The Soloy Dual Pac apparently allows two engines to rotate one propeller -- here's a picture of it on an Otter:
Is this recognised as a centreline thrust twin engine aircraft, a "standard" twin engine aircraft or just an aircraft with a single engine for FAA certification? What about for pilot licensing?
According to the certificate is a
Twin Power Section Turboprop
and, later, note 7: (emphasis mine)
This engine is certificated as a unit comprising two separate power sections with the capability of single engine operation with either power section alone in multi-engine airplanes. The unit is also approved as a single engine with either or both engines operating continuously.
No explicit remark is given about pilot licensing, but given the note reported, I would say that a licence for a single engine is sufficient.
The Soloy Dual Pac apparently allows two engines to rotate one propeller -- here's a picture of it on an Otter: Is this recognised as a centreline thrust twin engine aircraft, a "standard" twin engine aircraft or just an aircraft with a single engine for FAA certification? What about for pilot licensing?
Inspired by a discussion in chat. Most GA piston singles are powered by either Lycoming or Continental engines. The engine designs used by both manufacturers are broadly similar (4-cycle, horizontally-opposed, gasoline-powered, air-cooled), and they're both generally available with either carburetors or fuel injection, but I know they're not "identical products". What are some of the differences between the designs used by the two manufacturers, and what practical implications do those choices have for pilots?
I was looking at potential experimental projects when I read this fascinating website about a tiny aerobatic-capable twin-engine airplane. It's light enough to be an ultralight, but much too fast: Aside from the obvious fun of flying this little plane, I wondered whether: I'd be able to log time in the Cri-Cri as multi-time? My guess is yes. Assuming I'm MEL-IFR, could I log multi-IFR with a two-way radio, altimeter, Dynon-type AI, HI and at least one cert. VOR & glide slope? An approach cert. GPS setup would be too heavy I assume. My guess is this is wishful thinking...
powered parachutes where you simply don't want a propeller in your face The Convair B36 is one notable multi-engine aircraft with engines in pusher configuration, as is the Piaggio Avanti. Single engine aircraft are even more uncommon, and pretty much all I could find except the Lake Buccaneer are all kit-planes (e.g. Velocity, Rutan), ultralights (Quad City), military, or experimental. ... the fuselage and tail (with its rudder and elevator)? Twins generally have their engines on the wings, and the tail is no longer directly behind it, does that mean the choice of a pull-engine
Most GA piston aircraft still use dual magnetos for their ignition system, but there are some STC kits available to add electronic ignition to common piston engines, and new aircraft often come with FADEC systems. Are there particular FAA requirements for electronic ignition systems? If so, what are they and how can you demonstrate compliance?
There are two main types of supplementary oxygen devices in light aircraft: Cannula: Oxygen mask: What are the major differences between these two devices? Is one more suitable for specific siutations than another, or is it just a matter of personal preference?
dynamics of an engine cooling and then reheating, and partially because full takeoff power is used. The "usual" time that you log a cycle is when an engine is started and the aircraft then takes off (using full rated takeoff power), but what about unusual situations like: Engine shutdown and restarted in flight Engine started, aircraft takes off, and then returns for a low pass or a touch and go: Would this be two cycles (does it depend on the amount of power used during the touch and go?)? Engine started and then shut down without a flight
I hope this is a relevant place for me to ask a math question regarding aircraft design. I am trying to understand how one would implement a controller to control the pitch angle of an airplane for a small exercise. I understand the control part and its implementation. What I do not grasp is how one acquires the longitudinal equations of motions (which are then used for the control part) which... a simple explanation of the above case. Edit: I am attaching two screen shots of two sets of equations from two sources. Links to the books are included below. Both sources state
I am currently a private pilot with an instrument rating and multi-engine rating. I own and regularly fly my own twin engine airplane and have been thinking about getting my commercial rating. Part of the PTS requirements for the commercial multi-engine include the emergency procedures for engine out/emergency descents, etc. Since I have already had a check ride (multi-engine rating) that included ALL of these maneuvers, do I still have to perform these on a commercial multi-engine check ride?
The MD-900 is a helicopter which seems to be quite popular with law enforcement agencies. As you can see, instead of an anti-torque tail rotor, a fan exhaust is directed out slots in the tail boom. I was wondering if this works in regards to auto rotation, should the aircraft lose its engines.