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chaztuna(at)adelphia.net
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 Posted: Wed Jun 14, 2006 4:25 pm Post subject: [SPAM] Re: Re: IFR Requirements (required vs. good to ha |
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FAA statistics show that you are four times more likely to have a
forced landing in a light single, compared to a light twin. Yet, you
are four times more likely to die in the twin. Higher weights (that
2nd non functioning engine just became an anvil), higher landing
speeds and higher gross weights all conspire against the twin pilot here.
Charlie Kuss
The 2nd engine just takes you to the scene of the crash
do not archive
[quote]
Actually, the higher fatality rate, when a twin does go down, is
generally attributed to higher touch down speed for a twin v. a single.
When you square the touchdown speed to calculate energy, that extra 15
kts turns into a lot of metal bending initia. Without a doubt, more
difficult weather doesn't make the outcome more favorable for a twin.
Chuck Jensen
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ogoodwin(at)comcast.net
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| Posted: Wed Jun 14, 2006 5:25 pm Post subject: [SPAM] Re: Re: IFR Requirements (required vs. good to ha |
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The failed engine is an anvil only if you aren't proficient. Unfortunately,
very very few private and few 135 pilots are proficient enough to use the
capability of the other engine to it's limits. Everything has to be almost
perfect or you're right....the functioning engine will take you to the
crash. As mentioned before, maintenance also enters into the equation.
Without good maintenance, I'd say the chances of losing an engine on a twin
is much more than on a well maintained single.
My stats: in 7000 hours flying light twins and singles no lost engines. In
2200 hours flying heavy twins (Convairs) one lost and one shutdown. In
9000 hours flying three and four engine transport jets no lost, two shut
down. If statistics are taken without question, we'd have to say light
singles and twins are safest...which is not true.
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