CRITICAL OPS TRAINER V 23 FULL

On the majority of propeller-driven, twin-engine airplanes, losing the left engine is more dangerous than losing the right engine. Of course, adding power to the running engine just makes all the discrepancies we just discussed even worse.

CRITICAL OPS TRAINER V 23 FULL

The only way to do this is to bring the good engine up to full power if it wasnвЂ™t there already.

You need more power to at least stem the altitude loss. ThatвЂ™s fine except the increased lift from the aileron creates some adverse yaw, which adds to the yaw toward the dead engine.Now youвЂ™re sinking and yawing and rolling. Now you have significantly different amounts of lift on the two wings, which causes a rolling moment toward the dead engine (see Figure 23-2).YouвЂ™re ready for this too, so you turn the yoke to counter the roll. Kill the engine, and this bonus lift becomes inhibited lift because the windmilling propeller actually disrupts the airflow over the wing. The failed-engine scenario is a bit worse, though, because the wing area directly behind a running engine actually produces extra lift from the accelerated air flowing through the propeller. You already saw, when you first started your training, that just deflecting the rudder will start the airplane skidding in a yaw but will also start a roll in the direction of the turn.

Part of the roll is just a factor of the yaw. If all that yawing wasnвЂ™t bad enough, the airplane will also try to roll toward the dead engine. Now youвЂ™re sinking faster вЂ¦ see how this is starting to add up? Roll Me Over This is a good plan and will stop the nose from swinging, but that heavily deflected rudder is even more drag. It will also try to yaw the airplane toward the dead engine.WhatвЂ™s your reaction? You stomp some right rudder, of course. Rather than pulling along the centerline of the airplane, the good engine is pulling from out on one wing. The thrust coming from the good engine makes this worse. This means the airplane will try to yaw to the left that is, the nose will swing toward the dead engine.

Not only do you have less lift to use for climbing, but you also have more drag to overcome, which means you need even more lift than normal to keep climbing.The drag is also off-center in that itвЂ™s acting only on the left wing. The drag will exacerbate the problem of lost lift. This creates significant drag on the left side of the airplane (see Figure 23-1). The propeller that was being spun by the motor will keep spinning, but now itвЂ™s the airflow passing over the propeller blades that is spinning the propeller. LetвЂ™s assume the engine on the left wing quits. (Unless the twin is designed differently - see вЂњCenterline ThrustвЂќ at right.) What a Drag What we have not looked at as much is that this power is also asymmetrically distributed. There is a 50 percent reduction in power that, as we discussed in Chapter 21, will result in a 70-90 percent reduction of climb rate. When an engine fails in a twin, everything gets worse. As youвЂ™ll see in this chapter, a small vertical surface makes it more susceptible to loss of control when an engine unexpectedly quits. The real Baron, especially the older, straight-tail Baron, has a small vertical fin and rudder for its power. (See вЂњAccident Report: Know Your PrioritiesвЂќ at right.)The Beechcraft Baron is one of the few light twins that will climb reasonably well on one engine. Losing an engine while climbing away from the ground is often deadly. Losing an engine in the cruise section of flight is usually not that big a deal - well, OK, itвЂ™s always a big deal, but itвЂ™s usually not dangerous. ThereвЂ™s a clich in multiengine flying that says the purpose of the remaining engine is to carry the airplane to the crash site.

Critical ops trainer v 23