Keith Teister

This post is aimed at MEIs, or folks with solid technical knowledge of light twins.

For training purposes, introducing ME students to engine out scenarios, below 3000 AGL is fairly straight forward, and often simulated by pulling a throttle below 50% Vmc and above 400 AGL.

When it comes to actually shutting down the engine, I am interested in technical information out there that might educate a budding ME instructor on how to manifest the engine shutdown and feather drill, short of any further restrictions that an AFM/POH may dictate.

Development of a scenario that drives the student to secure the engine, such as rapidly decreasing oil pressure with rapidly rising temp and increasing roughness could be used.  But, I also think there is value in failing an engine to surprise and help the student deliberately assess and identify the correct engine to feather.  Accident data shows mis-identification as a real and reoccurring problem.

Have searched quite a bit thru FSIMS, FAA, AOPA, and other credible web sights for a discussion on the use of the throttles, mixture and/or shutoff valve in hopes of building a reference list of techniques, risks, and benefits for various scenarios/methods.

Some techniques recommend blocking the student's vision of the mixtures and failing either with the mixture.  This is good to a point, but inhibits the student actually executing doing the generic "AIRSPEED, MIXTURES, PROPS, THROTTLES, FLAPS, GEAR, IDENTIFY, VERIFY, FEATHER" drill.  There seems to be a line of thought out there that using the fuel shutoff valve may cause cavitation of the fuel system, but I have not been able to find technical source (i.e. manufacturer, FAA, NTSB, etc) to support that this is a documented issue.

Any technical references would be greatly appreciated with regard to cavitation  or damage to fuel system, especially with regard to use of the fuel shutoff valve. 

Primarily concerned about training in light twins (Piper & Cessna).  Thanks.

Show Less

This post is aimed at MEIs, or folks with solid technical knowledge of light twins.

For training purposes, introducing ME students to engine out scenarios, below 3000 AGL is fairly straight forward, and often simulated by pulling a throttle below 50% Vmc and above 400 AGL.

When it comes to actually shutting down the engine, I am interested in technical information out there that might educate a budding ME instructor on how to manifest the engine shutdown and feather ... more

This post is aimed at MEIs, or folks with solid technical knowledge of light twins.

For training purposes, introducing ME students to engine out scenarios, below 3000 AGL is fairly straight forward, and often simulated by pulling a throttle below 50% Vmc and above 400 AGL.

When it comes to actually shutting down the engine, I am interested in technical information out there that might educate a budding ME instructor on how to manifest the engine shutdown and feather drill, short of any further restrictions that an AFM/POH may dictate.

Development of a scenario that drives the student to secure the engine, such as rapidly decreasing oil pressure with rapidly rising temp and increasing roughness could be used.  But, I also think there is value in failing an engine to surprise and help the student deliberately assess and identify the correct engine to feather.  Accident data shows mis-identification as a real and reoccurring problem.

Have searched quite a bit thru FSIMS, FAA, AOPA, and other credible web sights for a discussion on the use of the throttles, mixture and/or shutoff valve in hopes of building a reference list of techniques, risks, and benefits for various scenarios/methods.

Some techniques recommend blocking the student's vision of the mixtures and failing either with the mixture.  This is good to a point, but inhibits the student actually executing doing the generic "AIRSPEED, MIXTURES, PROPS, THROTTLES, FLAPS, GEAR, IDENTIFY, VERIFY, FEATHER" drill.  There seems to be a line of thought out there that using the fuel shutoff valve may cause cavitation of the fuel system, but I have not been able to find technical source (i.e. manufacturer, FAA, NTSB, etc) to support that this is a documented issue.

Any technical references would be greatly appreciated with regard to cavitation  or damage to fuel system, especially with regard to use of the fuel shutoff valve. 

Primarily concerned about training in light twins (Piper & Cessna).  Thanks.

Show Less

This post is aimed at MEIs, or folks with solid technical knowledge of light twins.

For training purposes, introducing ME students to engine out scenarios, below 3000 AGL is fairly straight forward, and often simulated by pulling a throttle below 50% Vmc and above 400 AGL.

When it comes to actually shutting down the engine, I am interested in technical information out there that might educate a budding ME instructor on how to manifest the engine shutdown and feather ... more