Post by Mike Monce - HJG on Apr 23, 2015 13:47:36 GMT
So, inspired by an article in the most recent Flying magazine which again was commenting on the lack of basic stick and rudder skills for airline pilots, I decided to refresh mine.
The scenario I decided upon was an engine failure shortly after T/O, and then another engine loss on approach on the return to the airport. I first practiced this in a Cessna 337 just to refresh myself with hand flying a small plane. In that plane, the second engine failure meant a dead stick landing. I did OK, but of course a Cessna has better gliding characteristics than an airliner.
Now for the real test: HJG 727-200, max pax loading, and fuel loading for a typical flight which was 60%. Used my home airport of KBDL, T/O on Rnwy 33, with a return after failure to Rnwy 6.
1st attempt: Cut starboard engine just as gear was coming up at about 300ft AGL. Had to compensate for the immediate yaw which was more than I expected, fire walled remaining engines and lowered nose to maintain airspeed. Got the plane somewhat under control and made a slow climbing turn (about 500ft/min) to heading 240 so as to be downwind for 6. I also had to manage plane and then reset radios for the emergency landing, which added to the work load. Got lined up to 6, about 4 miles out, and then cut middle engine. Uh-oh....With only one engine port side I quickly lost the airplane and crashed 2 miles short of the runway.
2nd attempt: Same as first attempt except on approach cut port engine. Remaining engine now middle and was able to control the plane better. I know a bit of cheat, but maybe the FDE for the plane is a bit off. Anyway seemed to be OK about 3 miles out, so lowered gear and another notch of flaps...Uh-oh, losing airspeed rapidly, stall and crashed 1/2 mile short.
3rd attempt: Taking what I learned previously, I thought I now had an idea on how to handle this situation. Once I was on just one engine I was able to stabilize the approach by keeping the gear up and flaps at 20. Remember the plane is heavy as the emergency occurred just after takeoff; I guess I could have dumped fuel, but didn't think of it at the time. Anyway, I was able to maintain 140-150 kts until about 1 mile, then lowered gear and went to flaps 25. By the time the speed was bleeding off due to the increased drag I was over the threshold and landed safely.
I've found that, as mentioned in the Flying article, the more one flies airliners, the more one sees basic skills bleed away as generally the use of the AP degrades skills. I try to hand fly anytime below 10,000ft AGL, but this exercise shows I needed other practice.
So if you are looking for some other use for your HJG planes, try the above scenario, or one like it.
Mike
The scenario I decided upon was an engine failure shortly after T/O, and then another engine loss on approach on the return to the airport. I first practiced this in a Cessna 337 just to refresh myself with hand flying a small plane. In that plane, the second engine failure meant a dead stick landing. I did OK, but of course a Cessna has better gliding characteristics than an airliner.
Now for the real test: HJG 727-200, max pax loading, and fuel loading for a typical flight which was 60%. Used my home airport of KBDL, T/O on Rnwy 33, with a return after failure to Rnwy 6.
1st attempt: Cut starboard engine just as gear was coming up at about 300ft AGL. Had to compensate for the immediate yaw which was more than I expected, fire walled remaining engines and lowered nose to maintain airspeed. Got the plane somewhat under control and made a slow climbing turn (about 500ft/min) to heading 240 so as to be downwind for 6. I also had to manage plane and then reset radios for the emergency landing, which added to the work load. Got lined up to 6, about 4 miles out, and then cut middle engine. Uh-oh....With only one engine port side I quickly lost the airplane and crashed 2 miles short of the runway.
2nd attempt: Same as first attempt except on approach cut port engine. Remaining engine now middle and was able to control the plane better. I know a bit of cheat, but maybe the FDE for the plane is a bit off. Anyway seemed to be OK about 3 miles out, so lowered gear and another notch of flaps...Uh-oh, losing airspeed rapidly, stall and crashed 1/2 mile short.
3rd attempt: Taking what I learned previously, I thought I now had an idea on how to handle this situation. Once I was on just one engine I was able to stabilize the approach by keeping the gear up and flaps at 20. Remember the plane is heavy as the emergency occurred just after takeoff; I guess I could have dumped fuel, but didn't think of it at the time. Anyway, I was able to maintain 140-150 kts until about 1 mile, then lowered gear and went to flaps 25. By the time the speed was bleeding off due to the increased drag I was over the threshold and landed safely.
I've found that, as mentioned in the Flying article, the more one flies airliners, the more one sees basic skills bleed away as generally the use of the AP degrades skills. I try to hand fly anytime below 10,000ft AGL, but this exercise shows I needed other practice.
So if you are looking for some other use for your HJG planes, try the above scenario, or one like it.
Mike
Pucker factor is high! Thanks for the post, and I will certainly try something akin to your experience.
