MEL time in a 337 SkyMaster? Insight please!
04-17-2007 | 05:31 PM
#11
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From: X
Oh ok I get what you are saying. As long as his MEL isn't limited to centerline thrust than he should be ok I suppose.
04-17-2007 | 05:43 PM
#12
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From: CL65 Captain
Does a centerline thrust Multi-engine aircraft have a critical engine? If so, which one is it and are there any other single engine considerations other than that of a traditional twin?
Just curious...
Just curious...
04-17-2007 | 05:47 PM
#13
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From: X
I don't think they have a critical engine. It just reverts back to either a single engine or a pusher prop as far as I know.
04-17-2007 | 05:52 PM
#14
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From: ERJ FO
Front engine is consider "critical" as it would have the most "adverse effect on handling characteristics and performance of the aircraft" blah blah blah. A 337 turns into a powered glider when you lose the front engine...you're going down, just very slowly.
And if you're MEL rated...multi is multi. I don't have a "Multiengine - Centerline Thrust" Column in my logbook...and he shouldn't either.
And if you're MEL rated...multi is multi. I don't have a "Multiengine - Centerline Thrust" Column in my logbook...and he shouldn't either.
04-17-2007 | 05:57 PM
#15
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From: B737, On Top
04-17-2007 | 08:27 PM
#16
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From: UPS 757/767 Capt ONT
I think, as desperate as the regionals are these days for pilots, if you have a chance to build C337 and no or little cost, it wouldn't be bad time. Some interviewers won't even know what a 337 is and it's fair to put in the ME column.
04-17-2007 | 08:34 PM
#17
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From: Powered parachute, left seat
Not true, 6 months ago I had 4 engine fires, and 6 engine failures, all in one Week! I couldn't believe it, and they all quit right at V1, imagine that. And i think next week i am going to have about 8 engine fires, 10 engine failures, maybe even a thrust reverser deploy all at V1 in a 9 day period. I think i also have to do some engine failures on a go-around! Do they happen in day to day flight, No!, but do you have to have the skills to know what to do when it does happen! Might be important! Doing drag demos and engine failures in a trainer to pass a CMEL checkride is slightly different than doing V1 cuts in a transport category airplane. Likewise doing V1 cuts in a transport category SIMULATOR is different than in a real airplane, but I would imagine the training would help in a situation like that!
04-17-2007 | 10:50 PM
#19
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From: ERJ FO
Tell him to go for it. People may talk about it not being "quality time" or "not counting" or "blah blah blah". Fact of the matter is, multi time is multi time. He wants to go putt around in a 337 more power to him and I doubt any airlines will say "Gee, it's centerline thrust...you must have no idea what you're doing." I'm sure when he loses the engine on his sim ride during the interview, they'll figure out if he knows what he's doing....
...unless he goes to XJet...then they'll just find out in training
...unless he goes to XJet...then they'll just find out in training
04-17-2007 | 11:03 PM
#20
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From: SkyWest Capt.
Not true, 6 months ago I had 4 engine fires, and 6 engine failures, all in one Week! I couldn't believe it, and they all quit right at V1, imagine that. And i think next week i am going to have about 8 engine fires, 10 engine failures, maybe even a thrust reverser deploy all at V1 in a 9 day period. I think i also have to do some engine failures on a go-around! Do they happen in day to day flight, No!, but do you have to have the skills to know what to do when it does happen! Might be important! Doing drag demos and engine failures in a trainer to pass a CMEL checkride is slightly different than doing V1 cuts in a transport category airplane. Likewise doing V1 cuts in a transport category SIMULATOR is different than in a real airplane, but I would imagine the training would help in a situation like that!
I guess that would be more like a Vmc cut?
What you're talking about is airline training, once you understand and can handle the dynamics behind multi-engine failures it doesn't matter if it's a CRJ or a Duchess. Also, at what school do you practice these V1/Vmc cuts in a traditional multi? I understand what you're talking about but if you have trained and passed your CPLME you should be able to handle a V1 cut. IT'S NOT THAT HARD!!!!! Hydraulic systems and NO CRITICAL ENGINE make it much easier than a Baron that loses over 80% of its overall performance.
I’m sorry to say it but your reasoning behind time building in a C337 as compared to a traditional twin is flawed.
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