Having not yet had the pleasure <img src="eek.gif" border="0"> of a runaway prop, I'm a bit in the dark. But, thinking about it, I figure it would be producing more thrust than the engine and prop thats running normally. This suggests to me, unless I'm missing something more salient, that the yaw would indeed be toward the engine and prop thats operating normally.
Thus, it seems that "dead foot = dead engine" is not right for that situation. But, as I've already said, far better to stop the yaw first, then figure "wtf" by confirming with engine instruments. This would tell me straight away that, for the situation outlined by pigboat, I have one engine/prop misbehaving rather than an outright engine failure.
This would undoubtedly create a moment of confusion in my otherwise irrelevantly overly cluttered mind, because of wanting to believe in "dead foot = dead engine". But the tach would be telling me the right story and, by then, I'd probably also have picked up on the difference in engine noise (perhaps I'm not the sharpest tack in the box, huh?) due to the props being massively out of synch.
I'm sure that these cues would lead me to the correct actions in the circumstances, but that might not be true in all multi-engine types. I reckon it would be a pretty safe bet in the B200 that I fly, anyway. Maybe there's more truth in "horses for courses" than first imagined!
JT...
[quote]As an aside, do pilots on singles with CSU pull full coarse for a forced landing ?<hr></blockquote>
I had an engine failure, back in 1987, in a Piper Arrow. Oil line let go on me - engine oil dumped on windscreen, but that's not the point I'm trying to make. I was quite a ways from the closest airport and nothing suitable on the land in between me and there. So, while I still had oil pressure, I left the prop in fine pitch in order to close with the airport.
But, when I saw that I wasn't going to reach the airport and total engine failure was imminent (that certain smell associated with burning got into my nostrils), went straight into full coarse and headed for the longest, widest runway in the world - the water.
First thing I found with coarse pitch selected was that the aeroplane seemed to accelerate, momentarily. I'd lost heaps of drag and was gliding most acceptably. I'm sure that it had the effect of extending the glide, just as I used to teach it to students! Nice to know that such things actually work, huh!
[ 02 January 2002: Message edited by: OzExpat ]</p>