Sgt. Pappy
Airman 1st Class
- 197
- Jun 7, 2006
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Kevin, have you ever head of "Rudder Trim?"I'm thinking this aircraft probably needs to be held in a good bank with one engine out
Kevin, have you ever head of "Rudder Trim?"
Minimum controllable airspeed, and I guess with regards to this discussion, airspeed with regards to yaw, usually applied to discussions around engine out take offs - Yes I'm a pilot and a flight instructor - how many times have you flown a twin with one engine out????are you saying that you think twins engine aircraft (in general) fly straight with rudder trim and prime engine out? Ummm ....do you you know what Vmcmeans?"
And again, discussed with regards to engine outs during take off.....clue: It's not the minimum speed you can control with "rudder trim"
also:
same question while trying to make best ias?
back to the bank comment:
Your call....I'm thinking my time on this forum will be short
ADIOS
ignore the mention of prime since this A/C is counter-rotating props,
Minimum controllable airspeed, and I guess with regards to this discussion, airspeed with regards to yaw, usually applied to discussions around engine out take offs - Yes I'm a pilot and a flight instructor - how many times have you flown a twin with one engine out????
But to answer your first question it also depends on the aircraft - in a P-38 - yes, in an older Piper Aztec, maybe at sea level while crossing your fingers.
And again, discussed with regards to engine outs during take off.....
Your call....
And it also means the P-38 never had a critical engine if you know what that is....
And of course you're talking on takeoff in a GA aircraft that has a critical engine - the P-38 DID NOT have a critical engine.I think it's pretty common knowledge that engine out is a need for bank. If we bank towards the good engine, the horizontal component of the tilted lift opposes the yawing into the dead engine. 5 degrees of bank is what I was trained to expect when I was training for M.E.L.
Actually there is one, an Aero Twin Commander 520 with the IO-540 (Coleman) conversion found on the later models. - but since we were talking P-38, the actual engine out proceudre is to REDUCE power on the good engine, feather and trim.....Anyway; A twin that fly's coordinated with engine out and only rudder trim as you assert? Maybe in a flight simulator…. I've not been such an aircraft that handles asymetrical thrust like you assert. Maybe this is specific to some aircraft you've logged time in??
I'm not a MEI but that's OK, a student is as good as his or her instructor, or is that the other way around....Flight Instructor?? I'm glad you werent mine.
Yes I have see above.....My MEI always used the saying "ball"- "bank"- "Blue" you ever hear of this?
OK, and your point with regards to a P-38?Hint: The "Ball" is the coordinator ---remember step on the ball?
The "bank" is the amount of bank to maintain coordinated flight
the blue is the blue Vyse line (single engine best rate of climb)
That's a procedure in a GA light twin - I've had time in a 737 full motion sim and flown (training) 737s -200 and it all rudder....Back to Vmc:
Typically the yaw axis of control is the first to be lost at Vmc…..Vmc is not based on the aircraft's ability to maintain yaw control with just trim as you seem to assert above. I think that if you look at all operating procedures it will tell you airspeed must be maintained above Vmc. It's been my experience that Vmc with a twin is the airspeed that full deflection of rudder will not maintain directional stability… and all bad things follow. So basically; I am asserting that the ability to maintain directional stability with trim alone goes away at a speed higher than Vmc.
Again, we're talking P-38, GA and now airliners - all different, expect if you flown an aero commander or a shrike commander.....I disagree that you can trim this aircraft straight and level with engine out as you seem to assert with simply rudder trim. I'm sorry but we'll have to disagree on this point.
perhaps.....Flyboy:
I'm thinking you and I may be on a slightly different frequency.
Thanks - all of us bring something to the table, that's what makes this site so unique...I still hope to learn something from you guys and I think what you guys are providing here is invaluable.
I still doubt that Lockheed would have ducted heat from both engines. As a planner, I'd say that flight is over and a %50 chance of having cabin heat is good enough till the A/C is back on the ground from the levels with a serviceable aircraft.
KB
perhaps.....
Thanks - all of us bring something to the table, that's what makes this site so unique...
Actually getting back to that query - there was a heat exchanger in the right engine (a shroud around the exhaust, similar to GA aircraft) used for cabin heating - in later models the same set up was placed on both engines (I believe the fist block of J models). This also worked the windscreen defrost. There was also an electrical hook-up for an electrically heated flight suit.