multiengine instrument: dead engine questions

[RefugePilot]

Just a few quick responses here. I dont have time to read through the whole thread because I just came here to research critical altitude for a checkride tommorow.

I was having trouble with this single engine under the hood a week ago. The simple answer I had was look at the ball, step on that rudder and put the ailerons in that direction, then go to cleaning everything up. As soon as I started doing that my single engine approaches became much smoother.

The reason to make your turn towards the good engine is because every degree of bank towards the good engine raises Vmc by I think 3 degree. I remember that as it was one of the things I blanked on for my MEI ride.

With single engine it is a trade off between control vs performance. Less than 3 degrees bank towards good engine means control goes down and Vmc goes up, more than 5 means performance goes down, and so does the plane or airspeed.

 

[MauleSkinner]

Just a few quick responses here. ...

The reason to make your turn towards the good engine is because every degree of bank towards the good engine raises Vmc by I think 3 degree. I remember that as it was one of the things I blanked on for my MEI ride.

The "turn" towards the good engine is actually a "bank"...and it "lowers" Vmc, usually by a number of "knots" probably specific to the airplane make and model.

I'd suggest responding a little more slowly

Fly safe!

David

 

[RefugePilot]

The "turn" towards the good engine is actually a "bank"...and it "lowers" Vmc, usually by a number of "knots" probably specific to the airplane make and model.

I'd suggest responding a little more slowly

Fly safe!

David

Sorry I wasn't clear but I meant "turn" as in a circling to land approach, which would be acheived by "banking" the aircraft. I was assuming most people here already new how to turn an aircraft. Part of this thread was asking why you are supposed to turn towards the good engine if you have a choice, and the responses I saw(did not read all of them), said there is no reason to turn towards the good engine.

I passed my checkride today, so I now have time to read entire posts before responding. I can also go back and read about the big 0-sideslip debate.

 

[MauleSkinner]

Sorry I wasn't clear but I meant "turn" as in a circling to land approach, which would be acheived by "banking" the aircraft. I was assuming most people here already new how to turn an aircraft. Part of this thread was asking why you are supposed to turn towards the good engine if you have a choice, and the responses I saw(did not read all of them), said there is no reason to turn towards the good engine.

I passed my checkride today, so I now have time to read entire posts before responding. I can also go back and read about the big 0-sideslip debate.

Sorry...I didn't realize that Vmc was decreased by turning the aircraft.

 

[A Squared]

Sorry...I didn't realize that Vmc was decreased by turning the aircraft.

ZZZiiiizzzzzz .... ( the sound of irony sailing right over someone's head)

 

[MauleSkinner]

ZZZiiiizzzzzz .... ( the sound of irony sailing right over someone's head)

Huh...I thought it was sarcasm

 

[MauleSkinner]

Sorry...I didn't realize that Vmc was decreased by turning the aircraft.

Now that I think about it, assuming a constant level of sideslip, a turn into the good engine probably increases Vmc a little...you've got the adverse yaw of the ailerons requiring additional rudder...if you're AT Vmc, you haven't got enough rudder to make the turn. If you're just above Vmc, you have the additional rudder to make the turn, but that's all.

Once you're stabilized in a coordinated turn, it generally still requires a little bit of rudder pressure into the turn, so again, you're requiring more rudder than "straight-ahead" Vmc.

The good news is that if you do indeed start to lose directional control, it's taking you back towards "straight-ahead" flight before you roll over. You've got a little time to get the aircraft back under control.

In the same situation with a turn into the dead engine, you'd be decreasing Vmc by a small amount, but you'd have to increase Vmc in order to roll out of the turn. If you start to lose directional control there, things will probably only get worse.

Interesting... (well, to my pea-brain, anyway). I think the aerodynamic nuances of this could get pretty complex. Kinda makes me want to never be maneuvering near Vmc.

A Squared...what sound did that make? (hopefully not "BBUZZZZZ...thank you for playing!"

Fly safe!

David