Originally Posted by
LivingInMEM
From the operator point of view, not many RW guys that I talked to (who were likely to transition to the CV-22) liked the fact that the CV-22 can't glide nor auto-rotate in the event of a dual-engine failure or transmission failure. One engine can drive both rotors in the event of an engine failure if the power transfer system works, but if there are associated transmission failures all bets are off.
From an Osprey pilot based when asked the question: What would happen in the event of a dual engine/tranny failure?:
Answer: "One, it's less likely in this aircraft, due to the physical separation of the engines (single round/burst won't take out both, 1 shedding turbine blades won't hurt the other, etc). The likelihood of both quitting at low altitude, WITH NO WARNING (surging, sputtering, whatever), is what's incredibly remote. If I suspect that I have a problem that will affect both engines, I'm either putting it right back down if able, or transitioning to airplane and assuming an emergency profile designed to take maximize APLN-mode flight to landing. Once I'm in APLN, my survivability in the event of a dual failure is at least as good as a helo."
Question: "Are there EPs for a dual engine failure?"
Answer: "Yes, there are EPs for dual failure in VTOL and APLN.
If you are in a dual-engine failure due to fuel exhaustion in a rotorcraft, you are a fool and need to be removed from the gene pool.
The fuel contamination bit gets thrown around a bit, but I think it's a very remote chance that it will happen right after takeoff. Acceptable risk, whatever. You can't live your life around the corner case.
With a plow-type bulkhead under the cockpit, blades designed to break outward, mass-shedding of the wings on impact, and crash-attenuating seats for pilots AND pax, I think gliding is quite reasonable."