Transitioning To Multi Engine Aircraft - MzeroA Flight Training
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- Опубликовано: 13 ноя 2016
- m0a.com Thanks to you all in the MzeroA Nation we've been so blessed! Last month we were able to purchase a "new to us" aircraft allowing us to now bring you some amazing multiengine training. Here's a sneak peak of whats to come.
This feels very chaotic for me, but i do appreciate jasons passion! slowing down a bit would help me a ton :)
Congratulations on the new airplane! Nice job showing what MEL training is like in a short single video. I laughed when you had him look for his clearing turn & you turn off the fuel selector. Well done.
"You don't skip leg day when you're doing multi-engine stuff" ahahah you got me there! Thank you for this video!
i know im asking the wrong place but does anyone know of a way to log back into an instagram account?
I stupidly forgot my login password. I would love any tips you can give me
@Blake Leonardo instablaster =)
@Jefferson Marshall I really appreciate your reply. I got to the site through google and I'm trying it out now.
Looks like it's gonna take a while so I will reply here later when my account password hopefully is recovered.
@Jefferson Marshall WTF IT ACTUALLY WORKED! Just hacked my ig account details within about 40 mins of using the site.
Had to pay 15 $ but for sure worth the money :O
Thank you so much, you really help me out :D
@Blake Leonardo Happy to help =)
Very sneaky turning that fuel off. Lol
Really great video for the ME. That's one on my bucket list and this video helped put things into perspective. Thanks Jason!
This video was my first insight into multi engine flying. Thanks so much for the very informative, enjoyable (and a little intense!) video!
This is the next level of awesome content. Thank you for sharing. I will keep it in the most favorite.
Great video Jason! I concur with everything you teach in the multi. It's such a blast to fly and I always joke with my multi students that 70% of the time in multi training we are actually a single engine. Also had a student ask once "when we have one engine shut down so I log it as single or multi time" lol
Beautiful aircraft!
Outstanding Airplane!
Waited a long time for this one.
Hope it lived up to it my friend!
Great video Jason! I can always depend on learning something new in all of your videos. -Marvin
Passed my IFR checkride and starting on MEL next week. Great video!!!!
Excellent video! More, more!
Great video! I am starting my multi engine training and would love to see more videos like this.
Great video Jason! Congrats on the new plane and new courses.
Thank you my friend
I fly at the only school in Canada that has Tecnam P2006T's, certainly an interesting and fun aircraft to fly. Nice to see more videos of them popping up!
Which school is that?
Excellent introduction for transitioning to multi-engine Jason - 5 ★ ★ ★ ★ ★
Finally a commercial twin training! XD
Hi Jason just want to add some things on the flow for engine failure. 1. Maintain directional control and pitch for vyse 2. Maximize mixture prop throttle forward and pump on. 3. Minimize drag flaps up gear up. 4. Identify dead foot dead engine 5. Verify throttle no change in yaw. 6. Feather below 3000 or troubleshoot above 3000 agl
Exactly how I was taught
Enjoyed the vid. Thank you
my cfi was very good at getting me talking and focusing on other stuff while he did things like this. Scary but really helped focus on failures because it was as close to real as you can get.
Great video. The use of cameras outside, along with inside the aircraft give a great and very unique view of everything that is happening.
Hey Jason! I love your videos. Will you please make a video explaining Vmc and perhaps doing a Vmc demo?
got my multi engine in one of these. great trainer plane
Minor point: For decades it's been "Dead foot, dead engine." Like in primary training, we talk about using our feet for directional control. The multi mantra was "Balls to the Wall. Pitch for Blue Line. Dead foot, dead engine. Identify. Verify. Feather. Secure."
It's a good aircraft, a pretty good trainer. And it's Italian! A Vespa of the skies!
Nice new plane Jason! Love watching your Vids. Very educational!
what a nice looking plane
Congratulations Jason! Excellent video, as always!
I'd to ask you for a video (different to the videos you usually do), showing more or less how do you record your videos. What cameras do you use, how do you put it, for example the cameras outside the airplane and so on. For people as me who are thinking in record our flights for ourselves! :)
Regards from a Colombian living in Argentina!!
I would love to have this guy as a CFI
Over the years I'd considered a MEL rating, but held back because I normally flew the Grumman-American Tiger series of airplanes. Since they cruise (160 MPH) at light twin speeds, I never bothered with MEL. I'm an old guy now (65) and haven't flown in over 20 years...I do miss it greatly though.
Jason im Eduardo from aviation brothers, thx for this video!!! this week im starting my flight lessons in the seminole this is gold :D
Awesome my friend! Hope you're doing well. Email me a link if you posted your studio tour video.
yes man, ill ask my cousing he has it :D we havent post it on youtube yet.
Thank you Jason, for the video. When are you putting up this course online? Or is it up and I just haven't found it
Good video!
intense!
Hey Jason.. that was a great video.. could you please post more videos on P2006T. There are not many out there.. thanks safe skies:)
I am about 5 hours into my Multi training...When I saw the CFi turn that fuel off I was not sure if I was really seeing that! Oh man my CFI has not done anything like that to me. Great job the Rookie did by not getting all freaked out. Oh and I been doing mine in the DA42. but that Tecnam looks alright too.
Jason! Was the first lesson too early to mention the "blue line"? I'll tell you, you made SEO look simple. All that was missing was the physical force on the running engine.
you gotta talk slowly when training someone..other than that.. a nice video.
I agree...was my main thought all through the video. It takes a moment or so for a student to process the information being given to him/her. That having said, I loved the video. That plane is certainly beautiful!!!!!
Frankly, he does my head in which is pity as i want to watch thee videos.
Nice P2006, that's whats my school has for its MEP training.
Awesome vid jason i just now saw this video... loved the exterior flyby as well!! Personally i can see that the amount of talking is for the video viewers more than the left seat if nothing was said those non pilots and non students wouldnt have a clue whats going on
My self though, not even being a pilot yet, I don't want simulating an engine failure to give people to high of a confidence in that situation when things really do go wrong in a 2 engine aircraft. but like he said.." A good pilot is always learning. "
Can't tell you how much I wanna fly that Tecnam. Is that a smirk I see when you cut the fuel?
A trick with he Tecnam that my instructor taught me, lead with the rudder in the steep turns...
I have a few questions regarding doing multi engine training on a Tecnam , can you please clarify ?
1) It does not have fuel mixture as compared lycoming engines : is it a good thing?
2) Does not have prop sync if i am not wrong, does it really matter?
8:48 Jason, I have a quick question. I was taught during multi to never bank into the inoperative engine unless absolutely necessary. I do understand that it can in fact be done if extreme caution is used but we never took that chance during my training and I understand why, no reason for unnecessary risks. I’m wondering if you disagree and are of the mindset that practice during training is necessary in case the real thing happens?
if I learned one thing from Bob Hoover, it was never to make turns towards the dead engine. I'd suggest you instill this in your training..... instead of asking the student to blindly follow a turn to heading, I'd suggest at least letting them know of the dangers of too steep a turn into the dead engine. If this is tested like this, then the examiner is an idiot.....the power on the good engine can "pull" that wing up and over if you turn towards the dead engine making an existing problem much worse. An ensuing potentially unrecoverable diving spiral that happens before you know what hit you is the likely outcome.
Students shouldn't be taught to blindly follow instructions to turn towards a dead engine.
An actual engine failure can damage the engine cowling sufficiently to disrupt the airflow and make it impossible to maintain altitude.
critical engine failure can also cause hydraulic failure and require manual lowering of landing gear....... might not be possible unless you have altitude.
(we lost a very experienced pilot at my local airport this year.....CFI/ATP many thousands of hours etc...... where all three of the above were likely involved.
So much for the new test standards if real world scenarios are not being taught.
In 1975 at the Harlingen air show, they made a big deal about not turning into the dead engine. Then a pair of P-38s shut down an engine in unison and proceeded to do a roll into the dead engines. Way cool. Bob Hoover flew an orange T-33 and Saberliner that day.
Actually, Bob Hoover stated in a video that it was okay to turn into a dead engine as long as you have sufficient airspeed.
So where can I rent it ? Looking for a twin to do my MEI and really want to try this aircraft out.
I like your videos not so much your teaching style. I think I'd have a headache if i ever went on a training flight with you, so talkative so energetic.
Try out Air Force pilot training lol
@Sidney Mantissa No. If the role of an instructor is to produce pointless noise then that doesn't say much about teaching. A teacher's role is to enable understanding. Your comment is just a repeat of the bullying tactics of a thankfully bygone era. Proper teaching involves EMPATHY, something you clearly do not understand, and nor does this instructor. If all teaching was about creating the distraction of unwanted noise, no-one would learn anything. The student is learning to fly a civilian light aircraft safely, not adhere your fantasy that every flight is tantamount to a vietnam war mission.
I would be happy to do my multi training with you...nice airplane...great way of explaining and not making student feel bad for not being perfect
Would rudder trim be useful here?
Jason, I love what you do but there's WAY too much talking. My advice; "less is more" during Instruction. Everything you're pattering should have been covered in the preflight lesson brief.
That is of course if the gentleman in the left is in fact a student, if he is there as a mock student for our benefit It may be worth pointing that out.
Keep up the good work!
Sidney Mantissa, I like your imagination and graphic reply! But unfortunately Mr MzeroA can't claim that imaginative reasoning for PPL or CPL MEP(A) training. He's must also be trying to simulate "high workload" when he's in control himself then ;-)
FCS give the guy chance to ask questions!
Student: OMG the engine died!!
Instructor: Cool huh!!
Ha! Thanks for watching, Anthony!
Just flew this plane today
Beautiful video and airplane. I am not a pilot (yet :o( ) but I understood that you should not turn in the direction of the dead engine when you have an engine failure ( as understand doing so will increase the drag and reduce lift dramatically on that side) but I saw you do it in this video. So now I am confused. Can you please elaborate on that issue? Once again I thank you very much for sharing.
Andres Silva it is a myth that you should never turn in a direction of the dead engine. As long as you are above VMC or minimum controllable airspeed you can turn wherever you want. The reason why you should be carefull when turning towards a dead engine is when the aircraft is slow because the control surfaces are less effective. Rudder is use to counter the yawing towards the dead engine the slower the airplane gets the less effective it is meaning that you put more rudder in order to maintain directionional control up to the point that you have full rudder in but the airplane still yaws to the dead engine. This called lost of rudder effectiveness and when that happens the airplane would go into a spin.
Thank you very much Jose for your support. I look forward to keep learning something new everyday.
Jason why do you wear 2 watches?
Where are you located ?
Looks a lot like the Upper Limit Aviation planes lol
Same leasing company as well
Would like to get checked out in the multi
Thanks for the video Jason. I'm going to take a demo flight in a Diamond DA 62.Do you know this aircraft and would it be an aircraft, if I buy one, to get my multi engine in?
James Lough I wouldn't recommend it for personal flying. I've heard that it is toy like, and even the low Rotax fuel burn doesn't compensate for the slow speed and low useful load. A DA-42 is even easier to fly (FADEC), nicer to fly in terms of quality and visibility. Payload isn't huge but it is certainly sufficient for a 4 seater, and it gives it incredible single engine performance. In addition, it burns nearly the same amount of cheaper jet A, for about 30-40 KTAS more. Depending on budget, the DA-42 VI is the plane for you if you want a multi!
EDIT: Sorry I thought you were talking about the Tecnam! DA-62 is a beauty, and burns only a little more than the DA-42. If you need the seats then she is perfect, and has the ease of use that comes with FADEC control
what plane is that?
This guy is intense. 🤔
Why did you call clear prop for an inflight start? Just a repetition thing so you continue to call it on the ground?
A bit of humor...
Tecnam is nice, fly the only 3 in Canada
As long as you aren’t using MRC’s method of demonstrating stalls. I can’t believe they got several into incipient spins where they lost several thousand feet of altitude *_AND CONTINUED TO DEMONSTRATE THE APPROACH TO STALL USING EXCESSIVE RUDDER_*
Great 'firehose' lesson for other exp. pilot in new acft. familiarization! (but, as many others have said) for a student. . . s l o w between p r o c e d u r e s. . . so the student can mentally record it.
Overall, as a fellow(rusty) CFI, the intense focused instruction, esp. speed & accuracy during emergency procedures, was exciting and on the mark!
LOL Clear prop!
Right?!
Dont think it was loud enough to let everyone around the airplane know.
It's like if flight training was an infomercial lol.
1:30 "A fast airplane to slow down." Recommend slowing down the speed you're talking if you want to communicate effectively and ensure your point is getting across to your students. Just as the students are learning the instructor should be open to learning as well.
What aircraft is this?
Tecnam P2006T
Leasing?
this man likes to speak.
Calm those hands down man
I spot a mistake - the complete lack of DA42
yan-Deriction the 42's have a lot of maintenance issues. They're a real pain in the butt.
Bailey Davis Is this based on truth or hearsay? Also, what variety of DA-42
Adam Taylor truth, I go to Utah valley university and ours are actually being replaced because they can't stay out of the hanger. They're the DA-42NG's.
how is Utah valley university I am applying there
The Caribbean Aviator it's a pretty good school, strict rules but good for the price. The student to CFI ratio is high therefore you might be on a wait list. It's attractive for the price but does have some financial flaws and is a very large program that is slow paced. I chose to go to a local flight school and in a semester got my instrument done compared to what takes an entire year at UVU.
It would be great if you speak a little slower. It would help non-English speakers to understand clearly. Thank you for the video anyway.
I commented on a 2018 video in which this instructor has not learned anything or moved forward from this demonstration of his teaching method. He still machine guns words. He still presents everything as though it is a life threatening emergency when it is just a standard turn, and still leaves NO SPACES for the student to respond or demonstrate skill. This kind of instruction actually delays qualifications because it leads to a punch-drunk student who is so assaulted by aggression and pushiness he can no longer differentiate between instruction and bullying. Take my tip new pilot students: Avoid people such as this like the plague. I concede they might begin by meaning well but they do nothing but hold up your already expensive path to qualification. At the very least try alternative teachers just for a while then contrast and compare.
I don't see the slightest signs of aggression in Jason. He's calm, thorough & passionate in trying to convey the keep points of his lesson. I'm sure the student feels like he's drinking from a waterhose the first lesson but Jason has introduced a ton of important points that he'll continue to reinforce in subsequent lessons. I think he's exceptionally good at instructing...and motivating his student.
slow down and don't talk so much. you don't need to fill in every second with words not necessary. do appreciate your passion for flying.
Man Jason is wayyyyy to intense and fast for an instructor! Just slow down, act and talk slowly, students get too worked up when someone is talking like a hyped up auctioneer!! I couldn't understand half of what you said and found it hard to keep up with your "flight of ideas"... no pun intended.
Instructor talks too much. The students first hands on engine failure got the flow wrong (instructor didn't pick up on it). On engine failure, you don't seem to get rid of the gear or flaps, why is this? Great that you're climbing with a dead engine, that's helpful yes...but what happens if you have a height restriction? I've had my first flight today on the Tecnam and they way you teach is so different to how my flight school trains.
He speaks to much, it would be annoying to get training with that type of instructor..
You don't need to explain the world in this one lesson. Very hard to listen to. Sorry buddy.
is it me, or are modern aircraft so boring?
The shiny sleek look just makes planes seem like some guys mid life crisis boat.
Give me my fugly 30s corrigated aluminium, not this polished golden golfbag stuff