High performance SE versus light twin: ongoing debate!

[Timothy]

In a twin we shut one engine to simulate lose of power that leads to rapid cooling of the cylinders of one engine and long period of full (or near to full) power of the other, as you alternate the failed engine both have very hard life and are abused.

I am sure that this is part of the explanation. The rest is probably due to greater vibration on the wing than on the fuselage, longer control runs (both mechanical and electrical) and more complex fuel systems.

Also, possibly, that twins often fly higher than singles (not capability, but mission profile) and are therefore subject to more temperature changes?

I would have thought that some of the effect would be offset by the fact that much more ab initio/low hour training takes place on singles, so they get thrashed a little more?

I agree that Piotr would be better off on 1000nm trips with a twin, but hey! he's a big boy and he's had a lot of advice now....he must find his own way!

W

[AC-DC]

Also, possibly, that twins often fly higher than singles (not capability, but mission profile) and are therefore subject to more temperature changes?

I don't think that that this is a reason, temp should be more or less steady and will be under control as the pilot must lean.

I would have thought that some of the effect would be offset by the fact that much more ab initio/low hour training takes place on singles, so they get thrashed a little more?

You might have a point but I don't think that the effect of circuit work is the same as no power on hot cylinder. If you have noticed the aircraft that were mentioned were Seneca and Seminols, the aircraft that are mostly in use by schools.

Piotr
One point that I forgot to mention. If you do not have an IR you better have one, not just because you want to fly airways but because in Dutch airspace you will be limited to 1500' over land and WATER and this while you are 30-40 miles off shore.

Good luck

[Flyin'Dutch']

Pardon me!?!

AC DC wrote:

One point that I forgot to mention. If you do not have an IR you better have one, not just because you want to fly airways but because in Dutch airspace you will be limited to 1500' over land and WATER and this while you are 30-40 miles off shore.

Have I missed something?

Please explain.

FD

[dirkdj]

AC-DC

I think it was mentioned in the beginning of this thread that an IR was essential.

I can hardly see a flight from Scotland to Poland in VFR on a regular basis unless you allow 3 months time.

Amsterdam TMA is class A and not accessible in VFR.

[Flyin'Dutch']

AC DC wrote:

[QUOTE] in Dutch airspace you will be limited to 1500' over land and WATER and this while you are 30 to 40 mile off shore [\QUOTE]

To which I wrote:

[QUOTE]


Have I missed something?

Please explain. [\QUOTE]

dirkdj replied:

[QUOTE]Amsterdam TMA is class A and not accessible in VFR.[\QUOTE]

Yup but that is only a small bit of Dutch Airspace and certainly not the reason why you would need the IR! I think the Wx is a much more important factor.

FD

[AC-DC]

F.D

As DirkDJ said, Amsterdam is class A, if you fly along the coast on a VFR you are kept at 1500', if you don't fly along the coast but on the shortest rout you are still kept at 1500'. I wanted to fly to Denemark and these were the two options.

DirkDJ

I think it was mentioned in the beginning of this thread that an IR was essential

Sorry, it seems so long ago