Engine Failure Drills

[Angelīs One Fife]

Chuck


You really do seem to want to try to score points all the time and make out that I am making personal attacks on you.

The point of this topic was Engine Failure Drills and what and how to teach them. You started then by saying that you saw no point in feathering a working engine. You seem to think that to do so is flirting with a major disaster. Well it is a fact of life in JAA land that for an initial issue of MEP a full shutdown and restart has to have been taught and it a very normal way of doing this most instructors teach this as part of the asymmetric flying lesson.

You gave the impression from your post that you are a JAA approved instructor teaching MEP for initial issue which it would appear you are not. It appears you are flying differances training

Do you need a type rating for the Consolidated or Vickers model PBY. It is only a 170 knot MEP of 16 Tonne is it not so it is just a class of MEP SEA? Not really in need of "advanced" handling is it? Slighty unusual aircraft perhaps in availability but definitley not advanced. You may choose to be nursing old engines designs to save expensive costs and that is your perogative.

But the threasd was not about Catalinas it was about Engine Failure Drills teaching. And as such it is part of the normal way of doing things for initial issue that a full shutdown and restart is expected to have at least been taught and could be expected to be seen by an examiner. talking of Catalinas or specific types is perhaps misleading. After all I could have said only use rudder to keep the Beta index centred but then I would be talking about a specific type not of much use to the folks who were after the info here.

Teach me how do you determine the exact power setting for "zero thrust" for the airframe you are flying without ever shutting the engine down?

I have no problem at all if some people don't want to shut down an engine. If they are not confident to do it then perhaps they should refrain from it and get someone else to teach that exercise. But it should still be done for an initail MEP. Some people don't like spinning as can be read elsewhere on these forums. All pilots need to know the limits of the aircraft and their limits and stick within their own abilities.

You will never see me flying an aircraft on firebomer missions let alone one that was not originally designed for it but other people do.

"Pavlov's dogs give standardised training, some of us have figured out that flying by rigid numbers and rote learned proceedures make for medicore pilots" So from that I take it you do a different drill every time. Hmm Standarised training gives Pavlov's odgs you say. Pehaps you should now be teaching the R.A.F. a thing or too


Flyingspaniard

LD Max and Chuck are two different beasts. LD Max was expressing fuzzy logic about avoiding the flames of a fire.

Chuck on the other hand was saying that he felt there is no point is shutting down the engine when it can be simulated by zero thrust settings but unless you demonstrate how that value is worked out all you are doing is telling the student to believe something blindly. He gave the opinion that it was as bad as flying above Vne which it is not. Many aircraft have a poor intolerance of even slight excursions above Vne and indeed as little as only 5 to 10 knots above can and has led to full structural failure. Nearly all MEP's are able to fly on one engine quite happily just with limited performance.

I make no claim to be the arbiter but it does not mean that I will not express my opinion.