Engine failure: simulated vs. real

[DMD3.]

I think I speak for everyone when I say that I've had my share of simulated engine outs back in my flight training days. The instructor would simply power to idle to simulate a failed engine. But I've never actually had an engine failure (I thank my Heavenly Father for that), nor have I ever switched off the engine to see if I could literally land with no engine (I've heard there are pilots who actually have done that).

Is there a noticeable difference in the glide rate between an idle-power glide versus a no-power glide?

 

[Henning]

I think I speak for everyone when I say that I've had my share of simulated engine outs back in my flight training days. The instructor would simply power to idle to simulate a failed engine. But I've never actually had an engine failure (I thank my Heavenly Father for that), nor have I ever switched off the engine to see if I could literally land with no engine (I've heard there are pilots who actually have done that).

Is there a noticeable difference in the glide rate between an idle-power glide versus a no-power glide?

Yes, a windmilling prop exerts considerably more drag than on an engine at idle.

 

[James331]

Know your glide ratio, how far can you glide per thousand feet of altitude.

 

[bobmrg]

I think I speak for everyone when I say that I've had my share of simulated engine outs back in my flight training days. The instructor would simply power to idle to simulate a failed engine. But I've never actually had an engine failure (I thank my Heavenly Father for that), nor have I ever switched off the engine to see if I could literally land with no engine (I've heard there are pilots who actually have done that).

Is there a noticeable difference in the glide rate between an idle-power glide versus a no-power glide?

Get out your copy of the Airplane Flying Handbook and look at Figure 12-3. Notice the difference in drag between a stopped prop and a windmilling prop. I have landed with a feathered prop, but the one on the other side was still working, so it is not an apt comparison. Made the actual landing and subsequent taxiing interesting.

A windmilling prop is, essentially, a flat disk bolted to the front of the crankshaft. You can imagine what that does to the air over the horizontal stabilizer.

Bob Gardner

 

[Theboys]

In my experience yes it has more drag. But.. If you've trained for it it's really a non event. Had a engine out with my wife along. Asked her if we should land at the nearest airport or stretch it out. She thought would be good idea to land as soon as possible. You just keep speed up and land maybe little hot so you don't get to slow and then do lot of swearing standing by the plane.

 

[dlsmith]

Like was said before, a windmilling prop creates much more drag. I used to kill the engine on my old 150 and stop the prop at a few thousand feet directly above the airport when I lived in MO and practice landing dead stick on days with no traffic. Even now Ill take students high and demonstrate the difference occasionally, minus the landing. Always over a strip though.

 

[neilki]

Twins & Singles alike; work the part AFTER the engine fails as a drill. The actual engine failure probably won't be like what you experience in training. It may be more violent, sudden, or present as a power surge; spew oil or have significant vibration. Deal with it as best you can. A surging engine in a twin is (was!!) really hard to understand; no dead foot business.. exciting in IMC :-(
Cage the bad one & do the drills, In a single, once you know it's gone the experience is just like your training; turn towards something big & soft; trade speed for altitude if you have any over Vg & run your checks. The UND Aerocast (youtube) has a great second by second EF video.

Note to Cirrus Pilots:- find a Simulator & practice the CAPS pull.
neilki

 

[PPC1052]

If you have a constant speed prop, you can reduce the drag by pulling the prop control all the way back as you would to reduce RPMs.

 

[James331]

Many of the engine failures are not full prop stop failures, one I had the engine was still making power, just not enough to maintain altitude.

Big trap there is trying to tinker with the engine before you go best glide and pick a spot.

 

[poadeleted20]

Big trap there is trying to tinker with the engine before you go best glide and pick a spot.

As I was taught, "Glide, Grass, Gas." However, when that Inspector killed the engine, my right hand was reaching for the fuel valve while my left hand was holding the nose to the glide attitude and my eyes were outside looking for someplace to land. I think they call that "multitasking".