Simviation Forums

I'll give you the run down on what just happened as of a few minutes ago.



I took off frim CYAM with real-world weather (not important but it was a 13kt wind at 305*) Headed towards KDFW.


As I flew my #1 engine quit (big surprise  ;) ) i tried to restart it, my attempt was futile, i diverted to the nearest long airport KBFA.

I set the aileron trim and gave it a bit of right rudder trim. all normal, also changed the elevator trim as i wasnt going to fast.

as i made a real short final (probably under four miles) i hit the gear and the flaps, and started gliding in with quarter power (more than i usually do for obvious reasons)

as i looked down at the airspeed indicator i noticed it was a tad to slow (around 105kts  :o) i hit the gas and as the 737 twisted because of un even thrust distrubution i hit the rudder and flew INTO the end of the runway at a ninty degree offset from my flight path.

and the stall buzzer never went off  ::)

So? . . . what's the problem?
Just hit CTRL+; and start all over; after all, it's only a game.

" . . .  and the stall buzzer never went off"
Well, thank god for that!  ::)

I flew the default 737 and tried landing on one engine.. a long time ago. I remember aborting an approach way out (probably 3 miles) and remember that powering back up, at or near stall-speed, with the gear down and full flaps, was NOT what I expected. Yaw was uncontrolable.. not enough altitude to try anything else.. I stalled and crashed. I don't remember if the horn went off or not. I do know that the sim's flight model is realistic enough to account for AoA and the plane's configuration (i.e. flaps/gear down). I "think" what the sim does, as far as sounding the horn, is that it waits until the actual lift vector, relative to gravity, reaches a minimum.  I know for certain, it will give you accellerated stalls with eery accuracy.

I "think" that since you were descending, with flaps down and with some power applied (and probably pitched nose down a little, fighting the rudder and aileron correction for the one engine approach).. you'd have had to have dropped below 100kias before a stall would happen (in the sim).

Now the funny thing..  I related this story to a pilot friend in Florida (who has flown a 737).. and he cringed when I talked about adding full power, in landing configuration, on one engine..

"They don't like that", he said..

Why do you have full flap with one engine out?
Select flaps 15 and add some rudder trim and you can basically land the plane quite normal.  :)

In the real bird you can even use the autopilot and have it capture the LOC and GS (but not autoland available)

Now the funny thing..  I related this story to a pilot friend in Florida (who has flown a 737).. and he cringed when I talked about adding full power, in landing configuration, on one engine..

"They don't like that", he said..

I'm not a pilot and the thought makes me cringe too. The  full brunt of a engine the like of the 737's (and in planes with more powerful engines the thing is bound to be even more pronounced) in asymmetric thrust would be hellish to counteract, even more so in the slow speeds of landing. You might not have enough rudder authority to keep yourself straight and things WOULD get ugly.

In the good old far-off days, they used to teach us to apply the acronym CATE - Check the yaw, Adjust power to maintain safe flying speed, Trim, and Examine for the cause of engine failure.       You have to adjust the power EARLY.     Let the speed drop and you may not have enough rudder trim - or rudder power - to counteract the yaw when you do eventually get round to upping the power.      One trip in a Mosquito with one out is a recommended method of learning why this acronym is so valuable.

the reason i had full flaps it was a short runway (for me) and i was decending over 1000 feet per second , as i said it was a REAL short final

1 feet per second = 0.592483801 knots

over 1000FPS decent rate would mean you were in a nose dive... full on and throttled @ 600+knots

them must be good flaps because they certainly blew out well before the landing gear did  

There is a thing when flying multi-engine aircraft known as minimum single engine airspeed.  Below that speed there is not enough air flow over the rudder to counteract the assymetrical thrust.  Needless to say, 100 kts is too slow for a 737.  In the event of an engine failure, you should keep a higher approach speed.  Whether that means using less flaps is entirely up to the pilot, but in real life I rarely use full flaps.  

As Davysims says, and if the runway is too short... you better have a viable alternate or be ready for a unplanned country outing.

I'm sorry to say you are "dead" and all your passengers along with you!!!

Take the VC10 for example; It can do an approach with two engines out even with 35

Mmmmm.   I never get engine problems as I pay the maintanence crew extra to keep eveything ticketyboo
Mind you - yesterday I did get a couple of oil pressure lights flash on at 2000ft but they soon went out!!    As for the stall buzzer - I deleted that irritating noise moons ago.

 As for the stall buzzer - I deleted that irritating noise moons ago.

That's very naughty!!!!  Don't do it again!!!!
Remember G-ARPI in 1966?
The slats were pulled in accidentally well below flap retraction speed.  Just about everything went off in the cockpit (probably!! --- We don't know for sure. It was this disaster that made cockpit voice recorders mandatory!!!) The stick shaker and pusher activated 3 times. So instead of going with it they cancelled the stick shaker and died!!!
Vololiberista

I don't really need the buzzer as I never stall anything  
however I reinSTALLed it for the sake of authenticity!!!!

I think the air crash you refer to was The Staines event in 1972 with a distraught Captain Key in command?  There had been an anti-union diagreement before takeoff & amongst the wreckage some anti-Key scribblings had been found?   A cutting comment was to the effect of who will represent God in BEA upon his demise.  Some cardiac anomolies were found at his postmortem I think, denoting a possible silent myocardial infarction.  They never did find out who retracted the slats I am told.   Just goes to show how work-place stress can be a killer in more ways than one.