Today's Message Index:
----------------------
1. 03:02 PM - Re: Re: Single engine procedures. (BillLeff1@aol.com)
2. 04:41 PM - Kudos to Bill Leff (Deneal Schilmeister (MacbookPro))
3. 08:03 PM - Re: Kudos to Bill Leff (BillLeff1@aol.com)
4. 08:30 PM - Re: Single engine procedures. (stratobee)
5. 09:04 PM - Re: Kudos to Bill Leff (Tylor Hall)
6. 09:04 PM - Re: Re: Single engine procedures. (BillLeff1@aol.com)
Message 1
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| Subject: | Re: Single engine procedures. |
Hey Tyler, The real issue in simulating single engine in Geared engines is
detuning of the counterweights. The best way to simulate single engine is
to make a smooth power reduction to a minimum of 13 inches using 2400-2600
rpm normal approach RPM is 2600 not 3000 if you want the engine to last.
Then do the required flying i.e. flying the missed approach. Just chopping
an engine does not simulate a typical engine failure anyway. Practice
maneuvering in this configuration to get a feel. It is not quite zero thrust
but it is close enough.
For landings use this configuration until landing is assured then reduce
the power on the good engine and as the throttles become matched reduce both
together. Remember do not add extra speed. Fly the numbers. Maintain single
engine climb until landing is assured then normal fence speed. There is
less drag with one engine feathered so the plane will float. Fortunately a
Commander can be just driven on without worrying about wheelbarrowing. The
instructor will need to constantly monitor the MP.
The starter is protected by a clutch (assuming it is set correctly. So you
can't hurt it making air starts anymore than on the ground.
As far as Bob Hoover is concerned, his Commander,as well as most Commanders
, is equipped with un feathering pumps not accumulators. The only
Commanders I have seen equipped with Accumulators ere Continental Powered.
In his show he would feather the props at full power cutting the mixture
and feathering the props. Then to restart he would put the mixtures forward
and when he pushed the prop levers forward which would automatically start
the un feathering pumps (his plane was modified for that feature.
The reason, I think, he was able to do this to his engines is the Shrike
engine just never get that hot in a climb. So, the cylinders don't crack.
In a message dated 4/3/2011 11:17:35 A.M. Eastern Daylight Time,
tylorhall@mac.com writes:
--> Commander-List message posted by: Tylor Hall <tylorhall@mac.com>
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:
> --> 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
>
>
>
>
Message 2
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| Subject: | Kudos to Bill Leff |
Not only does he share his Commander knowledge with us, my old friend Martha
Lunken mentions him in the new issue of Flying Magazine.
Message 3
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| Subject: | Re: Kudos to Bill Leff |
How nice it was of Martha to mention me in her article! I did check here
out in Jim's SNJ but she is an old hand at tail draggers and it was no
problem for her. She did my single engine ATP check ride in my T-6. Yup: steep
turns, a precision approach, a non precision approach a loop and a roll!
Also, as to the content of the article, I could not have said it better
myself. I have owned my T-6 for almost 36 years and have been flying air shows
in it for 35 years. To this day I have never worn a military uniform,
ever, while flying my T-6.
I was a Army Nat'l Guard helicopter crew chief (unfortunately it was in
OH-13's and CH-34's yes there were Hueys too) not a military pilot. I feel
it would not be appropriate for me to pass myself of as a military pilot.
Even thought I over 22500 hours in everything from gliders to the Airbus I do
not pretend to be one of our nations finest!
Carry on Martha!!!
Bill Leff
In a message dated 4/4/2011 7:41:59 P.M. Eastern Daylight Time,
deneals@deneals.com writes:
Not only does he share his Commander knowledge with us, my old friend
Martha Lunken mentions him in the new issue of Flying Magazine.
(http://www.matronics.com/Navigator?Commander-List)
(http://www.matronics.com/contribution)
Message 4
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| Subject: | Re: Single engine procedures. |
Bill, or anyone else, please tell us your real word MP numbers and airspeeds on
a regular circuit to land (both engines working). Be interesting to hear as when
we ferried mine back with the help of JimBob, I didn't play close attention.
--------
Adam
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=336129#336129
Message 5
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| Subject: | Re: Kudos to Bill Leff |
Bill,
Thanks for the information.
I printed it out and will take it with me next time.
I grew up in Cincinnati. My fist contact with aircraft was hanging on the fence
at Lunken Airport and watching the planes land.
My time in the USMCR (non flying except for flying in the back) I was in VMR-234
that flew C-119's out of NAS Glenview.
One of our C-119's lost an engine on takeoff out of MCAS Cherry Point. He shut
down one, kept it flying and was able to make it around and on the ground. He
never got above 200' AGL, which is just above the trees. He was loaded, full
of fuel and 20+ troops.
This is one of those events that I witnessed that make me ask lots of questions.
I want to know how to do it right.
If you have one engine out for landing, do you wait on putting the gear down until
short final?
Tylor Hall
On Apr 4, 2011, at 9:00 PM, BillLeff1@aol.com wrote:
> How nice it was of Martha to mention me in her article! I did check here out
in Jim's SNJ but she is an old hand at tail draggers and it was no problem for
her. She did my single engine ATP check ride in my T-6. Yup: steep turns, a precision
approach, a non precision approach a loop and a roll!
>
> Also, as to the content of the article, I could not have said it better myself.
I have owned my T-6 for almost 36 years and have been flying air shows in it
for 35 years. To this day I have never worn a military uniform, ever, while
flying my T-6.
>
> I was a Army Nat'l Guard helicopter crew chief (unfortunately it was in OH-13's
and CH-34's yes there were Hueys too) not a military pilot. I feel it would
not be appropriate for me to pass myself of as a military pilot. Even thought
I over 22500 hours in everything from gliders to the Airbus I do not pretend
to be one of our nations finest!
>
> Carry on Martha!!!
>
> Bill Leff
>
>
>
> In a message dated 4/4/2011 7:41:59 P.M. Eastern Daylight Time, deneals@deneals.com
writes:
> Not only does he share his Commander knowledge with us, my old friend Martha
Lunken mentions him in the new issue of Flying Magazine.
>
>
>
> href="http://www.matronics.com/Navigator?Commander-List">http://www.matronics.com/Navigator?Commander-List
> s.matronics.com/">http://forums.matronics.com
> p://www.matronics.com/contribution">http://www.matronics.com/contribution
>
>
>
>
Message 6
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| Subject: | Re: Single engine procedures. |
17 inches and 2600 rpm in the pattern, then plan the approach at 15 inches
with gear down and 1/4 flaps. Use flaps to add drag for glide path control
landing with full flaps (always). 13 inches minimum until closing
throttles at touchdown.
Practice until you can do that. Always inspect props after landing to see
if the prop spinner bulkhead slipped making the spinner rub on the prop
blades. Ruff mags, or a backfire can cause the slip as well.
Bill
In a message dated 4/4/2011 11:31:12 P.M. Eastern Daylight Time,
adam@adamfrisch.com writes:
--> Commander-List message posted by: "stratobee" <adam@adamfrisch.com>
Bill, or anyone else, please tell us your real word MP numbers and
airspeeds on a regular circuit to land (both engines working). Be interesting
to
hear as when we ferried mine back with the help of JimBob, I didn't play
close attention.
--------
Adam
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=336129#336129
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