Possibly in the area of + or - Vy depending upon weight.

Might try experimenting with both engines at "zero thrust" power setting, at or about Vy and see what you get for results in rates of decent.

Better than nothing?

FWIW.

Great thoughts everyone. Mark- thanks for the reference to the piper book and 97kts. Sounds reasonable.
In the past few months I’ve been learning all the Navajo systems, AP, fuel systems, emergency procedures, system common failure points, etc... but I really think it’s time I do some more real single engine practice. It’s just not something I hear is good to do in a turbocharged plane. Maybe go rent the Aztec again.

I need to do the same, the annual recurrent isn't enough for me to stay sharp.

But I'd encourage you to do it in your plane, I don't think the turbochargers will mind.

There is a big difference in cruising around with 30 some inches of MP and cutting an engine, versus running in the low 20 inches and then cutting one. In other words, don’t get it all “hot and bothered” and then decide to shut one down. More stressful than if. You were running it with lower MP, like 22 inches. Don’t misunderstand, still stressful to cool it down quickly, but much easier than having CHTs near 400 and then shutting it down. And yes, Lycomings can handle much higher CHT than Continental.

The thing about the Navajo is OEI at gross and hot day sucks. No if ands or buts about it. You need to think and train about losing one right after takeoff. With the gear and flaps down you may not be able to accelerate to blue line and/or have enough time to get them retracted. The machine I flew was slow to get to blue line on two engines. Above 120 knots it would soar. Right at rotation, a dud. Think about those scenarios and how you would handle them. Our SOP was not to retract the gear until you were above blue line. Reason being if one failed with the gear still down, we would have chopped both and landed straight ahead.

FWIW

Our SOP is to rotate at blue line.

Back in the day when I flew freight in a number of piston twins I had two engine failures in Navajos - the one in a Chieftain at max gross weight at altitude in cruise reinforced what I'd been taught on so many levels. Airspeed, airspeed, airspeed! I was recommitted to landing straight ahead rather than trying to fly away on one on takeoff even if one was feathered and the aircraft cleaned up, climb rate was pathetic. Go arounds - heck no. I had to shoot a VOR-A approach, circle to land and even though I knew to expect it I was struck by how leveling off at the MDA was so delicate and how close to the edge I was, wouldn't have taken much to descend down into the terrain or slow it and lose directional control and or stall it. Configuration decisions are key and currency/quality of training can make all the difference. As a side note the engine failed, if I remember correctly due to the mags being driven off a shared driveshaft from the accessory section and it sheared, killing both mags. Someone that is more up on this could confirm it or set me straight - memory is fluid and that could have been one of my other engine failures (6 total engine failures in 12,000 hours so far - I flew some junk early in my career).

Also - knowing the best glide speed or having a target speed for a dual engine failure is very good to know. It's just another tool in your toolbox. There was a EMB-110 that lost both engines near our airport and the pilot did a fantastic job of putting it down safely, on a short, narrow, mountainous sloping runway. He flew basically at Vy as he'd never been trained to fly with a dual engine failure but he'd thought about it. There is a write up and photos here - http://aerossurance.com/safety-manageme ... emergency/

And now that I fly gliders and train power pilots in them I'm convinced - even if you have no interest in getting a glider rating - go take some lessons in a glider with a professional instructor - the fundamentals of energy management will serve you well in so many aspects.

Regards, Tom

Yes, unless the plane was modified with a different engine model, many Navajos (and 182RGs) came from the factory with a “dual drive” magneto set up. One output from engine goes to a case that then drives both mags. Lose that shaft and both mags go dead.

Yes. That's what the TSIO-540-J2BD means. A dual magneto driven by a common shaft. Several aircraft share this setup. DUMB. I believe the Cessna Cardinal RG is set up this way too. There is now an STC to fix this on Navajos that have it, leaving you with just a -J2B, with completely independent mags. The earlier Navajos already have independent mags.

Very nice write up and pics Tom Anderson. I have a background similar to yours... and equally as scary, so what you are saying I totally agree with. It is all about the AIRSPEED. ~ ME