Multi-Engine Training - Part 1: The Drill
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- Опубликовано: 2 янв 2019
- Watch and learn as Doug Rozendaal, an experienced flight instructor, pilot examiner and airshow pilot, takes us through "The Drill", the immediate steps required to quickly and safely reconfigure a twin-engine aircraft for single-engine flying after the failure of an engine.
Multi-engine flying is fun and easy with both engines running, but when one engine fails, it can be a handful. Doug is very passionate about "The Drill", and about practicing it regularly in recurrent training - and I believe after watching this video, you will have to agree.
Recorded during actual multi-engine instruction in Doug's Beechcraft Baron, this video as well as the one on VMC (minimum control speed) will help you understand what you need to know to make flying twins as safe as it can be.
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Dang. The instructor is so cool, calm, and smooth. It’s like listening to your wise uncle.
I've said 100 times that flying and teaching are separate and distinct skill sets. This guy has both.
I agree 100%.
- Martin
You couldn't be more right about that. I believe that any prospective multi-prop pilot should have this series drilled into their heads as Doc says... Like "Mary had a little lemb!" I can't tell you how much I appriciate Doc's militant and must have drilled into our heads approach regarding the above mentioned. Ern
I believe you are correct.
Why only 100 times? Or is this the ‘100th’?
I can listen to the voice of that flight instructor for ages
You and I both!
- Martin
Martin
Thank you for posting these videos. These are extremely useful, more than the "professional" training videos. And please thank your instructor for allowing to be recorded and posted on youtube. I know that not every instructor would be ok with that.
Thanks for the kind words, Andrew.
- Martin
Andrew Sarangan that is an instructor that knows his stuff
Best intro to multi-engines I've seen.
Having been an MEI, CFII, etc etc for 20+ years, I will say the best part of this video is the following. It is apparent, at least to me, that you didnt do much, if any, prep for making this video. You walked into the training just like any other student. You could see the learning curve and of course some mistakes were made...like all of us have made. That made this video genuine and contributes immensely to its weight as a teaching tool.
That is exactly how Doug set it up. I had zero time in ME aircraft before this training, and I had not studied ahead of time. I'm glad it came across as such.
- Martin
What a great instructor
I’m not even in the plane and still felt a slight panic when he shut the engine down and it was hard to remember the procedure for a moment. Immediate reinforcement of his point about needing to drill the steps into your mind lol. Awesome teacher! Very firm but kind and knowledgeable.
Awesome teacher indeed! Thanks for the feedback.
- Martin
Love the P-51 just casually hanging out in the back! Great video as always!
We figured the Mustang might be a tad bit distracting, but it was too nice to move it out of the picture. :-)
- Martin
A great example of experienced instructing.
Doug reminds me a lot of my primary instructor. Anyone learning from him is fortunate indeed.
It would be nice to have a cup of coffee during the drill on my engine failure 😁 . I just went back to watch this video again. I’ll never stop watching.
"We are going to beat this into your brain, the same place where Mary Had a Little Lamb exists" ,,, .... love it
Class
Thank you for this, Martin!
The drill at 6:15 (engine failure with gear already up):
Pitch for blueline
Mixtures
Props
Throttles
Flaps up
Gear up
Identify
Verify
Feather
Mixture
Engine failure checklist
Wonderful! Thank you for sharing this with us!
Awesome video Martin. I look forward to the others.
Wow! Intense! Great review! Thanks, Mr. Pauly.
Rozendaal is an excellent communicator. Thanks for sharing.
Awesome instructional! Great instructor!
Aaaaand watching the ground school next. Excellent as always Martin, looking forward to this series!
Great video, you cut no corners. Love it!
I first heard Doug on the AOPA podcast and I love hearing his wisdom
love the dream sequence!
Really enjoyed this video. Nicely done! Thank you.
HAPPY NEW YEAR MARTIN. AND THANKS FOR SHARING
Excelent!!! Very calm instructor!! Looking forward for the the incoming episodes!!!!
this guy is an amazing teacher
Awesome video and thanks for sharing! I love his no nonsense approach to training.
Love it, he has it pegged. Sit in a chair and go over it until it is second nature. I would love him as an instructor, quiet, calm and to the point and a great method of getting it right. You only get one chance to get it right, I like his method. Excellent video. Stay safe.
Thank you for the kind words.
- Martin
Great instructional video looking forward for the entire series.
Thanks, Michael. I'm working on the VMC part now.
- Martin
Great Video. Thanks so much for sharing this training with us.
Great training video Martin ! Doug is the type of instructor every pilot should want. He doesn’t cut corners, or “teach the test”. He is very detail oriented and doesn’t compromise. When you get trained by this type of instructor, you come away knowing you got the best and you earned it. I’ve had both types of instruction and this is sure more difficult, but it sure is worth it. Thank you and Doug for sharing this with us ! 🇺🇸🛫
My pleasure, Randy. Doug is a great instructor; I'm fortunate to have trained with him.
Best regards, Martin
Martin Pauly I sure look forward to more episodes with him, if they are coming. I learned a lot and I flew a black Baron with a Colemill conversion, back in the 80’s (N2200Q) I remember it well. Colemill Ent. was just down the road from my home, just outside Nashville.
@@randyporter3491 Doug and I will probably make a few more of these training videos over time, but nothing is in production or planned for the very near future.
- Martin
Martin Pauly Thanks Martin, I hope you do continue the multi-engine training series. Excellent videos !
The very best Multi Engine Training Video on the net. Great Job guys! Congratulations!
Thanks, Robert. I sure was lucky to fly with Doug for my training. He is a great instructor.
- Martin
The instructor is a ace, great advice, looking forward to the rest of it...subscribed
Thanks for posting
You are welcome.
- Martin
Doug is a natural instructor. Excellent!
Yes, Doug is fantastic! I really learned a lot from him.
- Martin
Doug is an awesome educator
Yes, I agree.
- Martin
What a great helpful video, Martin! I'm still single engine, but I learned some important thought processes that I need to incorporate right now! Awesome!
This is really great one.Thank`s Martin！
Great video and excellent instructor......
This video was superb. There were some real "take-home" principles in this...I especially appreciated the comment that "pilots do not rise to the occasion but rather sink to the level of their most recent training." Thank you for sharing this.
My pleasure, Ken, and thanks for the feedback.
Regards, Martin
liked the combined special effects at 19:19,...caught me by surprise...nice touch
This is just Gold
Doug is a great instructor
Yes, he really is.
- Martin
This video was excellent! It was a very beautiful demonstration of a student who cares, and an instructor who cares. Excellent attitudes!
What an amazing instructor. This video has been so insightful! Thank you for posting :)
Awesome!! Looking forward to this series!! Thanks for sharing !
Thanks, Chuck.
- Martin
Another great video Martin. Your instructor is good and inspires confidence. Thanks for taking us along.
Excellent video.
Thank you, Sir!
- Martin
Great instructor!
Yes 👍
Instructor is just AMAZING....he gets the points across in such a way that you understand the importance yet, do not feel pressured or nervous. As a fairly new CFI, this is not only good for my ME rating, but I can also incorporate this into my teaching. THANK YOU for sharing! Excellent video.
I'm not a pilot just a Sim pilot but I think this instructor is absolutely 100% fantastic.
I re-watched the video. it's a good refresher! thanks for keeping it on-line.
That was super fun!
Glad to hear!
Doug's concept of "The Drill" is solid, and yet, having flown 9000+ hours in multi-engine airplanes myself (3000+ instructor hours), using the statement, "slap the dead leg," is a negative reinforcement and goes contrary to being proactive, which we, as pilots, should be. It requires two, possibly three, thought processes, prior to execution. A positive, proactive technique would be: step on the ball, step on the low hand (because roll follows yaw -- and most won't catch the yaw, at first, resulting in a roll toward the dead engine -- and the yoke will *always* point to the good engine), step on the good engine. This will prevent retarding the wrong throttle, during the "Identify" phase. Moreover, the objective is to level the yoke for minimum drag configuration, so to ensure maximum thrust is providing the best performance, ESPECIALLY if you have a critical engine.
Also, the comment, "Now we're going to take a minute and fly the airplane," is out of place. First course of action in *ANY* emergency: Fly the airplane! Second action? Fly the airplane. Third? Fly. The. Airplane. Granted, part of flying the airplane is dealing with the emergency, but listen: If an engine is on fire, guess what it's doing? Providing thrust! Get away from the ground; give yourself options. Don't be too quick to pull an engine, etc., all the while flying a low level over an apartment complex -- not smart.
This gentleman is a great instructor, no doubt...just wanted to share another perspective. :-)
i prefer "step on the live engine".Ive always struggled with the concept of 'dead leg, dead engine'-heres why.In powerful twins, your hard working leg goes `dead `pretty quickly-as in runs out of power-you go numb. So-stepping on the live engine is just more intuitive. Cheers.
Correct me if I'm wrong....so an engine failure produces a skidding turn instead of a slipping turn? If that is the case, then the ball would be to the right in a left engine failure, and stepping on the good engine would be appropriate.
What do you mean by "stepping on the yoke? If the plane without my input rolls to the left because of an engine out, will not your left hand be lower than your right?
Ok, pitch, mixture, prop, throttle, identify, verify, feather, mixture . So when do you kick rudder?
@@moonpaws1 I know this is an old post and you prob already got the answer but I’ll respond anyway just in case. If you lose the left engine for instance, the aircraft will yaw and roll to the left and instinctively you will steer the yoke to the right. At that time, the right handle of the yoke will be lower than the left. What the OP is saying (which I’ve never heard, but I really like) is “step on the low side of the yoke.” As you add right rudder (in this scenario), the aircraft will begin to track straight and you’ll instinctively remove some of the right yoke. What I really like about this technique, is it allows you to maintain your eyes on the horizon while you get the attitude stabilized (as opposed to looking inside for the ball).
Absolutely loved this video, absolutely intimidating.
Thanks, Tim, though the idea is that with enough practice this will not be intimidating.
- Martin
Excellent… nothing more to add 👏
Thank you!
- Martin
Another great video...looking forward to more!
Thanks, David.
- Martin
I watched this video several times. Thanks for sharing
Thanks, Ethan.
- Martin
Really really great learning moments here
Agreed. Doug explains very well here how important human performance is for flying, and that human performance needs to be factored into how we train and prepare for emergencies. Just knowing what the right thing to do is doesn't mean you can actually DO the right thing when it counts.
- Martin
Very good video. Thaks for sharing.
Glad you found it useful, Gustavo.
- Martin
Simply put…I’m still flying commercially after +48 years in the game! Best ever calmest explanation from an instructor, for which I wish Doug had trained me… he’s a life saver. Any of you inexperienced or newer multi pilots need to listen up herein. Doug’s the Dawg here man! I’ve had 7 multi and single engine failures in flight in my lifetime, 2 on multi, one in a Baron 55, the other an Aero Commander 680, the 680 I wrote off unfortunately for the aircraft, but i and pax survived! How was this possible? You need to listen to Doug’s explanations and DRILL again! That’s how! The basics of multi-engine phases of flight will SAVE you. VFR, and especially in IFR/IMC. GET IT INTO YOUR HEAD…MIXTURE PITCH POWER FLAPS UP GEAR UP DEAD FOOT DEAD ENGINE IDENTIFY VARIFY FEATHER TRIM THE BALL ROLL TO GOOD OR RAISE THE DEAD THEN AIRSPEED AIRSPEED AIRSPEED, oh did I forget something….AIRSPEED IS KING, all the way to a save landing!
Thank you for this kind endorsement, Dave!
- Martin
Happy New Year Martin. Thanks for sharing. Looking forward to your continuing videos.
Thanks, Scott. All the best for 2019 for you, too!
- Martin
awesome !!! im prepping up for my multi as well
Thanks, Nilson. Good luck for getting your multi engine rating!
- Martin
I have always loved watching your videos because you have an analytical mindset - I really appreciate this entry into twins. Thank You for sharing your experiences with us.
Thanks - glad to hear.
- Martin
Thank you.
Martin, great video as always. Very instructional. I'll be working toward earning my multi-engine instructor rating this weekend and I look forward to testing out "the drill" technique on my MEI!
Love this no nonsense engine out training that starts sitting in a chair,Martin you are a natural for twins, cool calm and collected,this down to earth training will be worth every penny,you certainly have a dedicated instructor who puts a lot of thought into what he teaches and breaks everything down so well,looking forward to your other videos that will help many people get to grips with twins.
Thanks for the kind feedback, Angel.
- Martin
This was awesome, Martin. The gentleman on the left seat explains very well on the ground and in the air. I appreciate it for this very instructional video.
I appreciate the kind feedback.
- Martin
I consider myself fully briefed. Great video, simple and clear
Thank you, Simon.
- Martin
Best training video out there!
Thank you 😁
The best flight training video I have seen - wish I had him as my instructor! Thank you both.
Glad you liked it, Colin.
Regards, Martin
Thank you Gentlemen good information and graphics of the flight envelope.
Martin, awesome video, I love Doug's "drill" and teaching method. Thanks to you and Doug for sharing, can't wait for the next video. Paul
Thanks for the kind feedback.
- Martin
Love this video..just started BE55 training and this video helped alot
Thanks, Kin, and good look for your multi-engine rating!
- Martin
Another outstanding video! Thank you for helping us ALL become better pilots! Hats off to you and Doug for the video! Cheers!
Thanks, Scot.
- Martin
Yep this is the basic stuff for multi engine stuff. I did my commercial multi in a seminole and recently just got my CFI with my initial being a multi engine instructor. I think multi's are a lot of fun and very rewarding to fly.
I watched 5 times already. Great video.
Thank you!
- Martin
great video I feel more prepared to take on multi now!
Good luck for the checkride!
- Martin
This was good information. He is right about twin training
Thanks, Arthur.
- Martin
Fantastic video. I'm chair flying right now.
Nice Job!! Welcome to the twin club!!
Thanks, Kristoffer.
I'm not going to trade the Bonanza in for a Baron anytime soon, though. Maybe some day...
All the best for 2019 to you!
- Martin
Enjoyed the video. Brings back the memories of my multi rating in the 310. My flight instructor told me he had 2 engine failures during all of his flying (cruise config). I like Doug's "Drill". Safe flying Martin
Thank you!
- Martin
Awesome video Martin, thank you for bringing content of this quality to RUclips, I started my multi engine training these days and will apply the drill to it. Greetings from Brazil!
Thank you, Pedro. And good luck for completing your multi engine rating!
- Martin
Thank you so much. Great video.
My pleasure!
- Martin
I want that instructor!!! thanks for sharing this video Martin! going to episode 2
Glad you found it useful, Mario. Doug is a fantastic instructor!
- Martin
I am very impressed with Doug. His analysis of the mental state and the limits that will be imposed is right on. I learned this during pistol training, when under high stress, trying to change a magazine it felt like I was wearing boxing gloves.
Yes, human factors is so very important for many situations. Understanding our own limitations and working out strategies for compensating our shortcomings BEFORE the need arises is extremely valuable, like in your example, Jim.
Regards, Martin
Awesome Awesome Awesome. Doug is awesome and I really enjoyed the video. Looking forward to watching the next one.
Thanks, Abraham. Glad you liked the video. Yes, Doug is an excellent instructor.
Part II (about VMC) should be out around the end of the month.
Regards, Martin
Fabulous! Doug is simply excellent. And your video succinctly captures the essence of his training ideology and method. He is an excellent role model of the ideal instructor. Clear, precise, thorough, calm, realistic. And all of that breeds confidence in the student. Can't wait to see the next installment! Thanks so much.
Thanks for the kind feedback.
- Martin
Hi Martin. Great instructional video. Hope there's a part 2 coming. Happy landings from Portugal.
Thanks for the kind feedback.
Part II (about VMC) is in the works.
Regards, Martin
Great video! Im going to do my multi engine on a barron as well so this video helps a lot!
Thanks, Dean. Good luck for getting your multi rating!
- Martin
I love all your videos, but this was one really hit home. I have a 1974 Baron, it's a great airplane and lots of fun to fly!
Glad you found this video useful, Travis. Barons sure are nice airplanes!
Regards, Martin
This is awesome instruction.....Thanks Wunderbar!!!
Really good.
Excellent
I wanted to thank you for this video and share an experience that I had, and how I overcame the problem with what you taught me. I am now a MEI and started using your video technique of "The Drill" from day one. I teach it and make my students recite it until they are blue in the face. I also make them recite it after I substantially increase their stress level, because primacy is a real thing.
I was recently instructing a day 1 multi student in a 310. I was showing him how a reduction in power of one engine caused a strong yaw. After going through it a couple of times I realized that the reduction of power was no longer causing a change with the engine. It took me about 30 seconds to realize that the throttle cable to the right engine had broken and the power was stuck at about 22". It then dawned on me that I could not land with my power stuck on. I started running through how I would land with power and not yaw the plane off of the runway. The tunnel vision and reduction of hearing that you spoke of was starting to creep in. The airport that I wanted to go to was 18 miles away and I was familiar with the ILS procedure so I declared an emergency and headed that direction. I was 5,000'agl at the time so I had plenty of altitude, distance and power from the good engine. I was always taught for an engine failure to start a stabilized approach before the FAF so that's what I did. I gave the cfi that was in the backseat the checklist and had him start reading through the engine shutdown and feather. I realized what he was reading me didn't sound right but the tunnel vision and hearing loss was getting stronger. What I was extremely proficient with was "The Drill" and that's what I did. I shut the engine down and feathered it about 15 miles out. I was not thinking that I could have used the power from the right engine for the approach. As I got to the FAF I was feeling good about things. The emergency had been declared, the trucks were out, everyone was set, and the plane was stable. That is until i dropped the gear and lowered the flaps to 10 degrees. The increase in drag lowered my approach speed 10 MPH below blue line, which was still fine because that is the single engine approach speed on the checklist. When I started getting slow the yaw from the left engine took full effect like a vmc demo. Now I was starting to yaw, getting slow, and the tunnel was getting tighter. I got with in 1 mile of landing and lowered the flaps fully and realized there was no hope of making it in. I reduced the flaps, which reduced drag and made it in just fine with a perfect landing.
My take away was this. I instruct and practice "The Drill" consistently which is how I properly executed the procedure. My full time job is a high stress job with constant emergencies. With all of the training that I provide, and my high stress job I still got tunnel vision and scared. During 100% of the flight reviews I conduct, pilots say they don't train emergencies. 90% of them cant execute a stall because they are too afraid to do them. Instructors need to preach system failures in every lesson because 1 second you are fine, and the next you're declaring an emergency!! Thanks for teaching me the best lesson I have been taught!
This is the best flight instruction video I have seen this year. thank you so much for sharing...
Thank you, Mike. Glad we could help!
- Martin
Finishing my instrument and getting through most if not all of commercial is my goal for 2019. Really looking forward to this series! Thanks for sharing with us!
Good luck for achieving these goals in 2019, Parker.
- Martin
Great Video as always. Working on my multi now, like what you are learning and sharing. Keep up the great work
Thank you, David, and good luck for completing your multi rating.
- Martin