Why didn't the Cessna 337 make it?

Jim Macklin wrote:
There are pilots who fly once a day and some who fly once a
month. Some pilots are very good and others, sad to say,
are more concerned with the stock market crash, than their
up-coming airplane crash.

Yes, sad but true.


The Cessna company marketed the 337 to the non-professional
businessman pilot as an easy to fly safer twin. It wasn't
possible. Since Vmca is well below Vyse, any multiengine
pilot should consider Vyse as the speed of concern [blue
line] rather than the redline at Vmca. Yaw control is not a
problem if the pilot understands the performance goal.

Yes, I understand that. I'm just still incredulous that you could lose
50% of your power and 50% of your performance and claim to not notice.

Matt

On the conventional multiengine airplane, I would teach as
many different possible ways as I could. I didn't want my
students flying me, I wanted them to fly the airplane. So I
might use a folded chart to block their view of the throttle
console and I would have my hands hidden from their view.
I would sometimes pull one hand away from the console
without moving any levers, some students would react to my
movement as though the engine had failed. What was even
more useful was to retard the mixture about half way [on one
engine] before the take-off began and with the control
covered. When the student began the take-off the engine
would fail as it approached full power. I would do this by
using my little finger on the lever so the student didn't
see any arm/hand movement. I might even move my hand away
all together so the student would relax. The loss of
directional control is more pronounced at 20 kts than it is
at 85, it is also safer if you abort.
But with a centerline thrust 337, this engine failure mode
would be harder top detect since there is no yaw and slow
acceleration is subjective.


--
James H. Macklin
ATP,CFI,A&P

--
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"Matt Whiting" wrote in message
...
| Jim Macklin wrote:
| There are pilots who fly once a day and some who fly
once a
| month. Some pilots are very good and others, sad to
say,
| are more concerned with the stock market crash, than
their
| up-coming airplane crash.
|
| Yes, sad but true.
|
|
| The Cessna company marketed the 337 to the
non-professional
| businessman pilot as an easy to fly safer twin. It
wasn't
| possible. Since Vmca is well below Vyse, any
multiengine
| pilot should consider Vyse as the speed of concern [blue
| line] rather than the redline at Vmca. Yaw control is
not a
| problem if the pilot understands the performance goal.
|
| Yes, I understand that. I'm just still incredulous that
you could lose
| 50% of your power and 50% of your performance and claim
to not notice.
|
| Matt

Matt Whiting wrote:
Jim Macklin wrote:
There are pilots who fly once a day and some who fly once a
month. Some pilots are very good and others, sad to say,
are more concerned with the stock market crash, than their
up-coming airplane crash.

Yes, sad but true.


The Cessna company marketed the 337 to the non-professional
businessman pilot as an easy to fly safer twin. It wasn't
possible. Since Vmca is well below Vyse, any multiengine
pilot should consider Vyse as the speed of concern [blue
line] rather than the redline at Vmca. Yaw control is not a
problem if the pilot understands the performance goal.

Yes, I understand that. I'm just still incredulous that you could lose
50% of your power and 50% of your performance and claim to not notice.


But during takeoff, while the wheels were still on the runway,
what loss of performance would there be other than slower
acceleration?

I've read pilots have made similar mistakes with Rhutan's inline
twin, and the same solution implimented.

--

FF

wrote:

Matt Whiting wrote:

Jim Macklin wrote:

There are pilots who fly once a day and some who fly once a
month. Some pilots are very good and others, sad to say,
are more concerned with the stock market crash, than their
up-coming airplane crash.

Yes, sad but true.



The Cessna company marketed the 337 to the non-professional
businessman pilot as an easy to fly safer twin. It wasn't
possible. Since Vmca is well below Vyse, any multiengine
pilot should consider Vyse as the speed of concern [blue
line] rather than the redline at Vmca. Yaw control is not a
problem if the pilot understands the performance goal.

Yes, I understand that. I'm just still incredulous that you could lose
50% of your power and 50% of your performance and claim to not notice.



But during takeoff, while the wheels were still on the runway,
what loss of performance would there be other than slower
acceleration?

I'm not aware of any other loss of performance while on the runway. But
losing 50% of your acceleration is typically pretty noticeable. And
with the drag of the unfeathered prop on the dead engine, the loss would
be even more than 50%.


Matt