Simulated Engine Outs

Had there been a crash it would have been interesting to listen to him
explain to the fsdo inspector how he, singlehandedly, managed to trash a
perfectly good airplane...
As I mentioned prior in this thread, lets be careful out there...
denny
"Mike O'Malley" wrote in message
...
"BTIZ" wrote in message
news:jZfXb.16636$IF1.12161@fed1read01...
I new and instructor that would move the single C-150 fuel shut off
valve to
off in the traffic pattern, he did it once to many times, he was left
holding the valve handle.

BT

Which is why I never fly without a Leatherman :-)

"BTIZ" wrote

I new and instructor that would move........

Was this supposed to read ?

"I knew an instructor...."

I wonder how some of our NG posters met FAR 61.103 ? :-)

Section 61.103: Eligibility requirements: General.
To be eligible for a private pilot certificate, a person must:
(c) Be able to read, speak, write, and understand the English
language.

Bob Moore

I can pass that FAR.. the problem is connecting the mind to the phat
phingers on the computer keyboard.. and then trusting a spell checker..

so go pound sand..

BT

"Robert Moore" wrote in message
. 6...
"BTIZ" wrote

I new and instructor that would move........

Was this supposed to read ?

"I knew an instructor...."

I wonder how some of our NG posters met FAR 61.103 ? :-)

Section 61.103: Eligibility requirements: General.
To be eligible for a private pilot certificate, a person must:
(c) Be able to read, speak, write, and understand the English
language.

Bob Moore

"BTIZ" wrote in message
news:VorXb.16815$IF1.8472@fed1read01...
I can pass that FAR.. the problem is connecting the mind to the phat
phingers on the computer keyboard.. and then trusting a spell checker..

Can you connect your finegers to the controls of the aircraft?


so go pound sand..

If you can't connect properly, you just might pound sand in a nose down
attitude.

"Robert Moore" wrote in message
. 6...
"BTIZ" wrote

I new and instructor that would move........

Was this supposed to read ?

"I knew an instructor...."

I wonder how some of our NG posters met FAR 61.103 ? :-)

Section 61.103: Eligibility requirements: General.
To be eligible for a private pilot certificate, a person must:
(c) Be able to read, speak, write, and understand the English
language.


Bob, you must unnderstan that their jus publik skool and collage studints.

bodean

Probably one rational behind keeping engine warm is that if you go to
idle and glide a long time the engine will cool down. You then slap on
full power and the cylinders are hit with a high temperature all of a
sudden.

By keeping 1500 rpm and putting down partial flaps you simulate
aircraft performance with engine out for practice (and MAY reduce your
possibility of engine problems???)

However from posts on NG you see a number who just pull back to idle
to sim engine out practice with no problems.

Of course idle engine will not duplicate aircraft performance with
dead engine. 1500 rpm and the appropriate amount of flaps will give
you very close to actual performance if you lose the engine so you are
practicing like you will fly (a good thing) with dead engine.

I'm assuming you shoot for the middle of the field (landing area)
until you see you have it made and then slip off the excess altitude?

An ADVANCED method to lose the excess altitude is to slow the bird
down (behind the power curve) and pick up a high sink rate leaving
enough altitude to dump the nose to pick airspeed back up so you can
flare? Don't try this unless you know what you are doing.

So, youse kind of pays ur money and takes ur chances )

Big John



On Thu, 12 Feb 2004 22:38:53 -0500, BoDEAN
wrote:

In small high wing planes (Ie 172, 152, 150) do you do/teach pulling
throttle all the back to idel? I've been told bring it to 1500 RPM, 1
notch of flaps. Not as hard on the engine

Big John wrote
Probably one rational behind keeping engine warm is that if you go to
idle and glide a long time the engine will cool down. You then slap on
full power and the cylinders are hit with a high temperature all of a
sudden.

That's probably the best rationale I've ever heard for 1500 RPM and
one notch of flaps. We all worry about shock cooling, but letting the
engine cool off and then pouring on the coals is a recipe for shock
heating. I might rethink the way I do this...

Of course idle engine will not duplicate aircraft performance with
dead engine.

No it won't. It's also a great recipe for icing up the carb. For
both those reasons, I usually pull the mixture to idle. That way you
get a true windmilling engine, and since no fuel is evaporating in the
carb there's no risk of ice.

1500 RPM is still very low power, and the chance for carb ice is still
there. Not sure whether I'd rather worry about shock heating the
cylinders or icing up the carb.

So, youse kind of pays ur money and takes ur chances )

Yup.

Michael

(Michael) wrote in message . com...
Big John wrote
Probably one rational behind keeping engine warm is that if you go to
idle and glide a long time the engine will cool down. You then slap on
full power and the cylinders are hit with a high temperature all of a
sudden.

That's probably the best rationale I've ever heard for 1500 RPM and
one notch of flaps. We all worry about shock cooling, but letting the
engine cool off and then pouring on the coals is a recipe for shock
heating. I might rethink the way I do this...

Of course idle engine will not duplicate aircraft performance with
dead engine.

No it won't. It's also a great recipe for icing up the carb. For
both those reasons, I usually pull the mixture to idle. That way you
get a true windmilling engine, and since no fuel is evaporating in the
carb there's no risk of ice.

Carb heat should be the first thing applied when the engine
"quits." Carb icing is the most common cause of engine failure, and if
the pilot is a bit slow in pulling it, there won't be any heat left to
remove the ice. As it is, he'll be lucky to regain power. Some folks
aren't aware of decreasing RPM or manifold pressure until things get
real quiet.
Pulling mix to idle cutoff has caused several accidents in
Canada, and it's no longer part of the simulated forced approach.

Dan

(Dan Thomas) wrote in message . com...
(Michael) wrote in message . com...
Big John wrote
Probably one rational behind keeping engine warm is that if you go to
idle and glide a long time the engine will cool down. You then slap on
full power and the cylinders are hit with a high temperature all of a
sudden.

That's probably the best rationale I've ever heard for 1500 RPM and
one notch of flaps. We all worry about shock cooling, but letting the
engine cool off and then pouring on the coals is a recipe for shock
heating. I might rethink the way I do this...

Of course idle engine will not duplicate aircraft performance with
dead engine.

No it won't. It's also a great recipe for icing up the carb. For
both those reasons, I usually pull the mixture to idle. That way you
get a true windmilling engine, and since no fuel is evaporating in the
carb there's no risk of ice.

Carb heat should be the first thing applied when the engine
"quits." Carb icing is the most common cause of engine failure, and if
the pilot is a bit slow in pulling it, there won't be any heat left to
remove the ice. As it is, he'll be lucky to regain power. Some folks
aren't aware of decreasing RPM or manifold pressure until things get
real quiet.
Pulling mix to idle cutoff has caused several accidents in
Canada, and it's no longer part of the simulated forced approach.

Dan

Do you have the details of these accidents, or where one might find
them? It would be interesting to know the exact cause of the accident.

I was taught that way. Full rich, carb heat, switch tanks, switch mags.
Unfortunately my only fully dead engine episode needed the
opposite solution. I didn't have time to figure it out, if I would have been
smart enough in the first place.

The carb float had sunk and the engine flooded on power to idle reduction. I
didn't know it. When I needed the power, no power. Full rich - wrong.
Switch mags - so what. Other tank - who cares. Carb heat -wrong.

If only I had pulled the mixture to lean and full throttle. Probably
wouldn't have helped - too low - the whole thing was under a minute
to touchdown.




In article ,
(Andrew Sarangan) wrote:
(Dan Thomas) wrote in message
. com...
(Michael) wrote in message
. com...
Big John wrote
Probably one rational behind keeping engine warm is that if you go to
idle and glide a long time the engine will cool down. You then slap on
full power and the cylinders are hit with a high temperature all of a
sudden.

That's probably the best rationale I've ever heard for 1500 RPM and
one notch of flaps. We all worry about shock cooling, but letting the
engine cool off and then pouring on the coals is a recipe for shock
heating. I might rethink the way I do this...

Of course idle engine will not duplicate aircraft performance with
dead engine.

No it won't. It's also a great recipe for icing up the carb. For
both those reasons, I usually pull the mixture to idle. That way you
get a true windmilling engine, and since no fuel is evaporating in the
carb there's no risk of ice.

Carb heat should be the first thing applied when the engine
"quits." Carb icing is the most common cause of engine failure, and if
the pilot is a bit slow in pulling it, there won't be any heat left to
remove the ice. As it is, he'll be lucky to regain power. Some folks
aren't aware of decreasing RPM or manifold pressure until things get
real quiet.
Pulling mix to idle cutoff has caused several accidents in
Canada, and it's no longer part of the simulated forced approach.

Dan

Do you have the details of these accidents, or where one might find
them? It would be interesting to know the exact cause of the accident.