Well, two engine out landings does not make me an expert, but, I think one of the most important first actions is to turn toward the nearest airport. My GPS has a "nearest button" which only takes a punch and it shows the airfields closest to you. The second factor (before turning) is to assess the wind direction. In one engine-out case, I had a choice of two airports both 12 nm away, but one was downwind. When you are gliding at 70-80 mph you greatly extend your distance by heading downwind - IF ,of course, that takes you toward an airport. The third factor is be aware of your glide ratio - for my RV-6A it was 10:1. So being at an altitude of 9500 MSL and with surrounding land approx 1500 msl I had 8000 ft of alititude more or less. So I knew that was over 1 mile high so 10:1 should give me 10 miles add the downwind factor and the extra 2000 ft and I felt confident I would make it. In fact I arrived at the airport with enough altitude to make a 360 before crossing the fence at 100 mph (4000 ft runway), wagging my rudder to bleed off excess airspeed and making a glass smooth landing.
Its amazing what concentration can do for you touch down. Both of my engine out landings were glass smooth. This time my "flop" tube in one of the tanks had become disconnected with 3 gals remaining in the tank. Knowing I had three gallons in that tank led me to make the stupid decision to not to try switching tanks - I figured it was the main fuel filter clogged up so no point in making switch. Like I said - "Dumb!!" on the ground I found that when I switched tanks the other tank provide all the fuel needed to keep flying. So I better understood those accidents I had read about those "Dumb" pilots crashing with plenty of fuel on board. You can outsmart yourself - if you try hard enough.😄
Ed
------ Original Message ------
Sent: 8/1/2021 1:58:06 PM
Subject: [FlyRotary] Re: PC680 Battery Capacity
Wow !! Ed what a story to tell.Sometimes there is a piece of good luck for everyone of us. Good to here that your back up system work just as it should, this is why all the redundancy is planned and build into the systems.
Still practicing regularly a “engine out”and try and see if i can reach the airfield, but it is different if you know that you can just push the throttle to reach the landing strip
I only have 93 hours off PPL experience on my log book. Hire and Fly at my local flying club. Most of the time on the Piper 180 ( PA - 28) Building and building on my homebuild project but will get there or so we all believe Thanks for sharing your experiences. Me and my wife
Le Roux
Sent from my iPhone Le Roux Breytenbach Hi Charlie,
I can verify the 40-45minute capacity of the PC680 at load. I had my system setup so that a contactor could be closed/open via a switch on my panel. I had read case of lead acid batterys exploding when an alternator "ran away" with too high voltages, so I installed the capacity to disconnect the battery from the Alternator.
During one trip to Texas from NC I stopped an refueled in Alabama. Approx 40 minutes after taking off, the engine started missing, I checked to make sure I had fuel going to the engine, even switched tanks this time. Missing continued so I turned toward Salema, Al where there was a old USAF training airbase. As I continued the missing kept getting worst and finally approx 5 miles out the engine quit. Continuing the glide I contacted the Airport and just had time to tell them I was making an engine out landing when I heard a click and the panel when dead with no lights, nothing! Made it dead stick into the airport and discovered while trouble shooting that the battery connect switch was in the disengaged position and battery voltage was down to around 6 volts. Yeah, I though to check the fuel but never thought to check that switch because after installing it - I never used it. I must have accidently hit the switch with my foot when exiting the cockpit at my refueling stop.
Yes, I immediatedly installed a switch guard after returning home. But, 40-45 minutes shoulds right for PC680.😄
Ed
------ Original Message ------
Sent: 7/31/2021 8:57:43 AM
Subject: [FlyRotary] Re: Airventure 2021
I took a slightly different path; I figured that if the alt quit, then the flight limit is how much the battery has in its 'tank'. A PC680 sized SLA is good for about 40 minutes with typical load from electronic injection. I've become a bit of a sissy in my old age; I want the engine to run until the fuel in the *gas tank* is gone. So, I made some brackets to add a 2nd alt; mounted where the air conditioner compressor lived in the car, and run off the 2nd pulley. Of course now, with it looking like Covid's going to outlast me, I'll likely never get to travel in the plane anyway, so I may just go back to the 40 minute limit & save the weight.
Charlie
I flew for a number of years with two 22 lb batteries without every needing the "spare". I then switch to a single Odyssey PC 680 17 lb battery and switched it out every 3 years (stuck used one in riding mower) and flew for over 15 years using this configuration. Never had a battery problem with either, but saved weight and money with the one battery.
But, my view is if you are not comfortable flying with a certain configuration, then don't. Fly with a configuration that you feel secure with and you will enjoy flying all the more.😄
Ed
------ Original Message ------
Sent: 7/30/2021 3:21:45 PM
Subject: [FlyRotary] Re: Airventure 2021
Le Roux, Agree a great product, but I am more concerned with the engine battery backup. Therefore I have 2 batteries . Since no longer flying instruments, I can still fly looking out the window, but if the engine fails --- Then you know what is trumps!! Neil. Realy nice product
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