Today's Message Index:
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1. 06:41 AM - Re: Re: Single engine procedures. (BillLeff1@aol.com)
2. 07:41 AM - Re: Re: Single engine procedures. (kitepilot@kitepilot.com)
3. 08:17 AM - Re: Re: Single engine procedures. (Tylor Hall)
4. 08:44 AM - Re: Re: Single engine procedures. (BobsV35B@aol.com)
Message 1
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| Subject: | Re: Single engine procedures. |
Shutting down and restarting in flight is not a problem. it does buck a lot
so it is best to not to due it toop much. When doing it make sure you have
a lot of altitude and are near a suitable airport to make a single engine
landing if you can't get it started.
When landing single engine do not add extra speed. be on speed 100-115
until landing is assured and then make a normal landing.
Commanders fly so well on one engine I treat single engine operations as an
abnormal procedure rather than an emergency. However always keep in
mind your engines must be in good running order and density altitude is all
important. I am not saying that the aircraft will perform as well on one as on
two. I am saying the handling characteristics as very good one engine.
By the way, on the subject of tail dragger flying. I typically can tell in
just a few minutes if a pilot has a lot of tail wheel time. Just checking
out in a tail dragger will help but it is being proficient is tail draggers
that matters. A tail dragger pilot typically instinctively uses the flight
controls better because most tail draggers demand it and most importantly
directional control with the rudder is instinctive. A good tail dragger
pilot just never lets the nose move without doing something about it.
When I was an instructor at TWA the pilots that did best with V1 cuts were
mostly tail dragger pilots!
Have fun but don't something dumb!
Bill Leff
In a message dated 4/2/2011 4:32:40 A.M. Eastern Daylight Time,
adam@adamfrisch.com writes:
--> Commander-List message posted by: "stratobee" <adam@adamfrisch.com>
Thanks Bill.
No, I'm doing the multi in a Seneca and am almost finished now.
That's some good advice about the 520 and the stuff I wanted to hear. How
to keep directional control and all that is what the general training and
rating is for, but I wanted the specifics of the 520 so that when I simulate
an engine failure or even shutdown an engine to get the experience, I
would like to be able to restart it and unfeather it. I don't want to find
myself in a scenario where I can't unfeather, can't start and have to do a
landing on one engine. Good practice, I'm sure, but not something I want to do
first thing out.
--------
Adam
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=335832#335832
Message 2
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| Subject: | Re: Single engine procedures. |
Taildragger?
Half of the story... :)
Once they are flying, you can get as lazy as you would in the dumbest Cessna
or Piper.
If you REALLY want to "second nature your feet", get glider time.
As a long time CFI and CFIG, and having 85% of my taildragger time with a
glider on tow (you go down faster than you go up... :), NOTHING will teach
you coordination as a long-winged, adverse-yaw advocate, turn-stubborn
glider will.
By the time I got to multiengine, after hundreds of hours towing and
wrestling my feet in gliders, and engine out event was a fairly
muscle-memory familiar event.
YMMV
ET
Cate Chagnot writes:
>
> Adam,
> I know it's a long way to go from California but you won't find anyone better
to give you training in your Commander than Bill Leff. He trained me in mine
and does my re-current training. Well worth the cost and trouble to get to Dayton.
> Get some time in a taildragger if you can. It will help you deal with an engine
out situation since keeping the nose straight with rudder will become automatic.
>
> Cate N4278S N180PK
>
> --------
> Cate
>
> N4278S 680E
> Skywagon N180PK
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=335835#335835
>
>
>
>
>
>
>
>
>
>
Message 3
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| Subject: | Re: Single engine procedures. |
Bill,
Thank you for your input on single engine procedures. I have flown with Cate in
her 680E, and she is a good stick.
It is looking like I may be involved with another 520 to get it flying again.
Could you go through the shut down procedure on a geared engine Commander? It
appears that you do not want to simulate a single engine as we all did to get
our multi engine rating by pulling power back to a near Zero thrust condition.
Your post on on April 1 says to pull the mixture to idle cutoff. What next?
I have been warned that the engine starter takes a lot out of it to start the engine
again. This is a time where the starter could fail due to high stress?
Bob Hoover did a lot of engine starts in a 500S, but that is with a direct drive
engine and unfeathering accumulators.
Tylor Hall
On Apr 3, 2011, at 8:38 AM, kitepilot@kitepilot.com wrote:
>
> Taildragger?
> Half of the story... :)
> Once they are flying, you can get as lazy as you would in the dumbest Cessna
or Piper.
> If you REALLY want to "second nature your feet", get glider time.
> As a long time CFI and CFIG, and having 85% of my taildragger time with a glider
on tow (you go down faster than you go up... :), NOTHING will teach you coordination
as a long-winged, adverse-yaw advocate, turn-stubborn glider will.
> By the time I got to multiengine, after hundreds of hours towing and wrestling
my feet in gliders, and engine out event was a fairly muscle-memory familiar
event.
> YMMV
> ET
>
> Cate Chagnot writes:
>> I know it's a long way to go from California but you won't find anyone better
to give you training in your Commander than Bill Leff. He trained me in mine
and does my re-current training. Well worth the cost and trouble to get to Dayton.
Get some time in a taildragger if you can. It will help you deal with an
engine out situation since keeping the nose straight with rudder will become
automatic. Cate N4278S N180PK --------
>> Cate N4278S 680E
>> Skywagon N180PK Read this topic online here: http://forums.matronics.com/viewtopic.php?p=335835#335835
>
>
>
>
Message 4
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| Subject: | Re: Single engine procedures. |
Good Morning ET,
As a very long time CFI (CFI-A, CFI-G CFI-ME, CFI-R and CFI-I, first CFI
rating in 1949) I totally agree with your thoughts.
It is heading awareness and how to get the heading to be what you want that
counts.
Remember all the fun we tow pilots have when the trainee is 'boxing' the
'prop' wash?
Happy Skies,
Old Bob
Stearman N3977A
Do Not Archive
In a message dated 4/3/2011 9:41:26 A.M. Central Daylight Time,
kitepilot@kitepilot.com writes:
--> Commander-List message posted by: "kitepilot@kitepilot.com"
<kitepilot@kitepilot.com>
Taildragger?
Half of the story... :)
Once they are flying, you can get as lazy as you would in the dumbest
Cessna
or Piper.
If you REALLY want to "second nature your feet", get glider time.
As a long time CFI and CFIG, and having 85% of my taildragger time with a
glider on tow (you go down faster than you go up... :), NOTHING will teach
you coordination as a long-winged, adverse-yaw advocate, turn-stubborn
glider will.
By the time I got to multiengine, after hundreds of hours towing and
wrestling my feet in gliders, and engine out event was a fairly
muscle-memory familiar event.
YMMV
ET
Cate Chagnot writes:
<cchagnot@ultimateair.com>
>
> Adam,
> I know it's a long way to go from California but you won't find anyone
better to give you training in your Commander than Bill Leff. He trained me
in mine and does my re-current training. Well worth the cost and trouble to
get to Dayton.
> Get some time in a taildragger if you can. It will help you deal with an
engine out situation since keeping the nose straight with rudder will
become automatic.
>
> Cate N4278S N180PK
>
> --------
> Cate
>
> N4278S 680E
> Skywagon N180PK
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=335835#335835
>
>
>
>
>
>
>
>
>
>
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