Critical engine
Critical engine
Joined: Oct 2000
Posts: 284
Likes: 0
From: UK
You could try reading the Aircraft Manual.
If the engines are counter rotating there will be no critical engine. I believe this applies to all BE76 models.
If the engines both rotate in the same direction, typically clockwise viewed from behind, the critical engine will be the left (Port) engine
If the engines are counter rotating there will be no critical engine. I believe this applies to all BE76 models.
If the engines both rotate in the same direction, typically clockwise viewed from behind, the critical engine will be the left (Port) engine
Joined: Dec 1999
Posts: 1,346
Likes: 132
From: I prefer to remain north of a direct line BNE-ADL
Or technically in a BE-76 the critical engine would be the upwind engine when taking off in a x/wind. Although I'd regard any engine failure in a duchess as "Critical" regardless of which engines!
Joined: Mar 2002
Posts: 550
Likes: 0
From: UK
Critical Engine : That engine which if fails will most adversely affect control of the aeroplane.
In the Dutchess and Baron, which both have props rotating in a clockwise sense, the critical engine is the left engine.
Explanation : Primarily due to P-Factor, the thrustline from both props does not go through 'the center' of the engine, but rather is displaced toward the descending blade, particularly at high angles of attack (basic PPL theory). Hence the thrustline of the left engine is closer to the longitudinal axis of the aircraft than the thrustline of the right engine. Hence if the left engine quits then the yawing moment is greater than if the right engine quits.
Torque, and slipstream also play a part in the discussion, but as I said, P factor is the major factor.
In the Dutchess and Baron, which both have props rotating in a clockwise sense, the critical engine is the left engine.
Explanation : Primarily due to P-Factor, the thrustline from both props does not go through 'the center' of the engine, but rather is displaced toward the descending blade, particularly at high angles of attack (basic PPL theory). Hence the thrustline of the left engine is closer to the longitudinal axis of the aircraft than the thrustline of the right engine. Hence if the left engine quits then the yawing moment is greater than if the right engine quits.
Torque, and slipstream also play a part in the discussion, but as I said, P factor is the major factor.
Joined: Mar 1999
Posts: 45
Likes: 0
From: Greater London
!
All this talk about critical engine is a misnomer.
This is because all the V speeds and emergency proceedures for twins are based on a stated case situation which includes the assumption that the engine that has failed is the critical engine. If the other one fails you have something small in hand, BUT DONT TRY TO REMEMBER WHICH IS WHICH, FLY THE AIRCRAFT.
So as long as you fly the way the whole manual INSTRUCTS you to, it doesn't matter which engine has failed. Except from your trousers point of view.
Read the manual.
This is because all the V speeds and emergency proceedures for twins are based on a stated case situation which includes the assumption that the engine that has failed is the critical engine. If the other one fails you have something small in hand, BUT DONT TRY TO REMEMBER WHICH IS WHICH, FLY THE AIRCRAFT.
So as long as you fly the way the whole manual INSTRUCTS you to, it doesn't matter which engine has failed. Except from your trousers point of view.
Read the manual.
Beacon Outbound
Joined: Mar 2002
Aviation Qualifications: ATPL
Posts: 710
Likes: 22
From: "Home is were the answer machine is"
In the Dutchess and Baron, which both have props rotating in a clockwise sense, the critical engine is the left engine.
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Last edited by IRRenewal; 24th May 2002 at 21:16.
