End result in order of importance = #1 Safe Crew, #2 One saved aircraft. In any incident we can second guess the PIC's woulda, coulda & shoulda dones. All I have to say is GREAT JOB!! In any emergency the only expert that matters is strapped to the seat.
You don't mention the failure of your tail wheel steering. Its seems in the video that the tail wheel is locked sideways, it's smoking as you drag it down the runway. This alone could have ended your landing with a ground loop. At any rate, congratulations on bringing her in safely for all.
While making a left turn with a left engine shutdown is, naturally, uncomfortable, by continuing to run the engine with this failure mode, you placed yourselves at far greater risk: seizure in low pitch with inability to feather due to severe contamination of the prop governor. The drag of a prop in flat pitch can REALLY make your left turn uncomfortable.Indeed it could have been fatal.Incidentally, I have a couple of thousand hours as a recip flight engineer on DC-6s, DC-7s, and Super Connies.
Saving the engine would be one consideration for feathering whenever a major malfunction occurs; however, given the combination of rapidly rising oil temperature and decreasing oil pressure, this signifies an engine failure of the type associated with main bearing failure, and thus unlikely to be saved. There is another reason to feather in such a circumstance, though, which is essential to be aware of (to be continued in next comment).
We thought about that. It was making power, but could we save the engine? Our main concern was getting on the ground ASAP. Turning into the dead engine more than 10 degrees in this airplane is very uncomfortable with enough power on the outside of the turn to maintain altitude, even if engine on the inside of the turn did successfully feather. We have learned this in training while simulating single-engine operation with a zero-thrust power setting. We just wanted to land it quickly.
The left engine seized when the power was reduced to idle. After the oil temperature pegged very quickly on downwind, we had a very gradual reduction but maintained oil pressure till the engine quit.
It really wasn't a difficult flight for this airplane, staying high, fast and close to the runway. We were concerned about how hot the engine was getting since the oil temperature pegged very quickly on downwind. After landing, I thought the right brake was dragging, so I used the left brake to keep us on the runway till we slowed down and, the real problem, the tailwheel was too much to counter with the brake. The right engine was shut down by Dave on roll out, so we could get out quickly.
Great pilot!
zimmermann10 2 years ago
R2800 ???
zimmermann10 2 years ago
yup
djerh 2 years ago
OUTSTANDING AIRMANSHIP!!!
b1cc2 2 years ago
Steve, great job...Dave has found the seat cushion! Attu Warrior should be active real soon...Hope to see you back in her left seat!
onetimepv2 3 years ago
End result in order of importance = #1 Safe Crew, #2 One saved aircraft. In any incident we can second guess the PIC's woulda, coulda & shoulda dones. All I have to say is GREAT JOB!! In any emergency the only expert that matters is strapped to the seat.
redfire122 3 years ago
Helluva job saving the plane. Well done! Thanks for sharing
mike0102s 3 years ago
You don't mention the failure of your tail wheel steering. Its seems in the video that the tail wheel is locked sideways, it's smoking as you drag it down the runway. This alone could have ended your landing with a ground loop. At any rate, congratulations on bringing her in safely for all.
cwilkinson099 3 years ago
I will certainly accept that we were lucky and keep that in mind if I ever have this experience again. Thanks, Steve
ssjtrider 3 years ago
While making a left turn with a left engine shutdown is, naturally, uncomfortable, by continuing to run the engine with this failure mode, you placed yourselves at far greater risk: seizure in low pitch with inability to feather due to severe contamination of the prop governor. The drag of a prop in flat pitch can REALLY make your left turn uncomfortable.Indeed it could have been fatal.Incidentally, I have a couple of thousand hours as a recip flight engineer on DC-6s, DC-7s, and Super Connies.
Propliner1955 3 years ago
Saving the engine would be one consideration for feathering whenever a major malfunction occurs; however, given the combination of rapidly rising oil temperature and decreasing oil pressure, this signifies an engine failure of the type associated with main bearing failure, and thus unlikely to be saved. There is another reason to feather in such a circumstance, though, which is essential to be aware of (to be continued in next comment).
Propliner1955 3 years ago
We thought about that. It was making power, but could we save the engine? Our main concern was getting on the ground ASAP. Turning into the dead engine more than 10 degrees in this airplane is very uncomfortable with enough power on the outside of the turn to maintain altitude, even if engine on the inside of the turn did successfully feather. We have learned this in training while simulating single-engine operation with a zero-thrust power setting. We just wanted to land it quickly.
ssjtrider 3 years ago
Why not have feathered it when the oil temperature pegged AND the oil pressure began dropping?
Propliner1955 3 years ago
The left engine seized when the power was reduced to idle. After the oil temperature pegged very quickly on downwind, we had a very gradual reduction but maintained oil pressure till the engine quit.
ssjtrider 3 years ago
Did the left engine seize when the airspeed got low? How was the oil pressure? How hot did the oil temperature get?
Propliner1955 3 years ago
"Hot Stuff" is based in Indiana, and "Attu Warrior" is based in Utah.
ssjtrider 3 years ago
Is that the former "Hot Stuff"
lvkeith83 3 years ago
I believe the smoke was hot oil.
ssjtrider 3 years ago
Left engine on final was smokin pretty badly, was there an oil leak or something?
Bergstaller01 3 years ago
It really wasn't a difficult flight for this airplane, staying high, fast and close to the runway. We were concerned about how hot the engine was getting since the oil temperature pegged very quickly on downwind. After landing, I thought the right brake was dragging, so I used the left brake to keep us on the runway till we slowed down and, the real problem, the tailwheel was too much to counter with the brake. The right engine was shut down by Dave on roll out, so we could get out quickly.
ssjtrider 3 years ago
I am not sure. It was locked and rolling straight before takeoff. It appears to have taken the side position after the tail came up.
ssjtrider 3 years ago
Wow! So why was the tailwheel stuck to one side? It was cranked in the opposite direction of the rudder input.
Vernicator 3 years ago