Military Compentency for CFI

Ron Levy said:
There's also the unfeather/restart, which don't always go as planned. Further, the aircraft in which most of these military IP's have their experience have far more capability with one engine out than a piston-powered light twin, and they may be rather startled by the lack of performance when they pull one in a 337.
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Well, I can't imagine being more thrust limited than in an F-15 with 8 missiles, 3 tanks of gas in the summer in Saudi and you loose an engine just past abort speed or right after takeoff...

Just because it's got a lot of thrust doesn't mean it has a lot of capability. I'm not saying it's better or worse, but if you haven't seen both sides, you might be surprised too.
 
EvilEagle said:
Well, I can't imagine being more thrust limited than in an F-15 with 8 missiles, 3 tanks of gas in the summer in Saudi and you loose an engine just past abort speed or right after takeoff...
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There is more in heaven and earth than is dreamed of in your philosophy, Horatio. You ain't seen nothin' until you've lost one in a fully-loaded Apache on a summer day, even at sea level.

Just because it's got a lot of thrust doesn't mean it has a lot of capability. I'm not saying it's better or worse, but if you haven't seen both sides, you might be surprised too.
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Having more than a few hours in the significantly more underpowered F-111 (85,000 lb gross weight for normal training with only 20K/side wet at SL, and a lot less dry) at a 4300-elevation in 100F temps, I understand that completely. However, unlike the F-111 or F-15, there is no "EMER JETT" button in a Cessna 337 or Piper Apache to dump a whole lot of weight in a hurry, and in many cases, the even the book performance is negative with one engine out after takeoff in light piston twins. Bet your Wing King doesn't allow you to fly in conditions like that.
 
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