Got my ME rating 3 years ago and haven't used it since 
I'm sure I understand the 9 factors, etc, etc.... but I don't remember a good explanation of the following.
"
It doesn't make sense. I go through my whole Private, Insturment, Commercial, CFI, CFII (and twin, except engine failure) training under the impression that if the ball is centered, I'm coordinated. But wait a second.....Kill an engine in a conventional twin and the EVERY authority on multi-operations says that the rules change completely. All of a sudden, the way to stay coordinated is to fly what I had previously considered a sideslip (wings slightly banked, ball "split into the operating engine")
According to the FAA's Airplane Flying Handbook, some light twins will see as much as a 300 fpm increase in descent rate by holding wings level/ball centered. The way to hold coordinated flight is bank 2 degrees into the operating engine and center the yaw string with the rudder. (ususally end up with the ball slightly out of center)
Why the discrepency between the ball and yaw string? I can't remember it from my twin training. Theres a lot of experienced pilots on this board, how does it affect the aircraft you fly?
The only explaination I've recieved is that the rudder is creating a lateral force in the direction of the dead engine and it causes the sideslip. Last I heard, the rudder creates a torque around the Center of Mass that counters the torque effect of the operating engine. They cancel each other out. (the books say this creates a net sideslip towards the inop engine. . .HUH??)
whats the deal? Why can't I trust the ball to give me accurate coordination info with an engine failure?
"
If the above question doesn't make sense, I'll rephrase.
Cheers,
D
I'm sure I understand the 9 factors, etc, etc.... but I don't remember a good explanation of the following.
"
It doesn't make sense. I go through my whole Private, Insturment, Commercial, CFI, CFII (and twin, except engine failure) training under the impression that if the ball is centered, I'm coordinated. But wait a second.....Kill an engine in a conventional twin and the EVERY authority on multi-operations says that the rules change completely. All of a sudden, the way to stay coordinated is to fly what I had previously considered a sideslip (wings slightly banked, ball "split into the operating engine")
According to the FAA's Airplane Flying Handbook, some light twins will see as much as a 300 fpm increase in descent rate by holding wings level/ball centered. The way to hold coordinated flight is bank 2 degrees into the operating engine and center the yaw string with the rudder. (ususally end up with the ball slightly out of center)
Why the discrepency between the ball and yaw string? I can't remember it from my twin training. Theres a lot of experienced pilots on this board, how does it affect the aircraft you fly?
The only explaination I've recieved is that the rudder is creating a lateral force in the direction of the dead engine and it causes the sideslip. Last I heard, the rudder creates a torque around the Center of Mass that counters the torque effect of the operating engine. They cancel each other out. (the books say this creates a net sideslip towards the inop engine. . .HUH??)
whats the deal? Why can't I trust the ball to give me accurate coordination info with an engine failure?
"
If the above question doesn't make sense, I'll rephrase.
Cheers,
D