737 Engine Out Trimming During Turn
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FCTM on SE flight technique: "Make turns at a constant airspeed and hold the rudder displacement constant. Do not attempt to coordinate rudder and lateral control in turns" (7.3).
It supports RAT 5's argument and also suggests the difficulties of unbalancing forces while turning, unless necessary.
It supports RAT 5's argument and also suggests the difficulties of unbalancing forces while turning, unless necessary.
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This discussion is about operations on 1 engine. Flap selection during a turn is a possibility on arrival. You have the a/c rudder trimmed out/in balance nicely with a stable thrust & speed. Boeing's advisory for correct rudder is level aileron control. You are now in base turn, start to extend flaps and by consequence need to slow done and thus reduce thrust. The trim/balance you had is now not correct.
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I question that selecting F1 or F5 is significantly increasing drag and will slow you down at the required rate. It takes 3-4nm to make a 180 turn from downwind onto finals. From UP -F5 is 40kts. I hazard a guess that you will not achieve that at the thrust setting you had for UP speed.
No rush: indeed there should not be, and there will not be if it's all under control. To allow your technique to be used, and speed to bleed so slowly, you would need to extend downwind to a longer than normal final. Quite unnecessary. If the a/c is in balance and on speed it will fly and be as manoeuvrable as normal. Single engine just means less thrust to accelerate, accurate management of energy and accurate coordination of all flight controls. (Normally the rudder looks after itself on all engines.)
I hark back to my question: there is an easy method and there is a less easy method. Why choose the latter? You might/should be able to handle it if it is thrown at you, but why choose to have to do so?
The definition of a skilful pilot is.................................IMHO and has been quoted on here many times by those better than I.
FCTM on SE flight technique: "Make turns at a constant airspeed and hold the rudder displacement constant. Do not attempt to coordinate rudder and lateral control in turns" (7.3).
There is a thread under discussion on another forum. The pilot asks for help on the use of flaps for take off in an SEP and rotation techniques under differing conditions. A very common answer from those of experience has been RTFCTM, or Pilot notes in that case.
No rush: indeed there should not be, and there will not be if it's all under control. To allow your technique to be used, and speed to bleed so slowly, you would need to extend downwind to a longer than normal final. Quite unnecessary. If the a/c is in balance and on speed it will fly and be as manoeuvrable as normal. Single engine just means less thrust to accelerate, accurate management of energy and accurate coordination of all flight controls. (Normally the rudder looks after itself on all engines.)
I hark back to my question: there is an easy method and there is a less easy method. Why choose the latter? You might/should be able to handle it if it is thrown at you, but why choose to have to do so?
The definition of a skilful pilot is.................................IMHO and has been quoted on here many times by those better than I.
FCTM on SE flight technique: "Make turns at a constant airspeed and hold the rudder displacement constant. Do not attempt to coordinate rudder and lateral control in turns" (7.3).
There is a thread under discussion on another forum. The pilot asks for help on the use of flaps for take off in an SEP and rotation techniques under differing conditions. A very common answer from those of experience has been RTFCTM, or Pilot notes in that case.
Gender Faculty Specialist
Well no, extending downwind required isn't required if you start configuring in a timely fashion. There is no required rate of deceleration, that's an ATC nicety and when I'm on a mayday they can sling it.
You talk about keeping it easy and the easiest way is to minimise thrust changes. In fact if you get it right the only thrust change required is a reduction when you've captured the glide.
You talk about keeping it easy and the easiest way is to minimise thrust changes. In fact if you get it right the only thrust change required is a reduction when you've captured the glide.
