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#31
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twin-engine kits available
cavalamb himself schreef:
jan olieslagers wrote: jan olieslagers schreef: Morgans schreef: "Rich S." wrote Isn't that about like a DC-3? Now *there's* a failure as a design! ))) Is that so? Fuel load for around 4 hours of flight, and only one pilot on board, and it can only do 400 FPM at 3000 feet? Dunno. I would have thought it better than that. Nowdays, I would think that is still pretty poor for a brand-new designed twin. Anyone else have an opinion on the subject? Opinions are plenty, and cheap... But you asked, so here goes: The single-engine rate-of-climb seems little relevant to me. I always understood if one engine quits, the mission is to come down safely, not to go up. And then again, 400 fpm isn't that bad after one engine quits. Few single-engined planes can claim such a figure! Such stuff... Where did you get that misguided notion? Richard, meseemeth you misread me (which would mean my writing was insufficiently clear). Do you really know of any single-engined aircraft that can climb at 400 fpm after one engine quits? |
#32
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twin-engine kits available
jan olieslagers wrote:
And then again, 400 fpm isn't that bad after one engine quits. Few single-engined planes can claim such a figure! Such stuff... Where did you get that misguided notion? Richard, meseemeth you misread me (which would mean my writing was insufficiently clear). Do you really know of any single-engined aircraft that can climb at 400 fpm after one engine quits? A Europa with the high aspect wing kit? Charles |
#33
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twin-engine kits available
On Sun, 27 Jan 2008 03:47:32 -0800, cavalamb himself
wrote: jan olieslagers wrote: jan olieslagers schreef: Morgans schreef: "Rich S." wrote Isn't that about like a DC-3? Now *there's* a failure as a design! ))) Is that so? Fuel load for around 4 hours of flight, and only one pilot on board, and it can only do 400 FPM at 3000 feet? Dunno. I would have thought it better than that. Nowdays, I would think that is still pretty poor for a brand-new designed twin. Anyone else have an opinion on the subject? Opinions are plenty, and cheap... But you asked, so here goes: The single-engine rate-of-climb seems little relevant to me. I always understood if one engine quits, the mission is to come down safely, not to go up. And then again, 400 fpm isn't that bad after one engine quits. Few single-engined planes can claim such a figure! Such stuff... Where did you get that misguided notion? Take off at Denver in the summer in a 150 and see what your rate of climb is. Big John |
#34
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twin-engine kits available
Big John wrote:
On Sun, 27 Jan 2008 03:47:32 -0800, cavalamb himself wrote: jan olieslagers wrote: jan olieslagers schreef: Morgans schreef: "Rich S." wrote Isn't that about like a DC-3? Now *there's* a failure as a design! ))) Is that so? Fuel load for around 4 hours of flight, and only one pilot on board, and it can only do 400 FPM at 3000 feet? Dunno. I would have thought it better than that. Nowdays, I would think that is still pretty poor for a brand-new designed twin. Anyone else have an opinion on the subject? Opinions are plenty, and cheap... But you asked, so here goes: The single-engine rate-of-climb seems little relevant to me. I always understood if one engine quits, the mission is to come down safely, not to go up. And then again, 400 fpm isn't that bad after one engine quits. Few single-engined planes can claim such a figure! Such stuff... Where did you get that misguided notion? Take off at Denver in the summer in a 150 and see what your rate of climb is. Big John Language.. A few perhaps, but few? |
#35
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twin-engine kits available
Big John wrote:
On Sun, 27 Jan 2008 03:47:32 -0800, cavalamb himself wrote: jan olieslagers wrote: jan olieslagers schreef: Morgans schreef: "Rich S." wrote Isn't that about like a DC-3? Now *there's* a failure as a design! ))) Is that so? Fuel load for around 4 hours of flight, and only one pilot on board, and it can only do 400 FPM at 3000 feet? Dunno. I would have thought it better than that. Nowdays, I would think that is still pretty poor for a brand-new designed twin. Anyone else have an opinion on the subject? Opinions are plenty, and cheap... But you asked, so here goes: The single-engine rate-of-climb seems little relevant to me. I always understood if one engine quits, the mission is to come down safely, not to go up. And then again, 400 fpm isn't that bad after one engine quits. Few single-engined planes can claim such a figure! Such stuff... Where did you get that misguided notion? Take off at Denver in the summer in a 150 and see what your rate of climb is. Is that even possible? :-) |
#36
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twin-engine kits available
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#37
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twin-engine kits available
In article ,
Matt Whiting wrote: Big John wrote: On Sun, 27 Jan 2008 03:47:32 -0800, cavalamb himself wrote: jan olieslagers wrote: jan olieslagers schreef: Morgans schreef: "Rich S." wrote Isn't that about like a DC-3? Now *there's* a failure as a design! ))) Is that so? Fuel load for around 4 hours of flight, and only one pilot on board, and it can only do 400 FPM at 3000 feet? Dunno. I would have thought it better than that. Nowdays, I would think that is still pretty poor for a brand-new designed twin. Anyone else have an opinion on the subject? Opinions are plenty, and cheap... But you asked, so here goes: The single-engine rate-of-climb seems little relevant to me. I always understood if one engine quits, the mission is to come down safely, not to go up. And then again, 400 fpm isn't that bad after one engine quits. Few single-engined planes can claim such a figure! Such stuff... Where did you get that misguided notion? Take off at Denver in the summer in a 150 and see what your rate of climb is. Is that even possible? :-) Depends on how late at night you try. |
#38
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twin-engine kits available
On Jan 27, 12:32*am, "Morgans" wrote:
Anyone else have an opinion on the subject? Yes, and unlike yours it's an informed opinion. 400 fpm climb at 3000 ft lightly loaded is normal performance for a light piston twin. Single engine service ceiling for a twin is defined as the maximum altitude where it can maintain a 50 fpm (not 100 fpm) rate of climb. Most normally aspirated light piston twins have a single engine service ceiling in the 4000-8000 ft range. The bigger ones can boast impressive single engine performance when lightly loaded - but you will pay for it with horriffic fuel burn. The performance may seem marginal, but in fact the only time the performance is marginal is when the engine failure occurs in the climb, before a reasonable (not necessarily planned) cruising altitude is reached. Driftdown is part of the knowledge any twin engine pilot operating in anything other than flat, low terrain needs. Remember that if you are only climbing at 50 fpm at 4000 ft, then you are probably only descending at 100 fpm at 7000 while doing 80+ kts. Reaching an airport and being able to shoot an instrument approach becomes something dependent only on pilot skill and planning, not luck. In the flatlands, it's just skill - no advance route planning for driftdown required. Over water? Now you need to understand the ETOPS concept and specific range. For a pilot with the limited knowledge, training, and skill enjoyed by the typical private pilot, the second engine of a twin is probably of little or no value - certainly not enough to offset the liability of a doubled chance of engine failure. The performance is simply too marginal. That's why twins aren't statistically any safer than singles. For a well trained pilot, there is plenty of performance there to turn a forced landing somewhere (not so fun if dealing with night, low cloud, rough terrain, overwater, or some combination of these factors) into a landing on an airport. But hey, what do I know. Well, maybe a little. Having lost an engine miles from any airport, over forests, in a twin with that sort of performance, in IMC, I am still here to talk about it - because in spite of the ice I picked up (which further degrades performance) when I could no longer remain above the icing altitudes, I completed an ILS approach and normal landing on an airport, repaired the fuel system, and flew home the next morning. How do you suppose I would have fared in a single? Well, with luck I might have fared as well as my friend who lost the only engine in a Bonanza in IMC. No icing, daylight, and the bases were pretty high (1500+ AGL). He picked a field when he came out of the bases (he wasn't within gliding range of an airport) and put it down in the best field available. The plane was destroyed, but he managed to escape with only minor cuts and bruises. He knows he was lucky. Some of us prefer not to rely on luck, but feel comfortable relying on skill. That's why I'm still flying a certified airplane - because nothing homebuilt with two engines comes close to the comfort, performance, and economy of my 1965 Twin Comanche. Michael - ATP, A&P, etc. |
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