- My Forums
- Tiger Rant
- LSU Recruiting
- SEC Rant
- Saints Talk
- Pelicans Talk
- More Sports Board
- Winter Olympics
- Fantasy Sports
- Golf Board
- Soccer Board
- O-T Lounge
- Tech Board
- Home/Garden Board
- Outdoor Board
- Health/Fitness Board
- Movie/TV Board
- Book Board
- Music Board
- Political Talk
- Money Talk
- Fark Board
- Gaming Board
- Travel Board
- Food/Drink Board
- Ticket Exchange
- TD Help Board
Customize My Forums- View All Forums
- Show Left Links
- Topic Sort Options
- Trending Topics
- Recent Topics
- Active Topics
Started By
Message
0
Posted on 7/17/19 at 11:53 am to airlinehwypanhandler
Asymmetric thrust due to loss of critical engine during takeoff.
Posted on 7/17/19 at 11:55 am to Reservoir dawg
quote:why's it "critical" when the King Air 350 has better performance than most single engine planes? Just learned this today.
Asymmetric thrust due to loss of critical engine during takeoff.
Posted on 7/17/19 at 11:55 am to Bedhog
quote:
that's what the rudder is for.
Yeah but if you can power one engine up/down you don’t have to fly with the rudder steering you into it as much/at all
Stabilization isn’t the right word, I meant it would help you hold your heading
This post was edited on 7/17/19 at 11:56 am
Posted on 7/17/19 at 11:57 am to Bedhog
quote:
I thought it was controlled by blade pitch on those? Can't that be trimmed out while the throttles are still connected? I honestly am just thinking there could be better engineering than to always have 2 engines deferentially controlled by default once in the air.
As Geauxxx said there are a lot of reasons. Engine fire in flight and the need to intentionally shut one down to prevent burning the wing off. Critical loss of oil pressure on one engine, you would retard or shutdown that engine to prevent catastrophic failure. Bleed air leak etc.
Posted on 7/17/19 at 12:00 pm to Bedhog
quote:Because both props rotate clockwise. Because of physics and shite the most thrust is produced on the downward stroke of the prop. ie the left side of the propeller arc. So most of the left engine’s thrust is pretty close to the centerline of the airplane while the right engine’s thrust is much further outboard of the centerline of the plane. So if you lose the left engine all of your thrust is way out on the right side of the airplane causing much more asymmetrical thrust than if you were to lose the right Engine.
why's it "critical" when the King Air 350 has better performance than most single engine planes? Just learned this today.
Posted on 7/17/19 at 12:01 pm to 650Pirate
quote:
As Geauxxx said there are a lot of reasons. Engine fire in flight and the need to intentionally shut one down to prevent burning the wing off. Critical loss of oil pressure on one engine, you would retard or shutdown that engine to prevent catastrophic failure. Bleed air leak etc.
I mentioned a 2 step process to disengage the throttle lock if needed.
Posted on 7/17/19 at 12:02 pm to Thib-a-doe Tiger
quote:Using differential thrust isn’t a common practice when landing in crosswinds but is available if the crosswind is so bad that you can not maintain runway centerline using only the rudder and ailerons.
Yeah but if you can power one engine up/down you don’t have to fly with the rudder steering you into it as much/at all
Stabilization isn’t the right word, I meant it would help you hold your heading
Posted on 7/17/19 at 12:02 pm to GeauxxxTigers23
quote:
Because both props rotate clockwise. Because of physics and shite the most thrust is produced on the downward stroke of the prop. ie the left side of the propeller arc. So most of the left engine’s thrust is pretty close to the centerline of the airplane while the right engine’s thrust is much further outboard of the centerline of the plane. So if you lose the left engine all of your thrust is way out on the right side of the airplane causing much more asymmetrical thrust than if you were to lose the right Engine.
Cool to know that. All my time is in TU 206's so i wasn't aware of this dynamic.
Posted on 7/17/19 at 12:03 pm to Bedhog
quote:
why's it "critical" when the King Air 350 has better performance than most single engine planes? Just learned this today.
A propeller produces more thrust on the downswing side. Look at this picture it may help you understand when one is the "critical engine"
The down swinging blade on the right engine is further from the centerline of the airplane creating a greater yawing moment vs the left.
Posted on 7/17/19 at 12:04 pm to 650Pirate
gotcha. Cool graphic
Posted on 7/17/19 at 12:04 pm to 650Pirate
There ya go. Pictures are better
Posted on 7/17/19 at 12:38 pm to Bedhog
quote:
why's it "critical" when the King Air 350 has better performance than most single engine planes? Just learned this today.
Also you have to consider this plane was around maximum gross weight during takeoff. The Kingair 350 is a beast of a plane, however.
Posted on 7/17/19 at 12:49 pm to Bedhog
The throttle is on the left, the blade pitch center and fuel mixture on the right. As you can see you have a high level of control for each engine.
This is pretty standard design for multi engine.
This is pretty standard design for multi engine.
Posted on 7/17/19 at 12:56 pm to Napoleon
I thought the motors were constant velocity and pitch was actually the throttle 
Posted on 7/17/19 at 1:00 pm to Thib-a-doe Tiger
quote:
Yeah but if you can power one engine up/down you don’t have to fly with the rudder steering you into it as much/at all
In multi engine airplanes, you will 99.9% of the time use rudder to maintain directional control.
Anytime you lose an engine after V1, you “step on the good engine” to track runway centerline to a predetermined altitude(MVA, MSA, etc), get the gear up and pitch for an airspeed, this may include pushing the nose over to get that airspeed. Once you get to a safe altitude or safely flying away from the ground, run the checklist.
Posted on 7/17/19 at 1:06 pm to Bedhog
quote:
I thought the motors were constant velocity and pitch was actually the throttle
The prop RPMs will remain constant at a selected RPM set by the propeller controls(the controls in the center).
The blade pitch is actually controlled by a prop governor, which is controlled by the throttle in a really roundabout way, that automatically adjusts the angle of the blades to maintain the selected RPM.
Posted on 7/17/19 at 1:12 pm to GeauxxxTigers23
quote:so as you throttle up the power increases and so does the blade pitch in unison?
which is controlled by the throttle in a really roundabout way, that automatically adjusts the angle of the blades to maintain the selected RPM.
Posted on 7/17/19 at 1:22 pm to Bedhog
Yes
Posted on 7/17/19 at 1:23 pm to GeauxxxTigers23
quote:that's way different than our 206's . You can rev up the motor as high or low as you want and the prop pitch as well but you know that already
Yes
Just posting for people that may be reading and not know the difference like I didn't.
Page 6 of 7
Popular
Back to top
Follow TigerDroppings for LSU Football News