After getting my multi rating waaay back in the mid 70s I didn't fly another twin for years; mostly singles for 20 years. When I had the opportunity to step into an E-55 Baron in the early 90s, I relied heavily on the publications put out by AOPA and Sporty's to help get me re-current and stay safe in the same Baron for 27 years until my retirement. Good instructors and having a qualified pilot in the right seat also helped. I highly recommend the products put out by AOPA and Sporty's. Sure wish RUclips woulda been a thing back in those days.
I too, got my multi rating almost 50 years ago in an Aztec, but did start fly a twin for another almost 20 years (B58TC). I spent 10 hours in a Baron for a refresher and then spent 3-4 hours a year in recurrency, including IFR and an IPC. Rewarding. Never had an issue with my Baron, flew moderate IFR when necessary, lots of approaches. I had a six pack, with a King HSI. Rarely used my FD. My moving map was a KLN 94. Easy Pezy. Nothing like good flight/engine management training.
Correct. You must practice. 1) Maintain Directional Control 2) All levers fwd (in order) 3) Clean it up 4) ID and verify 5) Fix or feather 6) Raise the dead engine 7) Pull mixture 8) Fly the plane.
IMO opinion, staying aloft longer (while monitoring the good engine's instruments and managing fuel, of course) in order to find an airport and approach that greatly diminishes the likelihood of a G/A is greatly preferred to feeling pressured to get down quickly. An SE go-around/missed approach in a light twin, with high power on the good engine and low energy is very undesirable; especially in a scenario where you will be climbing right back into IMC. I would really try to avoid any SE go in a light twin if at all possible. SE go-arounds in any A/C, up to and including jets, are not fun.
I remember back in the day in 1995 when I did an accelerated course, I got my multi engine in a week. I believe I trained in a 1956 Piper Apache PA 23-150. That aircraft cost me a whopping $125 an hour. Instruction I believe it was $35 an hour. It was fun flying compared to a single. I never flown one ever since. Here I sit almost 30 years later with only about 29 hours total time in multi engine aircraft with no hopes to ever fly one again. They are just too doggone expensive and especially now just to solo in one with Insurance requirement would take enough time to cost me around $9000 to $12,000! Not worth the effort when you don’t draw revenue from flying. It’s nearly impossible for the average blue collar worker to afford a $400 an hour aircraft. The video was wonderful refresher, but nothing compared to doing all that with the old steam gauges and an NDB approach. Too much automation makes it too easy now. Back in those days old small commuter planes had auto pilot, but it was very uncommon for most general aviation to have one. Usually just a wing leveler.
After getting my multi rating waaay back in the mid 70s I didn't fly another twin for years; mostly singles for 20 years. When I had the opportunity to step into an E-55 Baron in the early 90s, I relied heavily on the publications put out by AOPA and Sporty's to help get me re-current and stay safe in the same Baron for 27 years until my retirement. Good instructors and having a qualified pilot in the right seat also helped. I highly recommend the products put out by AOPA and Sporty's. Sure wish RUclips woulda been a thing back in those days.
I too, got my multi rating almost 50 years ago in an Aztec, but did start fly a twin for another almost 20 years (B58TC). I spent 10 hours in a Baron for a refresher and then spent 3-4 hours a year in recurrency, including IFR and an IPC. Rewarding. Never had an issue with my Baron, flew moderate IFR when necessary, lots of approaches. I had a six pack, with a King HSI. Rarely used my FD. My moving map was a KLN 94. Easy Pezy. Nothing like good flight/engine management training.
Correct. You must practice.
1) Maintain Directional Control
2) All levers fwd (in order)
3) Clean it up
4) ID and verify
5) Fix or feather
6) Raise the dead engine
7) Pull mixture
8) Fly the plane.
I have a Skymaster 337B, im not worried about this.
it just takes you 30seconds longer to realise that one of them has stopped on ya
IMO opinion, staying aloft longer (while monitoring the good engine's instruments and managing fuel, of course) in order to find an airport and approach that greatly diminishes the likelihood of a G/A is greatly preferred to feeling pressured to get down quickly. An SE go-around/missed approach in a light twin, with high power on the good engine and low energy is very undesirable; especially in a scenario where you will be climbing right back into IMC. I would really try to avoid any SE go in a light twin if at all possible.
SE go-arounds in any A/C, up to and including jets, are not fun.
More Case studies plz im telling u it's what ur 222k subs want
Yup
Driftdown is to the single engine absolute ceiling, Not single engine service ceiling.
Wait, the air show guy is the new narrator!?! When did this happen!?
If you expected Richard McSpadden, he has passed away.
No he hasn't. He's died. @@nian60
@@nian60 HOW DID IT HAPPEN!?
@JohnWCH maybe a crash
@@JohnWCHengine failure on takeoff.
Hahaha Rob Reiner is old! I remember him from VHS days...ohwait.
😂
When did this happen!?
I remember back in the day in 1995 when I did an accelerated course, I got my multi engine in a week. I believe I trained in a 1956 Piper Apache PA 23-150. That aircraft cost me a whopping $125 an hour. Instruction I believe it was $35 an hour. It was fun flying compared to a single. I never flown one ever since. Here I sit almost 30 years later with only about 29 hours total time in multi engine aircraft with no hopes to ever fly one again. They are just too doggone expensive and especially now just to solo in one with Insurance requirement would take enough time to cost me around $9000 to $12,000! Not worth the effort when you don’t draw revenue from flying. It’s nearly impossible for the average blue collar worker to afford a $400 an hour aircraft. The video was wonderful refresher, but nothing compared to doing all that with the old steam gauges and an NDB approach. Too much automation makes it too easy now. Back in those days old small commuter planes had auto pilot, but it was very uncommon for most general aviation to have one. Usually just a wing leveler.
"step on the bug" press the rudder on the side that the heading bug went to because of the engine failure