Assuming a pilot has the theoretical understanding of asymmetric trust,
VMC, zero slip , critical engine and some flying experience with CSP and RLG
in a SE airplane, what are the important things to master when transitioning from SE to ME
Transitioning SE To ME
-
Chuck Ellsworth
The process is far easier if you really understand the two major differences between a single engine airplane and a twin engine airplane.
If one engine fails on a twin you must follow the failed engine procedures .
By doing that you can now fly to the nearest airport and get it fixed.
In other words do not over sweat the learning process as it is not really that difficult.....in spite of what a lot of people may tell you.
If one engine fails on a twin you must follow the failed engine procedures .
By doing that you can now fly to the nearest airport and get it fixed.
In other words do not over sweat the learning process as it is not really that difficult.....in spite of what a lot of people may tell you.
-
vanNostrum
- Posts: 338
- Joined: Wed Nov 04, 2015 9:04 pm
[quote author=Chuck Ellsworth link=topic=7063.msg19077#msg19077 date=1505240118]
The process is far easier if you really understand the two major differences between a single engine airplane and a twin engine airplane.
If one engine fails on a twin you must follow the failed engine procedures .
By doing that you can now fly to the nearest airport and get it fixed.
In other words do not over sweat the learning process as it is not really that difficult.....in spite of what a lot of people may tell you.
[font=Verdana][/font][/quote]
What elements of ME flying are going to help build a solid foundation for proficient and safe flying?
For instance how is best to train for EFATO
The process is far easier if you really understand the two major differences between a single engine airplane and a twin engine airplane.
If one engine fails on a twin you must follow the failed engine procedures .
By doing that you can now fly to the nearest airport and get it fixed.
In other words do not over sweat the learning process as it is not really that difficult.....in spite of what a lot of people may tell you.
[font=Verdana][/font][/quote]
What elements of ME flying are going to help build a solid foundation for proficient and safe flying?
For instance how is best to train for EFATO
-
Chuck Ellsworth
It is really very simple.
If you lose an engine in a critical phase of flight such as just after lift off you " MUST " First maintain control which means lower the nose so your airspeed does not decay to fast.
At same time keep the airplane from yawing by using as much rudder as needed.
Then:
You decide if you should close both throttles and land straight ahead if there is enough runway to do so.
Or if you are going to climb out and return for a landing you do the engine shut down as required for the airplane you are flying.
Generally most pilots need around ten hours of training to be profficient enough to qualify for the multi engine rating.
The two most important issues are your own flying and learning ability and just as important who is teaching you.
After a moment of reflection the person teaching you is the most important part of getting the rating.
Try and find a working pilot with lots of multi engine flying time who likes to teach and does not need to build time on your dime.
If you lose an engine in a critical phase of flight such as just after lift off you " MUST " First maintain control which means lower the nose so your airspeed does not decay to fast.
At same time keep the airplane from yawing by using as much rudder as needed.
Then:
You decide if you should close both throttles and land straight ahead if there is enough runway to do so.
Or if you are going to climb out and return for a landing you do the engine shut down as required for the airplane you are flying.
Generally most pilots need around ten hours of training to be profficient enough to qualify for the multi engine rating.
The two most important issues are your own flying and learning ability and just as important who is teaching you.
After a moment of reflection the person teaching you is the most important part of getting the rating.
Try and find a working pilot with lots of multi engine flying time who likes to teach and does not need to build time on your dime.
-
Trey Kule
- Posts: 250
- Joined: Tue Aug 09, 2016 4:19 am
In the interest of flying multi safely.
Before you start. Understand Asymetic thrust, and VMC and critical altitude. Really understand it.
Understand it so well that you will never need to become a test pilot. Knowledge, fear,,and common sense can go along way to keeping you alive.
My experience is about 90% of instructors do not really understand it, so when they are demonstrating it and they reach VMC and still have rudder left, they slow down a bit more to "feel". The yaw.
Couple good people dead in the last year who, it seemed , did not understand this and had the plane stall.
In regards to training, as long as both engines are working fine, they fly like a single. Sometimes some more complex systems being introduced to the student as well, which , if it is the case with you, take some time to learn them.
So much emphasis is put on engine failure. But there is also gear issues, cowl flaps, sometimes different leaning , and all these require learning as well.
The biggest failure I see with new multi pilots is the fast and furious flying fingers in the event of an abnormal or emergency situation. If you find yourself with an instructor that spends to much time flying themselves or who likes to demonstrate their prowess with lightening fast reactions....find a new instructor.
It aint hard to learn.. Just different. And 10 hours on a basic twin, for most pilots, is about twice what they really should need.
My thoughts on your training
Before you start. Understand Asymetic thrust, and VMC and critical altitude. Really understand it.
Understand it so well that you will never need to become a test pilot. Knowledge, fear,,and common sense can go along way to keeping you alive.
My experience is about 90% of instructors do not really understand it, so when they are demonstrating it and they reach VMC and still have rudder left, they slow down a bit more to "feel". The yaw.
Couple good people dead in the last year who, it seemed , did not understand this and had the plane stall.
In regards to training, as long as both engines are working fine, they fly like a single. Sometimes some more complex systems being introduced to the student as well, which , if it is the case with you, take some time to learn them.
So much emphasis is put on engine failure. But there is also gear issues, cowl flaps, sometimes different leaning , and all these require learning as well.
The biggest failure I see with new multi pilots is the fast and furious flying fingers in the event of an abnormal or emergency situation. If you find yourself with an instructor that spends to much time flying themselves or who likes to demonstrate their prowess with lightening fast reactions....find a new instructor.
It aint hard to learn.. Just different. And 10 hours on a basic twin, for most pilots, is about twice what they really should need.
My thoughts on your training
-
Chuck Ellsworth
Trey just outlined this issue about as simple and correct as it can be outlined.
P.S.
Listen to what he said....
....find an experienced twin engine pilot who does it for a living and do some background checking on him/her.
If they have a good reputation there is your instructor.
If you go to a flight training school you run a high risk of being taught by someone who is still learning also.
P.S.
Listen to what he said....
....find an experienced twin engine pilot who does it for a living and do some background checking on him/her.
If they have a good reputation there is your instructor.
If you go to a flight training school you run a high risk of being taught by someone who is still learning also.
-
DirtySmellingPropBlast
- Posts: 13
- Joined: Sat Sep 09, 2017 12:19 am
Ur gunna need to use the pedals - not the brakes. The other ones that do the turning n'stuff.
N'ur gunna have to control your air-speed-a-mah-jig.
Getting up in one will be more insightful than this thread. What type you flying?
N'ur gunna have to control your air-speed-a-mah-jig.
Getting up in one will be more insightful than this thread. What type you flying?