Matronics Email Lists :: View topic - Single engine procedures.

Matronics Email Lists
Web Forum Interface to the Matronics Email Lists

Get Email Distribution Too! FAQ Search Memberlist Usergroups Register

Profile Log in to check your private messages Log in

Single engine procedures.

Matronics Email Lists Forum Index -> Commander-List

View previous topic :: View next topic

Author Message

stratobee

Joined: 28 Dec 2010
Posts: 159
Location: Los Angeles

Posted: Thu Mar 31, 2011 2:29 pm Post subject: Single engine procedures.

Can someone walk me through the single engine procedures on the 520/560/680 with the geared engines? 



I seem to remember hearing that once feathered, they could not be unfeathered and subsequently not started. Is this correct? I want to 

get up to scratch theoretically on the 520's procedures so I don't screw up when and if the time comes.

_________________
Adam

Cate Chagnot

Joined: 24 May 2007
Posts: 36
Location: Ohio

Posted: Fri Apr 01, 2011 4:50 am Post subject: Re: Single engine procedures.

Hi Adam,



I hope you're getting your multi ticket in something other than your plane since the training is hard on those geared engines. My 680E won't unfeather

unless the engine's running. You have to restart using the same procedure you'd use on the ground. It's usually not a big deal once you've gotten the plane set up and stabilized for single engine flight. In a real engine out situation you'll not be thinking about unfeathering it anyway but just flying the plane... Mixture, props, throttle, flaps, gear! Identify, verify, feather. Fly the plane!

_________________
Cate

N4278S 680E
Skywagon N180PK

BobsV35B(at)aol.com
Guest

Posted: Fri Apr 01, 2011 6:23 am Post subject: Single engine procedures.

Good Morning All,

  

 If one who's Commander experience is ancient may comment, I would like to  mention the one shot feathering method that was on the very first Aero Commando  I ever flew. It had a T handle on each side of the cockpit up near the pilots  head. Pull on the left one and the left prop feathered. Pull on the one above  the copilots head and the right one feathered.

  

 It was just a cable, not an Arhends control. no way to unfeather at all.  Most of the later props could be unfeathered, but need oil pressure to do  so.  Consequently you need to get some oil pressure to unfeather the prop.  One way to do that is to start the engine in the normal manner. Another way, and  the one I like the best, is to equip the airplane with unfeathering oil pressure  accumulators. When the engine is running, the oil pump pushes oil into the  accumulator via a one way check valve. To unfeather the prop, you actuate a  lever (usually the propellor governor control lever on the power quadrant) which  releases the stored oil into the prop dome and unfeathers the prop. I am aware  of at least two types of accumulators. One is a cylinder that has a piston that  floats between the engine oil pressure and a preloaded air charge. Another type  accumulator is a two halved sphere which has a rubber diaphragm between the two  halves. Air pressure preload is on one side and the oil pressure on the other.  Both types work quite well. I particularly like to have accumulators on  airplanes used for training. They can be expensive and if you never need them,  why carry the weight?  Personally, I am willing to carry the extra weight  so that I can quickly unfearther if I ever feather the wrong one. Those of you  who do not make as many mistakes as I do not need that crutch. <G>

  

 Happy Skies,

  

 Old Bob

 AKA

 Bob Siegfried

 Way back When, a Commander Pilot

  

  In a message dated 4/1/2011 7:54:58 A.M. Central Daylight Time,  cchagnot(at)ultimateair.com writes:

  	  Quote: 	
		  -->    Commander-List message posted by: "Cate Chagnot"    <cchagnot(at)ultimateair.com>



Hi Adam,



I hope you're getting    your multi ticket in something other than your plane since the training is    hard on those geared engines. My 680E won't unfeather

unless the engine's    running. You have to restart using the same procedure you'd use on the ground.    It's usually not a big deal once you've gotten the plane set up and stabilized    for single engine flight. In a real engine out situation you'll not be    thinking about unfeathering it anyway but just flying the plane... Mixture,    props, throttle, flaps, gear! Identify, verify, feather. Fly the    plane!



--------

Cate



N4278S 680E

Skywagon    N180PK





Read this topic online    here:



http://forums.matronics.com/viewtopic.php?p=335752#335752===============================================

_-=    Use the  ties  Day  ================================================               - MATRONICS WEB FORUMS  ================================================             - List Contribution Web Site  sp;                             ===================================================



	


  [quote][b]

jtaddington(at)verizon.ne
Guest

Posted: Fri Apr 01, 2011 3:53 pm Post subject: Single engine procedures.

The biggest thing is RUDDER, RUDDER, RUDDER, aileron will kill you in a heart beat.   

Jim Addington  

   

--

BillLeff1(at)aol.com
Guest

Posted: Fri Apr 01, 2011 9:19 pm Post subject: Single engine procedures.

Adam, I have been instructing in Commanders of all models for 40 years and  it is currently one of the things that I still do for a living. This  includes 520s. There are several things you need to know.

  

 First of all the engines on your 520 (the GO-435) is not any more fragile  than any other engine except for one thing. That is detuning of the  counterweights.  This is caused by letting the prop drive the engine when  you are operating at low MP settings or make rapid throttle movements. http://www.sacskyranch.com/detune.htm.

  

 These engines were used by many of the older air show (aerobatic  pilots). Pilots such as the famous Art Scholl and http://www.check-six.com/lib/Famous_Missing/Scholl.htm ,  Ed Mahler http://www.eaa.org/apps/obituaries/MemorialWall2.aspx?ID=974 and  many others used these engines in their aerobatic aircraft for years.

  

 However proper operating procedures are essential. When simulating an  engine failure or just doing an in flight shut down never retard the throttle to  simulate the engine failure. CUT THE ENGINE BY MOVING THE MIXTURE TO THE  CUT OFF POSITION. Do not retard the throttle to identify the engine. This my  cause excessive loads on the connecting rods and detune the counterweights. http://books.google.com/books?id=JEXnFqVTqJQC&pg=PA426&lpg=PA426&dq=lycoming+detuning&source=bl&ots=dQx8OYga4I&sig=NcRGTgKhhXnNCupxRvF67X2_nC4&hl=en&ei=FqGWTfqpKdCatwe0nrSBDA&sa=X&oi=book_result&ct=result&resnum=10&sqi=2&ved=0CE8Q6AEwCQ#v=onepage&q=lycoming%20detuning&f=false.  Remember Dead foot Dead engine!

  

 Typically cylinder head temps are not an issue on the 520. However, do not  cut engine to simulate an engine failure if the head temp is over 190 deg C.  Rapid cooling may cause cracking of the cylinder heads. This is especially true  in the GO-435.

  

 As far as flying the aircraft, maintaining directional control is  paramount. Proper use of the rudder and ailerons is important. The best  performance is with the aircraft banked 2-5 deg into the operating engine. This  is what is called "zero slip angle". This requires proper coordination of  both the rudder and ailerons. Turning into the dead engine is not a problem in  any Commander but may slightly reduce performance. 

  

 In the event the prop will not feather, MAINTAIN DIRECTIONAL CONTROL AND  FLYING SPEED AT ALL COST.  If necessary retard the operating engines  throttle to maintain directional control and ( as my friend Bob Hoover  says) fly the plane as far into the accident as possible.  It is  better to crash under control at a little higher speed than to stall and/or  loose control.

  

 In fact the 520 will fly on one engine and maintain directional control  with only aileron input but that is not the way it should be done. I found out  that one the hard way one day doing single engine training with the rudder  lock in place. That was a really stupid mistake but it did sell me on  Commanders.

  

 My last advice is do not get your rating in your 520 if you do not have  one. Use someone else's airplane. Then do the necessary training in your  Commander to become proficient.

  

 Plan each take off assuming an engine is going to fail. Review what you are  going to do and how you will do it. Have a plan on where you will go if you do  have an engine failure during that take off.

  

 Last remember, these engines are 50+ years old. Treat them with respect and  they will take care of you.

  

 Have fun flying your Commander!

  

 Bill Leff

 560F N222WL and N303H

  

  

  

 The Commander is by far the best handling twin engine aircraft ever built.  You need to look no further than Bob Hoover to see that.

  

  

  

  

  

  In a message dated 3/31/2011 6:34:07 P.M. Eastern Daylight Time,  adam(at)adamfrisch.com writes:

  	  Quote: 	
		  -->    Commander-List message posted by: "stratobee"    <adam(at)adamfrisch.com>



Can someone walk me through the single    engine procedures on the 520/560/680 with the geared engines? 



I seem    to remember hearing that once feathered, they could not be unfeathered and    subsequently not started. Is this correct? I want to 

get up to scratch    theoretically on the 520's procedures so I don't screw up when and if the time    comes.



--------

Adam





Read this topic online    here:



http://forums.matronics.com/viewtopic.php?p=335685#335685

	


 [quote][b]

stratobee

Joined: 28 Dec 2010
Posts: 159
Location: Los Angeles

Posted: Sat Apr 02, 2011 12:30 am Post subject: Re: Single engine procedures.

Thanks Bill.



No, I'm doing the multi in a Seneca and am almost finished now. 



That's some good advice about the 520 and the stuff I wanted to hear. How to keep directional control and all that is what the general training and rating is for, but I wanted the specifics of the 520 so that when I simulate an engine failure or even shutdown an engine to get the experience, I would like to be able to restart it and unfeather it. I don't want to find myself in a scenario where I can't unfeather, can't start and have to do a landing on one engine. Good practice, I'm sure, but not something I want to do first thing out.

_________________
Adam

Cate Chagnot

Joined: 24 May 2007
Posts: 36
Location: Ohio

Posted: Sat Apr 02, 2011 3:40 am Post subject: Re: Single engine procedures.

Adam,

I know it's a long way to go from California but you won't find anyone better to give you training in your Commander than Bill Leff. He trained me in mine and does my re-current training. Well worth the cost and trouble to get to Dayton. 

Get some time in a taildragger if you can. It will help you deal with an engine out situation since keeping the nose straight with rudder will become automatic. 



Cate N4278S N180PK

_________________
Cate

N4278S 680E
Skywagon N180PK

nico(at)cybersuperstore.c
Guest

Posted: Sat Apr 02, 2011 3:57 am Post subject: Single engine procedures.

Hi Cate,



Why would a taildraggger be particularly good to teach one keeping the nose

straight automatically? I don't have taildragger experience to speak of, but

a couple of thousand MEL hours (Commanders included) and keeping the nose

straight has been second nature almost since Pontius was a pupil pilot. Am I

missing something that taildragger experience would reveal and fix? I am

ignorant about taildraggers, hence the question...



Nico



--

Cate Chagnot

Joined: 24 May 2007
Posts: 36
Location: Ohio

Posted: Sat Apr 02, 2011 4:32 am Post subject: Re: Single engine procedures.

Hi Nico,



Lots of hours in a taildragger requires one learn the mantra, "Rudder, rudder, rudder"! You get used to automatically and instantly keeping the nose straight or else you end up ground looping (or worse). Un conventional gear airplanes don't really teach you this to the point where it's so automatic you don't think about it. That's all. It helps.



Cate

_________________
Cate

N4278S 680E
Skywagon N180PK

BobsV35B(at)aol.com
Guest

Posted: Sat Apr 02, 2011 5:43 am Post subject: Single engine procedures.

Good Morning Nico,

  

 If you learn to fly in a Luscombe, you will develop good rudder technique  because the airplane will bite if not handled correctly. If you learn to fly in  a Piper J-3 Cub, you can learn good rudder technique, but using lousy technique,  you will probably survive.

  

 What this means is that for the J-3 style and tricycle gear airplanes, it  is the instructor that determines whether or not the client uses good rudder  technique.

  

 If the trainer is a classic Ercoupe, It is very difficult to learn  proper rudder use. 

  

 For the vast majority of tricycle gear airplanes, if the instructor does  not teach coordination well, the student is no better off than if he/she learned  in an Ercoupe.

  

 Start with a Stearman or a Luscombe and the instructor competency is  immaterial. The airplane will do the teaching!

  

 Happy Skies,

  

 Old Bob

  

 PS, While I agree with the Rudder, Rudder, Rudder mantra, an equally  important one is STOP THE TURN!

  

  In a message dated 4/2/2011 6:57:33 A.M. Central Daylight Time,  nico(at)cybersuperstore.com writes:

  	  Quote: 	
		  -->    Commander-List message posted by: "cybersuperstore"    <nico(at)cybersuperstore.com>



Hi Cate,



Why would a    taildraggger be particularly good to teach one keeping the nose

straight    automatically? I don't have taildragger experience to speak of, but

a    couple of thousand MEL hours (Commanders included) and keeping the    nose

straight has been second nature almost since Pontius was a pupil    pilot. Am I

missing something that taildragger experience would reveal and    fix? I am

ignorant about taildraggers, hence the    question...



Nico



-----Original    Message-----

From:    owner-commander-list-server(at)matronics.com

[mailto:owner-commander-list-server(at)matronics.com]    On Behalf Of Cate Chagnot

Sent: Saturday, April 02, 2011 4:41 AM

To:    commander-list(at)matronics.com

Subject: Re: Single engine    procedures.



--> Commander-List message posted by: "Cate Chagnot"    

--> <cchagnot(at)ultimateair.com>



Adam,

I know it's a long    way to go from California but you won't find anyone

better to give you    training in your Commander than Bill Leff. He trained me

in mine and does    my re-current training. Well worth the cost and trouble to

get to Dayton.    

Get some time in a taildragger if you can. It will help you deal with    an

engine out situation since keeping the nose straight with rudder will    become

automatic. 



Cate N4278S    N180PK



--------

Cate



N4278S 680E

Skywagon    N180PK

	


  [quote][b]

jtaddington(at)verizon.ne
Guest

Posted: Sat Apr 02, 2011 6:19 am Post subject: Single engine procedures.

Nico, 

In a tail wheel airplane you have to fly from the time you leave the chocks

until you get back to them because when you look off it will look too but it

may look the other way. It makes you very alert to directional control.

Besides they are fun to fly. 

Jim Addington

--

BillLeff1(at)aol.com
Guest

Posted: Sun Apr 03, 2011 5:41 am Post subject: Single engine procedures.

Shutting down and restarting in flight is not a problem. it does buck a lot  so it is best to not to due it toop much. When doing it make sure you have a lot  of altitude and are near a suitable airport to make a single engine landing if  you can't get it started.

  

 When landing single engine do not add extra speed. be on speed 100-115  until landing is assured and then make a normal landing.

  

 Commanders fly so well on one engine I treat single engine operations as an  abnormal procedure rather than  an emergency.  However always keep in  mind your engines must be in good running order and density altitude is all  important. I am not saying that the aircraft will perform as well on one as on  two. I am saying the handling characteristics as very good one  engine. 

  

 By the way, on the subject of tail dragger flying. I typically can tell in  just a few minutes if a pilot has a lot of tail wheel time. Just checking out in  a tail dragger will help but it is being proficient is tail draggers that  matters.  A tail dragger pilot typically instinctively uses the flight  controls better because most tail draggers demand it and most importantly   directional control with the rudder is instinctive.  A good tail  dragger pilot just never lets the nose move without doing something about  it.

  

 When I was an instructor at TWA the pilots that did best with V1 cuts were  mostly tail dragger pilots!

  

 Have fun but don't something dumb!

  

 Bill Leff

  

  In a message dated 4/2/2011 4:32:40 A.M. Eastern Daylight Time,  adam(at)adamfrisch.com writes:

  	  Quote: 	
		  -->    Commander-List message posted by: "stratobee"    <adam(at)adamfrisch.com>



Thanks Bill.



No, I'm doing the multi    in a Seneca and am almost finished now. 



That's some good advice about    the 520 and the stuff I wanted to hear. How to keep directional control and    all that is what the general training and rating is for, but I wanted the    specifics of the 520 so that when I simulate an engine failure or even    shutdown an engine to get the experience, I would like to be able to restart    it and unfeather it. I don't want to find myself in a scenario where I can't    unfeather, can't start and have to do a landing on one engine. Good practice,    I'm sure, but not something I want to do first thing    out.



--------

Adam





Read this topic online    here:



http://forums.matronics.com/viewtopic.php?p=335832#335832

	


 [quote][b]

kitepilot(at)kitepilot.co
Guest

Posted: Sun Apr 03, 2011 6:41 am Post subject: Single engine procedures.

Taildragger?

Half of the story...   

Once they are flying, you can get as lazy as you would in the dumbest Cessna 

or Piper. 



If you REALLY want to "second nature your feet", get glider time.

As a long time CFI and CFIG, and having 85% of my taildragger time with a 

glider on tow (you go down faster than you go up... , NOTHING will teach 

you coordination as a long-winged, adverse-yaw advocate, turn-stubborn 

glider will. 



By the time I got to multiengine, after hundreds of hours towing and 

wrestling my feet in gliders, and engine out event was a fairly 

muscle-memory familiar event.

YMMV

ET 



 



Cate Chagnot writes: 



 	  Quote: 	
		   

 

 Adam,

 I know it's a long way to go from California but you won't find anyone better to give you training in your Commander than Bill Leff. He trained me in mine and does my re-current training. Well worth the cost and trouble to get to Dayton. 

 Get some time in a taildragger if you can. It will help you deal with an engine out situation since keeping the nose straight with rudder will become automatic.  

 

 Cate N4278S N180PK 

 

 --------

 Cate 

 

 N4278S 680E

 Skywagon N180PK 

 

  

 

 

 Read this topic online here: 

 

 http://forums.matronics.com/viewtopic.php?p=335835#335835

tylorhall(at)mac.com
Guest

Posted: Sun Apr 03, 2011 7:17 am Post subject: Single engine procedures.

Bill,

Thank you for your input on single engine procedures.  I have flown with Cate in her 680E, and she is a good stick.

It is looking like I may be involved with another 520 to get it flying again.

Could you go through the shut down procedure on a geared engine Commander?  It appears that you do not want to simulate a single engine as we all did to get our multi engine rating by pulling power back to a near Zero thrust  condition.

Your post on on April 1 says to pull the mixture to idle cutoff.  What next?  

I have been warned that the engine starter takes a lot out of it to start the engine again.  This is a time where the starter could fail due to high stress?

Bob Hoover did a lot of engine starts in a 500S, but that is with a direct drive engine and unfeathering accumulators. 

Tylor Hall

On Apr 3, 2011, at 8:38 AM, kitepilot(at)kitepilot.com wrote:

 	  Quote: 	

 Taildragger?

 Half of the story...   

 Once they are flying, you can get as lazy as you would in the dumbest Cessna or Piper. 

 If you REALLY want to "second nature your feet", get glider time.

 As a long time CFI and CFIG, and having 85% of my taildragger time with a glider on tow (you go down faster than you go up... , NOTHING will teach you coordination as a long-winged, adverse-yaw advocate, turn-stubborn glider will. 

 By the time I got to multiengine, after hundreds of hours towing and wrestling my feet in gliders, and engine out event was a fairly muscle-memory familiar event.

 YMMV

 ET 

 Cate Chagnot writes: 

> 

> I know it's a long way to go from California but you won't find anyone better to give you training in your Commander than Bill Leff. He trained me in mine and does my re-current training. Well worth the cost and trouble to get to Dayton. Get some time in a taildragger if you can. It will help you deal with an engine out situation since keeping the nose straight with rudder will become automatic.  Cate N4278S N180PK --------

> Cate N4278S 680E

> Skywagon N180PK  Read this topic online here: http://forums.matronics.com/viewtopic.php?p=335835#335835

BobsV35B(at)aol.com
Guest

Posted: Sun Apr 03, 2011 7:44 am Post subject: Single engine procedures.

Good Morning ET,

  

 As a very long time CFI (CFI-A, CFI-G CFI-ME, CFI-R and CFI-I, first  CFI rating in 1949) I totally agree with your thoughts.

  

 It is heading awareness and how to get the heading to be what you want that  counts.

  

 Remember all the fun we tow pilots have when the trainee is 'boxing'  the 'prop' wash?

  

 Happy Skies,

  

 Old Bob

 Stearman N3977A

  

 Do Not Archive

  

  In a message dated 4/3/2011 9:41:26 A.M. Central Daylight Time,  kitepilot(at)kitepilot.com writes:

  	  Quote: 	
		  -->    Commander-List message posted by: "kitepilot(at)kitepilot.com"    <kitepilot(at)kitepilot.com>



Taildragger?

Half of the    story...   

Once they are flying, you can get as lazy as you    would in the dumbest Cessna 

or Piper. 



If you REALLY want to    "second nature your feet", get glider time.

As a long time CFI and CFIG,    and having 85% of my taildragger time with a 

glider on tow (you go down    faster than you go up... , NOTHING will teach 

you coordination as a    long-winged, adverse-yaw advocate, turn-stubborn 

glider will. 



By    the time I got to multiengine, after hundreds of hours towing and    

wrestling my feet in gliders, and engine out event was a fairly    

muscle-memory familiar event.

YMMV

ET 



Cate Chagnot    writes: 



 	  Quote: 	
		   --> Commander-List message posted by: "Cate Chagnot"    <cchagnot(at)ultimateair.com> 

 

 Adam,

 I know it's a    long way to go from California but you won't find anyone better to give you    training in your Commander than Bill Leff. He trained me in mine and does my    re-current training. Well worth the cost and trouble to get to Dayton.    

 Get some time in a taildragger if you can. It will help you deal with    an engine out situation since keeping the nose straight with rudder will    become automatic.  

 

 Cate N4278S N180PK 

 

    --------

 Cate 

 

 N4278S 680E

 Skywagon N180PK    

 

  

 

 

 Read this topic online    here: 

 

    http://forums.matronics.com/viewtopic.php?p=335835#335835 

    

  

 

  

 

  

    

 

  

  ======================== Use the  ties  Day  ================================================               - MATRONICS WEB FORUMS  ================================================             - List Contribution Web Site  sp;                             ===================================================


	


	


  [quote][b]

BillLeff1(at)aol.com
Guest

Posted: Mon Apr 04, 2011 2:02 pm Post subject: Single engine procedures.

Hey Tyler, The real issue in simulating single engine in Geared engines is  detuning of the counterweights. The best way to simulate single engine is to  make a smooth power reduction to a minimum of 13 inches using 2400-2600 rpm  normal approach RPM is 2600 not 3000 if you want the engine to last.

 Then do the required flying i.e. flying the missed approach. Just chopping  an engine does not simulate a typical engine failure anyway.  Practice  maneuvering in this configuration to get a feel. It is not quite zero  thrust but it is close enough. 

 For landings use this configuration until landing is assured then reduce  the power on the good engine and as the throttles become matched reduce both  together. Remember do not add extra speed. Fly the numbers. Maintain single  engine climb until landing is assured then normal fence speed. There is less  drag with one engine feathered so the plane will float. Fortunately a Commander  can be just driven on without worrying about wheelbarrowing. The instructor will  need to constantly monitor the MP.

 The starter is protected by a clutch (assuming it is set correctly. So you  can't hurt it making air starts anymore than on the ground.

 As far as Bob Hoover is concerned, his Commander,as well as most Commanders  , is equipped with un feathering pumps not accumulators. The only  Commanders I have seen equipped with Accumulators ere  Continental Powered.

 In his show he would feather the props at full power cutting the  mixture and feathering the props. Then to restart he would put the mixtures  forward and when he pushed the prop levers forward which would automatically  start the un feathering pumps (his plane was modified for that feature.

 The reason, I think, he was able to do this to his engines is the Shrike  engine just never get that hot in a climb. So, the cylinders don't crack.

  In a message dated 4/3/2011 11:17:35 A.M. Eastern Daylight Time,  tylorhall(at)mac.com writes:

  	  Quote: 	
		  -->    Commander-List message posted by: Tylor Hall    <tylorhall(at)mac.com>

Bill,

Thank you for your input on single    engine procedures.  I have flown with Cate in her 680E, and she is a good    stick.

It is looking like I may be involved with another 520 to get it    flying again.

Could you go through the shut down procedure on a geared    engine Commander?  It appears that you do not want to simulate a single    engine as we all did to get our multi engine rating by pulling power back to a    near Zero thrust  condition.

Your post on on April 1 says to pull the    mixture to idle cutoff.  What next?  

I have been warned that    the engine starter takes a lot out of it to start the engine again.  This    is a time where the starter could fail due to high stress?

Bob Hoover    did a lot of engine starts in a 500S, but that is with a direct drive engine    and unfeathering accumulators. 

Tylor Hall

On Apr 3, 2011, at    8:38 AM, kitepilot(at)kitepilot.com wrote:

 	  Quote: 	
		   --> Commander-List    message posted by: "kitepilot(at)kitepilot.com"    <kitepilot(at)kitepilot.com>

 Taildragger?

 Half of    the story...   

 Once they are flying, you can get as lazy    as you would in the dumbest Cessna or Piper. 

 If you REALLY want to    "second nature your feet", get glider time.

 As a long time CFI and    CFIG, and having 85% of my taildragger time with a glider on tow (you go down    faster than you go up... , NOTHING will teach you coordination as a    long-winged, adverse-yaw advocate, turn-stubborn glider will. 

 By the    time I got to multiengine, after hundreds of hours towing and wrestling my    feet in gliders, and engine out event was a fairly muscle-memory familiar    event.

 YMMV

 ET 

 Cate Chagnot writes:    

> --> Commander-List message posted by: "Cate Chagnot"    <cchagnot(at)ultimateair.com> Adam,

> I know it's a long way to    go from California but you won't find anyone better to give you training in    your Commander than Bill Leff. He trained me in mine and does my re-current    training. Well worth the cost and trouble to get to Dayton. Get some time in a    taildragger if you can. It will help you deal with an engine out situation    since keeping the nose straight with rudder will become automatic.  Cate    N4278S N180PK --------

> Cate N4278S 680E

> Skywagon    N180PK  Read this topic online here:    http://forums.matronics.com/viewtopic.php?p=335835#335835        

  se the  ies  ay                 - MATRONICS WEB FORUMS               - List Contribution Web Site  p;                             

 [quote][b]

stratobee

Joined: 28 Dec 2010
Posts: 159
Location: Los Angeles

Posted: Mon Apr 04, 2011 7:28 pm Post subject: Re: Single engine procedures.

Bill, or anyone else, please tell us your real word MP numbers and airspeeds on a regular circuit to land (both engines working). Be interesting to hear as when we ferried mine back with the help of JimBob, I didn't play close attention.

_________________
Adam

BillLeff1(at)aol.com
Guest

Posted: Mon Apr 04, 2011 8:04 pm Post subject: Single engine procedures.

17 inches and 2600 rpm in the pattern, then plan the approach at 15  inches with gear down and 1/4 flaps. Use flaps to add drag for glide path  control landing with full flaps (always). 13 inches minimum until closing  throttles at touchdown.

  

 Practice until you can do that. Always inspect props after landing to see  if the prop spinner bulkhead slipped making the spinner rub on the prop  blades.   Ruff mags, or a backfire can cause the slip as well.

  

 Bill

  

  In a message dated 4/4/2011 11:31:12 P.M. Eastern Daylight Time,  adam(at)adamfrisch.com writes:

  	  Quote: 	
		  -->    Commander-List message posted by: "stratobee"    <adam(at)adamfrisch.com>



Bill, or anyone else, please tell us your    real word MP numbers and airspeeds on a regular circuit to land (both engines    working). Be interesting to hear as when we ferried mine back with the help of    JimBob, I didn't play close    attention.



--------

Adam





Read this topic online    here:



http://forums.matronics.com/viewtopic.php?p=336129#336129

	


 [quote][b]

Display posts from previous:

	Matronics Email Lists Forum Index -> Commander-List	All times are GMT - 8 Hours
Page 1 of 1

Jump to:

You cannot post new topics in this forum
You cannot reply to topics in this forum
You cannot edit your posts in this forum
You cannot delete your posts in this forum
You cannot vote in polls in this forum
You cannot attach files in this forum
You can download files in this forum