Good thread! At present, I have about 20 flights on my 60"WS, prop driven twin .25 A-10 and out of those 20, I have had 3 "half" deadsticks. Having read Keith Sparks' article in MAN a few years ago, he mentions that with the engines behind the CG and so close to the centerline, an engine-out (on the A-10) is more of a nuisance than a control problem. When it occurs the aircraft behaves as if the rudder or aileron is out of trim and although it may not have enough power to gain altitude, one engine will be able to bring the ship back into the pattern and land safely. Flying my A-10 and experiencing the engine-outs, mine behaves in exactly the same manner. On one occassion, as I reduced throttle in prep to land and on downwind, I noticed it was handling rather sluggish and it didn't even occur to me that an engine had quit. Upon final approach was only when I noticed the right prop wasn't spinning and I let out a rather passive "huh." And that was that. Landing was fine and almost felt I would have had enough power to go around again if I had to (but didn't).

To fullfill the original query of this thread, this A-10 has flaps, no gyro and the wingloading is about 32 oz/ft. Despite the heavy wingloading, the A-10 flies amazingly slow w/o any indication of a tip stall.

And to add one final thought: Discussing twins at the field, I'm told it helps to offset thrust of the right engine MORE than that of the left esp. on conventional wing mounted twins with non-counter rotating engines. Makes sense, right?

And of course, if we all built Cessna SkyMasters we wouldn't be talking about this!

Ted