How To Safely Shut Down An Engine In Flight - Vlog 02
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- Опубликовано: 10 окт 2023
- Multi engine training Vmc Demo, Simulated engine failure, shutdown, secure, restart in flight and a discussion on Vmc roll in a twin engine Beechcraft Baron 55 with Dan Millican from "Taking Off"
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Развлечения
What I've been taught is that a critical engine is defined by the length of the arm from the CG to the thrust vector of the downgoing propeller, and the right engine is the critical engine. This is because the downgoing propeller takes a bigger bite of air, and the longer arm of the downgoing propeller is on the right engine.
Exactly.
The critical engine is the engine that has the most adverse affect on aircraft control when it is lost. Therefore the left engine is typically the critical engine in light conventional twins. Not the right.
Hey! I know that guy. 😊
It was great to have you on the podcast last night. Also, really love these more serious flight lesson videos.
Very impressed with getting you commercial and multi that fast.
Can't wait to see the next one, Bryan.
BeardedAv8r
Another awesome vlog. Keep them coming BrYan!
Also, congrats on a perfect 10 min video 😄
I noticed that and am issuing a personal challenge to myself to have all videos end on the :00 mark moving forward
@@JustPlaneSilly I’ll make sure to keep tabs on that 🫡
Its been 6 months since I did my multi. My right leg still hurts. And ercoupes are fun to fly 😁. I've never heard of the critical engine explained that way. The way that was explained to me was in terms of a longer lever arm from the thrust of the non critical engines propeller (downward bladetip is further from center on non critical, downward bladetip on critical is closer) to the airplanes center requiring more force and a longer lever arm from the rudder to counter it. But again it's been a few months and I'm not a MEI.
Thats 100% accurate. There are 4 reasons it is the critical engine. I just talked abut torque because I feel like that s the easiest to understand for someone that doesn't have any multi experience. You are spot on though.
Actually, the critical engine (as defined by the FAA), is the one that has the most adverse effect on the airplane’s handling characteristics or performance. All of the four factors previously mentioned make up the determination of which is the Critical Engine on propeller driven aircraft with non counter rotating propellers or, with centerline thrust. Also, remember that many European built propeller driven ME aircraft have both engines that rotate counter clockwise thus making the RH engine the the Critical Engine.
What I love about this channel is with all the humor and funny videos. To hear how as a pilot learning the process of new rating and skill and the no BS learning of it. Its great to hear and being a student getting close to a check ride, to hear about the difference on twins was good to learn.
I'm pretty sure that if any engine shuts down you check that the door is open, secure your pants extinguishers, grab your selfie stick and bail with a parachute. That's standard procedure as far as I know.
THIS!
I love seeing the learning process in the real world....this series is perfectly that. Thanks for posting!
Fun stuff! Has me looking forward to hopefully doing this in the future!
Good stuff, BrYan. Serious issue and handled well. Good stuff.
P-factor on the live side is a fairly big part of what makes the critical engine ( unless they're inline, I guess! ). Nice chilled drill, I like it.
True there are multiple reasons for the critical engine but I picked the one that I thought would make the most sense to someone with no twin time since torque is a more common concept than P factor. I think its P-Factor, Accelerated Slipstream, Spiraling Slipstream, and Torque that define the critical engine.
@@JustPlaneSilly "List, in order of importance..." :D my MEI friend is in the middle of his 737 type rating, sounds a great quetion to ambush him with now he's spending all day thinking about jets. Sadlly been far too long since I've either been in a likely aircraft or trying to pass aero eng classes, so I'm not even going to try. Your vids do remind me why I wanted to go into the area in the first place.
4:23 Hey, that's my Ercoupe model! It's R/C and perfect for pilots with extremely weak left thumbs.
Love to see multi engine flights and more engine out procedures during IFR approaches under the hood
there was a recent crash someone caught on video the apparently was a failed VMC demo. 2 of the three aboard died. I think it was Blanolorio's channel that had it.
👍✅ Tks BrYan!
Flying the Beech 18 way back when, we had 2 critical engines. They were both hyper sensitive, quick to pass judgment, and always making sure they're the victim and me the jerk. The right one was named "Grumpy" and the left one was named "Sneezy." Which were replaced with "Dopey" and "Sleepy"
The Cessna 172 has a critical engine......
I’d say both engines are jerks and hate the pilot. The right one wants to kill you and the left one never works in the air for some unknown reason.
HAHA! Accurate
Very cool to warch you go thru this training. Now that I've observed you all, am I qualified to take my check ride? 😂
Just keep gliding it easy
😎
Nice job Bryan. What's next, doctoring license?
And rule out Bonanzas entirely?
I think I well just keep gliding on pro
The critical engine is the one that always tells you how it is, no fluff, straight to the point sometimes too much. Always criticizing you telling you how much better you need to be. Very hard to live up to a critical engines standards
This was hard to watch. Especially the last second till the full 10 minutes. Do you need at least 2 engines to have one critical engine? I'm struggling with this, as my trainer (C172) only has one engine. Or the other one is somewhere hidden. Please advise!!!
Soooo.....when are you buying a 310 or Baron? lol We are looking at one for our next plane. Love the Cherokee 260 cause it can haul a dump truck, just wish was a twin.
I just did an XC in a Baron and I would love to have one. My pockets aren't deep enough.
took me a minute to get around the prop and throttle being reversed.
@@JustPlaneSilly
@@firepilot109 Yes! That gave me a moment of hesitation before making any adjustments in the plane.
Congrats on all of it man. I'm hoping to finish up sometime, life...@@JustPlaneSilly
I didn't see any use of checklist.
If your engine dies in a twin, you aren't grabbing a checklist. It will kill you. I assure you we used check lists in each new phase of flight. We wouldn't have passed the check ride if we weren't using them
Fun video. Cool to watch the process in a light hearted presentation. Are you going to replace the Cirrus with a DA62?
No, Its just going away. Dad s hanging it up. The ROI on keeping it ant not flying much isn't great.
1:08, you’re wrong.. on the Duchess, BOTH engines are critical! Lol That’s a weird explanation of critical engine, and I’m not sure if you are serious or if it’s more satire.. what makes one engine harder to maintain directional control is the fact that the DESCENDING blade is taking a bigger bite of air (P-Factor) and the descending blade which is furthest from the centerline of the aircraft on most twins is the right engine.. so the right engine thrust centerline is further from the centerline, and it has more leverage to yaw you into VMC. Make sense?
There are four factors that make an engine a critical engine I just picked the one that seemed the most simple to explain which was torque.
P-Factor, Accelerated Slipstream, Spiraling Slipstream, and Torque define the critical engine.
@@JustPlaneSilly I don’t agree.. the accelerated slip stream should be the same effect on either engine. The effects from torque is a rolling motion, not a yaw motion. The only thing that makes the right engine more dangerous is that the moment arm from the p factor is longer, causing a yawing motion that needs to be canceled by rudder, or it may VMC. The explanation you gave about torque could be canceled by ailerons. It’s ALL about the descending blade further from the fuselage.
@@thomasaltruda Just google "Multi P.A.S.T"
www.cfisteph.com/multi-engine-aerodynamics
thebackseatpilot.com/pages/criticalengine
mycfibook.com/book-page/multi-engine-airplanes/
www.westwingsinc.com/Critical_Engine_1.pdf
personalwings.com/multi-engine-rating-memory-items/
Have you gone through Multi Training?
I am starting to think you are messing with me. This is like everywhere when you research the subject: "Aircraft which have counter-rotating propellers rotating toward the cockpit on the top side (such as the Beechcraft Duchess) do not have a critical engine, while both engines are critical on aircraft with counter-rotating propellers turning away from the cockpit."
@@JustPlaneSilly I was joking about both engines being critical on the duchess, yess because it is an underpowered twin.. kinda like the joke, why does a (insert twin airplane name here) have two engines? Because it needs them.
So you're saying there's a lot of twerking going on?