Failed Engine Practice

[201er]

One of these days I'm planning to get out there and practice idling the engine and working on my glide control for landing. The question I have is where can I put the prop during the gliding portion? Naturally if the engne were failed I would pull the blue knob all the way back. During my initial complex instruction I was told that this is bad for the engine and not to actually do it during simulation. I see nothing wrong with putting the prop back to 2000RPM, prefer to stay out of the 1500-1900 yellow arc range, never flew with the prop below that. So how much can I reduce prop to simulate failed engine glide?

[1964-M20E]

When I practice engine out procedures I have the prop all the way in at max RPM.  When you throttle down the governor will set the prop to minimum pitch and the throttle will control RPM at low MP.  When you are ready to add power for the go around you will be ready at max RPM or if you are at an airport you can finish the landing to a full stop or touch and go.

[jetdriven]

I dont think the prop RPM will chage at all, the 201 prop is on the low pitch stop below around 90 KIAS and pulling the prop lever back I dont think will change that.  In a Bonanza, its different, it makes a huge difference in glide ratio.   You can try it slowly, and see how it goes.  It won't hurt an A36 at 1400 RPM, it won't hurt yours.

[GeorgePerry]

Leave the prop full forward and set the throttle to idle...that's it.  The only difference you will experience during a real engine out is that if the prop stops you'll see a little higher drag.  If the prop is still windmilling on an acutal engine failure the drag characteristics are the same as simulating with idle power.

Also, don't do this over "farmers fields".  Do it over an uncontrolled airport when your the only one flying.  That way you can take the glide all the way to touchdown, roll out reset flaps, trim etc and make a normal takeoff roll with the full length availble.  If you didn't get the glide right, don't go any lower than about 500 feet or better yet as soon as you realize your going to be short or long, take it around smoothly.  Never jam the throttle to max.   

hope this helps...

[FlyDave]

I did a short approach a few months ago and with gear & flaps up I pulled the prop all the way back when downwind abeam. I went past abeam before turning for the head of the runway. About 1/2 way there, I was so high I put the gear down, full flaps and speed brakes AND a slip to get down to have a very reasonable amount of the 4,000' runway left. This was on a fairly calm wind day.

I haven't done it since. But if it won't damage the engine or prop I think it's a good thing to try. These airplanes will go a long way when cleaned up and prop pulled back. If you aren't planning on the glide you get in this configuration when you do have to depend only on glide ratio, you could end up much higher than you think you'll be - which can be as disconcerting as being short.

[jetdriven]

A stopped prop will have vastly less drag that a windmilling prop, but at the speeds a Mooney glides at, it would be near impossible to stop the prop.  A windmilling prop in coarse pitch will extend the glide somewhat.

In fact, there is a way to cheat the commercial maneuver for the 180 degree power off landing in a Bonanza.  If you get a little low or slow, pull the prop back, its the same as adding power. 

George got it right, when its time for a go-around, real carefully bring the prop forward, then carefully add power.  Firewalling the prop lever on a Mooney can result in a nasty overspeed.  On a Lycoming 360, SB369J says an overspeed of more than 2970 RPM warrants a teardown and inspection.