To: wasp69
Unlike you, Wanker, I have important matters to attend to. I made a very short comment and you went bananas on me. Fortunately losing an engine upon takeoff for me would have been a first.
If an engine fails upon take off, you use all the power available from the live engine. Climb performance reduces by nearly 80%. We must make full use of the live engine in the right way.
Engine failure after takeoff (EFATO) is therefore the worst moment for an engine failure to occur since you’re slow, flaps and gear may be still down, flight controls are still a bit sloppy. When an EFATO occurs, you should first counteract the yaw with rudder, and then bank to a maximum of 5 degrees to the live engine. This is how you get the most out of the live engine. When climbing, cruising, descending or on approach, just the rudder will be sufficient and no bank is required. After the failure, keep an eye on your ammeter, since you’ve lost one alternator. Same applies to your vacuum pumps when flying in IMC; you’ve only got one left.
The details of this particular crash will remain rather sketchy for weeks, perhaps even months, but there is always something one can do in the event of ditching.
184 posted on
04/13/2012 7:29:55 AM PDT by
IbJensen
(We now have a government requiring citizens prove they are insured but not that they are citizens.)
To: IbJensen
I made a very short comment and you went bananas on me.
No, you made a very stupid comment and I asked for your experience and perspective to second guess the pilot in the seat from behind your keyboard.
Fortunately losing an engine upon takeoff for me would have been a first.
Fortunately, for you. However, that does precious little to bolster any credibility to your initial statement.
If an engine fails upon take off, you use all the power available from the live engine. Climb performance reduces by nearly 80%. We must make full use of the live engine in the right way.
Exactly what the pilot did as evidenced in photos of the exhaust nozzle configurations.
Engine failure after takeoff (EFATO) is therefore the worst moment for an engine failure to occur since youre slow, flaps and gear may be still down, flight controls are still a bit sloppy. When an EFATO occurs, you should first counteract the yaw with rudder, and then bank to a maximum of 5 degrees to the live engine. This is how you get the most out of the live engine. When climbing, cruising, descending or on approach, just the rudder will be sufficient and no bank is required.
Fantastic! Now, what about that small matter of a full load of JP-5 or 8 that you have sitting underneath you? Do you dump it? What did the Air Force/Navy teach you to do?
After the failure, keep an eye on your ammeter, since youve lost one alternator. Same applies to your vacuum pumps when flying in IMC; youve only got one left.
Alternator? Vacuum pumps? Exactly what kind of jet aircraft did you fly for our country?
The details of this particular crash will remain rather sketchy for weeks, perhaps even months
The details will, but the circumstances won't: Catastrophic engine failure at takeoff, full load of fuel, heavy population area between you and the ocean, not enough altitude or airspeed to make it to open water.
but there is always something one can do in the event of ditching.
Like what?
185 posted on
04/19/2012 11:37:28 AM PDT by
wasp69
(space for rent)
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