Total 549; Flight Crew Type 500
Time Pressure; Troubleshooting
Aircraft Equipment Problem Critical
Air Traffic Control Issued New Clearance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Aircraft
I commenced on a scheduled instructional flight with my student. We departed to remain in the pattern for touch-and-goes. The plane just returned from a scheduled maintenance. We did our preflight as per the checklist. The student did his preflight separate from my own preflight. We had full tanks of fuel and oil was over 6.5 quarts. Preflight showed no abnormal conditions. During our run up we went through our checklist and everything was in the norm. We did not have any abnormal readings or abnormal mag drops/readings. On our first take off and lap in the pattern we had no issues. We completed our first touch and go and remained in the right traffic pattern. I reported 'right downwind 12' with Tower. I was cleared for touch-and-go. Right before we were approaching to be abeam the numbers the engine RPM dropped to below 1000. I considered that the student may have started configuring a bit early. However; I determined the throttle had not been moved. I immediately added more power; but the engine did not react. I checked the mixture; which was full. Next; I checked the fuel selector valve; which was on both; fuel shutoff valve which was fully in. At this point we had already lost 100 feet. I reported '... we have engine failure. We're coming straight in for ...'. The Tower responded with 'Roger' and by giving us current wind conditions and altimeter settings. I was forced to make a split second decision and decided to execute a 'power-off 180'. The propeller stopped wind milling and came to a complete stop. I was able to glide to the runway safely. Upon landing I did not apply brakes; as I was trying to maintain enough momentum to roll and get off on a taxi way. Tower did ask if we could make Taxiway Charlie; which I was successfully able to do. The Tower did call over to the flight school to get the plane towed back to the ramp. At no time was the student or I in any danger. I knew how to handle a power-off 180; and am glad to have been extensively taught this maneuver during my pilot training. The airplane did not sustained any damages; nor were there any injuries. I did not declare an emergency as I was 100% certain I could land the plane safely. There was also no incoming traffic; so there was never any danger. I was already cleared for touch-and-go by the Tower. Essentially it turned into a real life power-off 180.
A Pilot providing flight instruction in the pattern reported engine failure and landed safely.