Multi Engine crosswinds

[nwpac]

Using differential power is another technique that can be used to safely fly an aircraft. Trying it a couple of times and deciding it's not for you is ok but when you have only tried it a couple of times(or not at all) and then claim that it, "doesn't seem like a great method" doesn't seem honest to me. That is like saying, "I tried stalls and I don't really like 'em, so I don't think I will do anymore. Doesn't seems like a great method. I'd rather just fly the airplane." That being said, I would go out with an instructor and practice them in a controlled environment.

To add to the discussion of how it works.......when an airplane is perpendicular(ish) to the wind (like the flare in a crosswind landing and maintaing a straight line), the force of the wind tries to weather vane the plane so that it faces into the wind. The upwind engine helps to counteract that force as does the rudder inputs.

Also....leave the power levers split as you slow down...if you pull both to idle suddenly.....then you lose the control from the upwind engine.

 

[ctab5060X]

Bingo. Twin Beech ... Gotta do it.

Not necessarily...

 

[dasleben]

I have about 1500 hours in C402s, and I don't recall using differential power as normal technique. That thing had a big rudder anyway, so I never really ran out. I could see differential power being used if you're coming up on the limit of rudder authority, however.

Jets, generally frowned upon in flight...

 

[TwoTwoLeft]

You really don't want to do it with PAX on board unless you REALLY need to...

With the power split, it just sounds awful.

 

[Autothrust Blue]

I have about 1500 hours in C402s, and I don't recall using differential power as normal technique. That thing had a big rudder anyway, so I never really ran out. I could see differential power being used if you're coming up on the limit of rudder authority, however.

Jets, generally frowned upon in flight...

I don't think I've ever heard the technique seriously offered in a jet airplane. Or in the turboprop.

I can see leading with the left throttle/power lever to reduce P-factor, but that might be harder than just adding an appropriate amount of right rudder on takeoff.

 

[nosehair]

That is like saying, "I tried stalls and I don't really like 'em, so I don't think I will do anymore.

Riiight..that's what I'm tryin to say.

To add to the discussion of how it works.......when an airplane is perpendicular(ish) to the wind

or the yaw of a failed engine

the force of the wind

or failed engine yaw

tries to weather vane the plane so that it faces into the wind.

or failed engine

The upwind engine helps to counteract that force as does the rudder inputs.

Also....leave the power levers split as you slow down...if you pull both to idle suddenly.....then you lose the control from the upwind engine.

Practicing this technique whenever you can, ie. no objectional pax, etc., but whenever you can do it, it will increase your single engine approach control and flare technique into landing with one engine.

 

[shdw]

What about the aerodynamics behind it. Pretty much there is more thrust which gives you more wind over surface area for more control effectiveness?

http://www.pilotscafe.com/flight-tr...noperative-principles-in-a-twin-airplane.html

Scroll down to the animated picture, second page. This is the only applicable aerodynamics I'm aware of. All it depicts is that you're in a side slip with a flow pattern identical to what you'd have if you were in a wing low side slip. Lower the wing and use it just like you use rudder -- power to the left engine for right rudder and power to the right engine for left rudder.