Dave Siciliano
Final Approach
Interesting post on another board where multi engine planes and engine out procedures are being discussed by some guys with a lot of flight time accrewed over the years.
=================================================
I have forgotten all of the certification requirements, but for small twins, there is NO requirement that the airplane be able to maintain altitude, let alone, climb with one engine shut down. Do you remember the twin engine trainer that was made from the Aeronca Champ? All that is required by the FAA is that the manufacturer publish a speed at which the rate of descent will be the lowest.
The very first DC-3 could not maintain altitude on one engine, even at sea level.
The Cessna Bobcat, UC-78, commonly referred to as the Bamboo Bomber, could not maintain altitude at gross weight and sea level.
The Twin Beechcraft (model 18) wouldn't maintain altitude unless it was equipped with full feathering propellors. Most of the ones built during WWII were not so equipped.
It wasn't until after WWII that everybody started to think that you should be able to fly around with one engine shut down. Early multiengine airplanes had multiple engines because there was no single engine big enough to provide the needed power. They just added more engines to get more power.
Even on the GA twin engined airplanes that are required to demonstrate some rate of climb with an engine shut down, the performance required is very minimal. If you are very far above sea level, it may be strictly down hill. In any case, there is no requirement for the airplane to be able to climb unless it has been cleaned up, including a feathered propellor, if such is installed.
Obviously, most of our "modern" twins do a LOT better than is required for certification, but very few can meet transport category requirements.
And, as far as transport category requirements are concerned, airliners only have continued flight capability when operated inside of some very tight operational considerations. If you are flying a Convair 340 across the Rockies.
you need to maintain a drift down alternate into which you can fall if an engine quits. If there is no suitable alternate available, you land at Denver and wait it out!
Even as recently as when I was flying the Boeing 737, we could not takeoff from the west coast unless we had a suitable alternate available west of the Sierra mountains, because the 737 could not climb high enough on one engine to clear the hills.
=================================================
I have forgotten all of the certification requirements, but for small twins, there is NO requirement that the airplane be able to maintain altitude, let alone, climb with one engine shut down. Do you remember the twin engine trainer that was made from the Aeronca Champ? All that is required by the FAA is that the manufacturer publish a speed at which the rate of descent will be the lowest.
The very first DC-3 could not maintain altitude on one engine, even at sea level.
The Cessna Bobcat, UC-78, commonly referred to as the Bamboo Bomber, could not maintain altitude at gross weight and sea level.
The Twin Beechcraft (model 18) wouldn't maintain altitude unless it was equipped with full feathering propellors. Most of the ones built during WWII were not so equipped.
It wasn't until after WWII that everybody started to think that you should be able to fly around with one engine shut down. Early multiengine airplanes had multiple engines because there was no single engine big enough to provide the needed power. They just added more engines to get more power.
Even on the GA twin engined airplanes that are required to demonstrate some rate of climb with an engine shut down, the performance required is very minimal. If you are very far above sea level, it may be strictly down hill. In any case, there is no requirement for the airplane to be able to climb unless it has been cleaned up, including a feathered propellor, if such is installed.
Obviously, most of our "modern" twins do a LOT better than is required for certification, but very few can meet transport category requirements.
And, as far as transport category requirements are concerned, airliners only have continued flight capability when operated inside of some very tight operational considerations. If you are flying a Convair 340 across the Rockies.
you need to maintain a drift down alternate into which you can fall if an engine quits. If there is no suitable alternate available, you land at Denver and wait it out!
Even as recently as when I was flying the Boeing 737, we could not takeoff from the west coast unless we had a suitable alternate available west of the Sierra mountains, because the 737 could not climb high enough on one engine to clear the hills.