Single engine approach with a crosswind
04-11-2012 | 01:16 PM
#11
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From: AN124 FE
It doesn't matter on landing. When you pull the power to idle for the flare it will just be a normal crosswind landing. Now if you were doing a single engine go around (lets say right crosswind) after you already applied your left rudder for the crosswind landing I would still think it is better to have the good engine on the upwind side because what if you have a lot of left rudder in and you add power for the go and you don't have enough extra left rudder to maintain control.
Never mind, it does not matter you would just go back into a crab. Just answer on the test what your book tells you to. This is a stupid question.
Never mind, it does not matter you would just go back into a crab. Just answer on the test what your book tells you to. This is a stupid question.
The questions I have seen asked. You have the left engine failed. Wind is 230 at 15 which runway do you chose? 18 or 27, Now do you get why this is ****ing me off?
04-11-2012 | 01:31 PM
#12
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From: Supine
I would choose 27, because as you reduce power on the right engine in the flare, the longitudinal axis will tend to line up with the runway, reducing the amount of footwork in the flare.
04-11-2012 | 01:35 PM
#13
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From: AN124 FE
04-16-2012 | 11:12 AM
#15
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From: Volleyball Player
How would you have much p-factor in a propeller twin if landing (low power setting)? In most situations it wouldn't be much of an issue, only takeoff and especially initial rotation/climbout. Those factors were often blown way out of proportion, not in terms of what they affect, but when and how they manifest and what the extent depends on.
04-16-2012 | 11:48 AM
#16
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From: 767 Captain
How would you have much p-factor in a propeller twin if landing (low power setting)? In most situations it wouldn't be much of an issue, only takeoff and especially initial rotation/climbout. Those factors were often blown way out of proportion, not in terms of what they affect, but when and how they manifest and what the extent depends on.
However, the OP asked about loss of engine on takeoff (even though the title mentions approaches). 3 posts into this thread a detailed discussion of determining the critical engine began to develop.
Hence, my question/input into the discussion.
04-16-2012 | 07:29 PM
#17
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From: Volleyball Player
Like I said, not an expert.
However, the OP asked about loss of engine on takeoff (even though the title mentions approaches). 3 posts into this thread a detailed discussion of determining the critical engine began to develop.
Hence, my question/input into the discussion.
However, the OP asked about loss of engine on takeoff (even though the title mentions approaches). 3 posts into this thread a detailed discussion of determining the critical engine began to develop.
Hence, my question/input into the discussion.
04-16-2012 | 10:02 PM
#18
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The term "critical' is used in the definition of Vmcg speed. However, for two engine jet aircraft, failure of either engine has the same effect. On four engine aircraft the most critical engine would obviously be 1 or 4.
But when determining Vmcg, crosswind is not one of the constraints used. A crosswind from the side of the failed engine will significantly increase the minimum control speed. The aircraft nose will "weathervane" into the wind, requiring additional rudder force to counteract as well as the asymmetrical thrust.
Conversely, a wind from the side of the operable engine would reduce the rudder requirement, or actually reducing the Vmcg speed somewhat.
But when determining Vmcg, crosswind is not one of the constraints used. A crosswind from the side of the failed engine will significantly increase the minimum control speed. The aircraft nose will "weathervane" into the wind, requiring additional rudder force to counteract as well as the asymmetrical thrust.
Conversely, a wind from the side of the operable engine would reduce the rudder requirement, or actually reducing the Vmcg speed somewhat.
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