What's the big deal about multi time?
03-28-2010 | 02:20 PM
#21
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Am I correct in my understanding that most twin turboprops (Q400, BE1900, Saab 340, EMB120 etc...) do not have counter rotating props? I have flown some pretty old light twins that came equipped with counter rotating props standard. It seems like its not extremely complicated technology to make one engine turn one way and have the second turn the other. Why wouldn't manufacturers do this? A V1 cut in any airplane will get your attention pretty quickly, but I would really hate to have to do it when you've lost your critical engine your at MGTOW, and the weather is crappy...(usually when these kinds of things happen) Any turbo drivers have any insight into this? Just curious.
03-28-2010 | 02:36 PM
#22
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Lots of fighters are "centerline thrust"
I thought I read somewhere that there are a few multi-engine military jets (fighters) that even though they do not have inline engines, they are still listed as "center line thrust" because of the placement. I could be smoking something, but I seem to remember someone saying that.
One even told me that if Vmc < Vs, it's "centerline thrust."
That amused me, because a few light twins (Seminole and Duchess come to mind) were specifically designed to have Vmc < Vs to make them safer...but they're not considered centerline thrust.
But it didn't amuse us when after >1,000 hrs of A-10 time, he had to take a checkride in a DA42 to get that limitation removed from his certificate.
03-28-2010 | 03:55 PM
#23
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From: Engines Turn or People Swim
USUALLY (but not always) insurance requirements (for anything) are based on hard statistics. Insurance companies don't want to insure excess risk (or unquantified risk) so they have standards.
But they also don't want to turn away business unnecessarily. They always try to obtain solid statistical data to base their decisions and rates on.
In the case of a movies star's lips or other unique insurance policies, they might not have enough empirical data to go on in which case they guess (and add a large margin for error).
But for most aviation insurance they have PLENTY of smoking-hole data points to analyze. If you are planning on doing something in aviation which is difficult or very expensive to insure, better think twice.
If you are doing something which is not insurable...then it is probably unreasonably hazardous.
But they also don't want to turn away business unnecessarily. They always try to obtain solid statistical data to base their decisions and rates on.
In the case of a movies star's lips or other unique insurance policies, they might not have enough empirical data to go on in which case they guess (and add a large margin for error).
But for most aviation insurance they have PLENTY of smoking-hole data points to analyze. If you are planning on doing something in aviation which is difficult or very expensive to insure, better think twice.
If you are doing something which is not insurable...then it is probably unreasonably hazardous.
03-28-2010 | 08:46 PM
#24
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Joined: Jun 2009
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Twice as much engine starting practice. Got to know how to start an airplane really well before they let you fly them big planes. Twelve primes and 60 cranks before you start her up can cause serious passenger discomfort.
03-29-2010 | 04:09 PM
#26
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'zackly
Cheer,
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