Engine out procedure for Pe-2

[TAIPAN_]

It seems the Pe-2 is the only twin engine in the sim that you can't feather the prop? Besides Ju-52 but that's 3 engines..

 

I'm having trouble flying well after losing an engine as I'm not sure of the right procedure. So far I:

1. Cut throttle and mixture to dead engine

2. Shutdown/E on dead engine

3. Trim rudder/aileron

 

The propeller is still spinning and the engine doesn't seem to be totally shutoff, sometimes it's still spluttering.

Is this normal? Maybe I should pitch up to low speed so the prop can stop?

Is there any way to manually set prop pitch so it's close to being feathered? Or can RPM setting do that?

 

Do we need to cut RPM or close radiators?

Is there a change to the landing procedure? Landing is the hardest part on one engine that's not feathered

[Requiem]

You're pretty close to what you need to do. RPM you can minimise it before you turn it off if you want but not essential. The important differences when landing single engine are:

1. Do not not use as much flaps as you normally would. So I wouldn't use more than half of what is normal (the Pe-2 doesn't land with full flaps anyway) so you're looking at maybe 25-30% maximum.

2. Have a faster approach speed. This will help you be a little more stable and avoid a regime where Vmc can become an issue.

 

I cover general principles of engine failures in this video (if you haven't seen it of course):

 

[TAIPAN_]

1 hour ago, Requiem said:

You're pretty close to what you need to do. RPM you can minimise it before you turn it off if you want but not essential. The important differences when landing single engine are:

1. Do not not use as much flaps as you normally would. So I wouldn't use more than half of what is normal (the Pe-2 doesn't land with full flaps anyway) so you're looking at maybe 25-30% maximum.

2. Have a faster approach speed. This will help you be a little more stable and avoid a regime where Vmc can become an issue.

 

I cover general principles of engine failures in this video (if you haven't seen it of course):

 

Thanks! I totally missed that video, I think I only looked in your engine management playlist and individual aircraft tutorials assuming the principles were too basic ?

 

Also curious if there is any simulated risk of engine fires from leaving the throttle and mixture turned up, or if the engine shutdown (E key) does the fuel cutoff enough to prevent that.

 

Will check out the video tomorrow.

[TAIPAN_]

Finished the videos, very detailed @Requiem !

 

2 questions though:

1. Any reason why you did a wheel landing instead of 3 point? Is that recommended when engine out to always do wheel landings ie is it because speed is higher? Or you just prefer that?

2. When you split the ball, do you put the ball on the side of the dead engine or the good engine? Normally the ball is way off, should we take it back past center or just bring it closer to center?

 

Thanks!

[Requiem]

10 hours ago, Dan_Taipan said:

Finished the videos, very detailed @Requiem !

 

2 questions though:

1. Any reason why you did a wheel landing instead of 3 point? Is that recommended when engine out to always do wheel landings ie is it because speed is higher? Or you just prefer that?

2. When you split the ball, do you put the ball on the side of the dead engine or the good engine? Normally the ball is way off, should we take it back past center or just bring it closer to center?

 

Thanks!

1. I prefer wheel landings because of the extra speed involved and it lets me see ahead along the runway/field...so if something is obstructing my rollout I can see it and go around...although a single engine go around isn't always possible depending on the conditions.

2. I'll answer this question with questions because we instructors like to do that LOL. Consider how the airplane points into the airflow (skidding or slipping) based on the balls position when the ball is either on the left or right...Now let's say the left engine was out...which way would the nose have to point to create more drag, a higher Vmc, and therefore a worse situation to deal with? This will lead you to figure out which side the ball should be split on to improve your performance.

[TAIPAN_]

Thanks, good answers!