Not seen the cockpit of a Seneca for about 18 years, I’d forgotten loads. Brings back a few multi-engine IR memories! Hand flown single-engine NDB holds in simulated IMC. Probably when my hand flying was at its best!
Fantastic video. I did my multi training in a Seneca II also. Brings back wonderful memories. Flown Flown several multi's sens then, but still love the Seneca. Thank you for the wonderful memories.
My instructor used to like to shut the fuel off at the fuel selector, When I wasn't looking. Taught me that fuel management is the number one engine failure.
Very nice intruction vide, but as far as I know this aeroplane needs a lot of trimming due is very hard to contorol, I did not see you touching it at all
Yeah I'll admit that was not the wisest thing to do. It was easier to see through in person than the video showed, but I think that's the last time I'll taxi out with dew on the windshield!
Thanks Ignas! Yes, you are right, the left is a bit ahead. That's just where the levers want to sit to give 2500 RPM, I guess just one of those peculiarities most planes have!
After so many years of flying, engines wear a bit differently, even in the same plane and become “unique.” So eventually you need slightly different control inputs on each engine to get the same power setting.
I assume you had your reasons for not feathering your 'dead' engine during exercises at 5000' (specific Seneca model reasons?) but why not feathered on final (assuming after camera battery failure you landed with the 'dead' engine)? But even at 5000' why didn't the student go through the whole engine failure procedures, (identify, verify dead prop, pull mixture, feather prop). Muscle memory is important in a panic situation besides 'going through the written motions".
Hi Phillip, these were all simulated engine failures so the engine was never put at full feather position. You'll note that the prop lever was reduced to demonstrate the actions being taken on the correct engine, but not actually feathered, so the engine is available immediately if needed. I agree with your concerns regarding muscle memory though this seems to be the standard protocol at flight schools and for the flight test.
Good question! That's a gear warning horn. Basically, it sounds at low power settings when the landing gear is not down and locked. In this case it is a result of the left engine being at idle.
Excited to be doing my multi engine CPL on the same bird next month, in South Africa. Thanks for taking us along for the ride.
Not seen the cockpit of a Seneca for about 18 years, I’d forgotten loads. Brings back a few multi-engine IR memories! Hand flown single-engine NDB holds in simulated IMC. Probably when my hand flying was at its best!
Thank you 787Speedbrakes!
Same here...last I flew this was in 2000 lol
Nice job. You had the A/C under positive control at all times. Enjoy these experiences as if each is your last flight. Time is fleeting.
Fantastic video. I did my multi training in a Seneca II also. Brings back wonderful memories. Flown Flown several multi's sens then, but still love the Seneca. Thank you for the wonderful memories.
You're welcome Rod!
My instructor used to like to shut the fuel off at the fuel selector, When I wasn't looking. Taught me that fuel management is the number one engine failure.
Typical training procedures well performed.
I was in the same position, 30 years ago Seneca 2 and Beach Baron
Thank you Dimitris! Could even be the same Seneca 😂
@@danielkelly2774 BTW Daniel, my best twins are also Ted Smith 's kids. Aerostar and commander 500
Great video, great footage.
Great skills
Thank you!
Geatest Sounding video bar none
Camera out of batteries? LOL I haven't read anything in the news so I assume you made it. Super!
Haha, yep it ran out at the worst moment too! I've put it on a battery pack ever since this flight 😉
Live and learn I suppose. lol That's how we all learn.
Great video!
Good stuff 😁
Epic!
Fk that was a nice landing
Woooooow! Listen to that
Memories 😎. VMC😂
Very nice intruction vide, but as far as I know this aeroplane needs a lot of trimming due is very hard to contorol, I did not see you touching it at all
Personally I would have cleaned the windscreen before getting in. Old habit from my time working on a flight line.
Yeah I'll admit that was not the wisest thing to do. It was easier to see through in person than the video showed, but I think that's the last time I'll taxi out with dew on the windshield!
Gear up !!! kkkkk
need to know wht happened, on the 2nd landing but very nice video!!
Thank you Jose! The landing was uneventful. It's a shame it didn't get caught in the footage, though - never expected this video to get so popular! 😄
did you initiate a single engine go around?
Great vid! Why is ENG1 prop lever always a bit more advanced than ENG2's? Or it just seems like it :D
Thanks Ignas! Yes, you are right, the left is a bit ahead. That's just where the levers want to sit to give 2500 RPM, I guess just one of those peculiarities most planes have!
After so many years of flying, engines wear a bit differently, even in the same plane and become “unique.” So eventually you need slightly different control inputs on each engine to get the same power setting.
I assume you had your reasons for not feathering your 'dead' engine during exercises at 5000' (specific Seneca model reasons?) but why not feathered on final (assuming after camera battery failure you landed with the 'dead' engine)? But even at 5000' why didn't the student go through the whole engine failure procedures, (identify, verify dead prop, pull mixture, feather prop). Muscle memory is important in a panic situation besides 'going through the written motions".
Hi Phillip, these were all simulated engine failures so the engine was never put at full feather position. You'll note that the prop lever was reduced to demonstrate the actions being taken on the correct engine, but not actually feathered, so the engine is available immediately if needed. I agree with your concerns regarding muscle memory though this seems to be the standard protocol at flight schools and for the flight test.
Man you many pol your engine reach during takeoff ? Because here we don’t set full forward throttle we limit in 39 pol
It's a non-turbo Seneca. (the Seneca 1)
Excuse me, when you performed the engine failer emergency practice, why not putting in feather position?
Seems a bit dangerous to feather when not absolutely necessary, right?
Seems dangerous not to feather. The instructor can push the lever back up for simulated feather.
Why is the stall horn going off during the engine out procedure?
Good question! That's a gear warning horn. Basically, it sounds at low power settings when the landing gear is not down and locked. In this case it is a result of the left engine being at idle.
Its exactly as Echo describes
As you probably noticed the instructor bump the throttle just out of idle to stop the gear up warning horn.
Shame you have to watch this with the volume off.
Please clean your windscreen!
Going to sleep
...
So painful to watch! At least sync the props.