Page 25 - Volume 18 Number 8

One Not Turningsurprising, not a really good representation of a real- world failure down low. That’s why I recommend that my multiengine students include some type of dual- instruction simulator-based training in their annual flight training regimen. The engine-out instruction I do is supplemental to, not a replacement for, simulator- based training.What this more-benign engine failure simulation does do is allow demonstration of the effects of attitude and heading control on performance on one engine, before and after feathering the dead engine’s propeller. It also permits the PRI to experience airplane control and handling after shutting down the dead engine, answering the question I’ve addressed previously in Twin and Turbine: “Identify, verify, feather...now what?”Pitch, bank, yawOne variation on the cautious theme: the first time I fly with a Baron pilot, I’ll do an actual engine shutdown/ propeller feather at altitude, under very controlled conditions. The objective is to increase pilot confidence by letting him/her actually see a propeller stopped out there in the wind, so if it happens for real it won’t be the first time they experience the odd sensation.As you probably guess, I don’t approach this without caution. After ground briefings, I’ll simulate a few engine cuts (with throttle reduction). On the first, I simply have the pilot establish and maintain a pitch attitude that results in blue line speed (about three degrees nose-up with a windmilling propeller, in a Baron), while holding heading with rudder (about 1/3 of the ball deflected toward the good engine) and bank (barely banked, about three degrees from level) into the good engine. This is the configuration testing shows provides the best available performance in this condition. At training altitude at a typical training weight, a Baron’s optimum performance is a slight descent.After a little maneuvering with the windmilling propeller I restore power by advancing the retarded throttle, encouraging the PRI to maintain pitch and return to level wings and coordinated rudder as power resumes. This takes as much concentration and effort at maintaining pitch while establishing bank and yaw when an engine quits. So it’s “free” practice in asymmetric-thrust control inputs, whether “failing” or “restoring” an engine.My purpose in this exercise is to:Reinforce in the pilot the assurance that the control inputs needed to maintain airspeed and heading ispredictable, and provides plenty of time to properly assess the emergency, troubleshoot if time and altitude permit, and eventually identify and feather the propeller if necessary. Except for an engine failure immediately after takeoff or during a go-around or missed approach, there’s no need to act without deliberation, as long as you maintain the correct control inputs.Show the significant reduction in performance that occurs with only very minor changes in pitch attitude (airspeed) or bank-and-rudder input (fuselage drag).The next stepAfter this exercise, I’ll do a few more simulated engine cuts. I’ll have the PRI go through the full engine-failure procedure, guarding the throttle (so the PRI does not restore power on the “dead” engine) and propeller control (so he/she does not actually feather the propeller—yet). As soon as the PRI gets to the “feather” step I’ll adjust throttle and propeller controls to put the engine into zero-thrust. The PRI must respond with changing control inputs to match the reduction in drag.Usually, I’m working in a practice area, not too far from an airport. If I’m having a good day, after a couple of simulated failures I’ll catch the pilot by directing a 180° turn (“to stay in the practice area”), then pull the throttle on the engine on the side toward which we’re turning. Most pilots don’t expect an engine failure while turning, ostensibly to stay in the practice area. It’s as close to a surprise as we get in this training.ShutdownAs I said, I do let the PRI experience an actual shutdown and single-engine maneuvering...but only after he/she has had this pre-shutdown practice, and then only when we have plenty of altitude and are close to a long runway. This is where I was with my 1961 Baron pilot...about 4,500 feet above ground level, six or seven miles from an 8,000-foot runway used by C-5B Galaxies. I briefed the pilot that this time we’d go all the way through feathering, do a little single-engine maneuvering, then restart the engine. I pointed out the safety of the nearby airport.Before takeoff, I asked the pilot whether the airplane has unfeathering accumulators. Most multiengine airplanes’ propellers use pressurized engine oil to move a piston in the propeller dome that controls rpm by changing the pitch of the blades. Remove oil from the prop dome, in most cases, and the propeller twists into feather.AUGUST 2014TWIN & TURBINE • 23