Getting my Multi Engine Rating! - Surprise Engine Failure - Flight Training VLOG
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- Опубликовано: 20 сен 2024
- A whole world of multi engine flying ahead! Can’t wait!
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Thanks to my multi engine instructor Kevin for being awesome,
and thanks to Spectrum Airways for for tolerating me filming with their planes :)
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Also a huge thanks to Dan at www.Skyranch.com for the invite, and the motivation to get my multi done.
I had not planned on starting that before finishing IFR… but it has been a fun ride.
We’ll be seeing a lot of more Dan in the future episodes training with him on the big birds!
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FLIGHT CHOPS DISCLAIMER:
I am a "weekend warrior" private pilot, I fly for fun with no intentions of going commercial. I have had my PPL for over 15 years, but still consider each flight a learning experience - I generally take detailed notes after each flight to remind myself what went well or what I could do to improve.... Having the GoPro cameras to record flights like this is invaluable. I find these self analysis videos very helpful in my constant quest to improve, and am happy to share. Feedback is invited; however, please keep it positive.
These types of videos are why started following Flight Chops! The big production videos are great, but I love geeking out on these more "technical" debrief videos. Thanks for another great video, Steve!
Glad you enjoy both formats - these ones are no doubt easier to produce and I am glad they still resonate. I will be making more of this "old school / debrief" type stuff as I get back to training and flying more regularly - it may seem counter intuitive, but as the channel started to take off the past couple years, I found myself having a lot less time to do my own flying... Glad to be back in a place where I can sustain the channel and also keep myself current and growing as a pilot.
I came here to say ^
I’ll second what Andrew said!
That's flightchops to you, buddy
3 years later, I'll 3rd that too.
I'm with the rest of them. Multi-engine training is *intense* - things happen fast, and yet, time flies when you're learning that much. The extra five minutes was not only unnoticeable, it was *necessary*...
As for slam vs. squeeze: Yes, things are happening fast, but they teach us in motorcycle class, you've got time to *squeeze*... just don't dawdle about it. Once you get in the zone and comfortable with it, you've got all the time in the world.
Stop it! There is *no* reason to apologize for the length of this video. I could argue that you cut it too tight! Your well-selected angles, your explanations, and the engine out drama make it seem like the vid is actually shorter than the clock time. Really good work on this! Your videos are consistently among the best posted, and I learn so much each time.
I’m looking forward to the DC3 series. My father helped design that plane at Douglas in the 1930s. That got me several good rides-and lots of good stories-when I was younger, but I never got a comprehensive tour of the cockpit and controls. Can’t wait!
Thanks for your excellent videos.
Thanks so much for this great feedback. I am glad to hear you guys are liking these longer ones when the content deserves the time. I just fear some people will decide not to even click when they see a run time over 20 mins.
You do some really good videos. Interesting even for a 1600 hour commercial pilot like myself. So don't ever worry about the length. You have quite the following and I think that if they were an hour in length people would watch every second.
came to post the same, i'll only skip long videos from creators who pad little content with lots of fluff
Stop it!
Congrats on starting your Multi Training! Flying airplanes with multiple engines feels so cool when your used to single engine airplanes.
steveo1kinevo hi i love your vids my family and friends watches it evry day with me thanks
I don't think we mind long videos.
I did my primary multi training in a turbocharged Seneca II. It is a wonderful airplane to fly on. It is very stable and those counter rotating props give very easy handling characteristics. Said that, it can be a hassle to fly being very heavy on the hands. So, I always found it easier to get things going by doing your home work. As they say over 90% of complex aircraft flying is done outside the aircraft. Making sure you go to the flight to fly rather than to learn is the best way to go or else you would most certainly lag behind the airplane.
I carried the same principle to my airline flight career. As my initial Dash 8 instructor said, the flight simulator is a place where you fly, not a place to get along with the procedures. Enjoy the fun life of flying two engines and best of luck flying the DC-3!
That fuel selector trick got me the first time too 😉
Hi Steve! 4yrs later I have to say I love this length of videos packed with content. In this episode I especially like the competent instructor who does an exceptionally good job in forcing the student to feel and see whats really happening below blue line, prop unfeathered etc. and giving hints on how to look outside the window and fly the airplane rather than hunting instrument parameters on the panel!
OMG. C-GOSR is the aircraft I did my multi engine and instrument rating on. Infact I waited 3 months while it came over from florida and got registered in Canada and leased by my flight school in Owen Sound. The OS in registration stands for Owen Sound. Its amazing to see her almost exactly 10 years after I first flew her. 10 years from OSR to A380 Super
So awesome to hear that!
Nice I finished my training on OSR a few months ago. Hopefully I can follow your trajectory too! That's the aim!
I am sure you will not only do it but will do a lot lot better. Just dont forget where you started from and all the people who you started the journey with and met along the way.
Ah good ol' OSR, she was a great airplane to fly! Many a fun flights! Looks like they upgraded to a 430 somewhere along the way, looks great!
Arnab Sengupta Absolutely, I was lucky to be friends with all the staff at my club and it's because of their help I am where I am today. Right now working on getting my Canadian CPL converted to Indian CPL. Hopefully, I can trace your footsteps!
God I love youtube! I used to search the internet for days to find something like this back in the early naughties. In the 90's zapping through discovery channel to find air crash investigations etc...
Gotta love the future from a past perspective ;)
Keep up the good work!
You have no idea how rewarding it is to get this comment! I was right there with you in the 90's constantly looking for anything aviation related on TV, and always coming up disappointed with the sparse and generally poor content that was available. I was essentially inspired to do it myself - So glad to hear it is resonating with you!
Nice line from the instructor about how steep the down angle was "It depends on how close to the ground you are" :)
Hey, FlightChops!
You might've discussed this with your instructor already. But, in case you haven't, we do full forward on the levers so we really make sure she flies. Imagine you lose an engine right after lift-off, and you still have your gear down. Well, I don't wanna be a pessimist here, but if you don't act quick she won't fly. You don't wanna waste time worrying about the limits on the RPM indicators, so make her give you everything she's got and go clear configuration.
Loved the video though! Safe flights and have good landings!
No reason to apologize for the longer video! Loved it!
I had no problem making it to the end... Great video! I was feeling it when he actually cut the engine off, insane!
Reminds me of a question on reddit:
"Which should I get first, IR or Multi?
Which is the more likely scenario: 'Oh no, there's reduced visability' or 'Oh no, my plane sprouted another engine'?
Congrats Steve!! :)
My two cents, for what it's worth. Instrument Rating first, you might get into a situation where you have reduced visability in a single-engine airplane. Look back through Steve's videos for his trip up along the shoreline where the weather was getting low. It's not fun to be in that situation without an instrument rating.
Gary C That's the joke, mate
Sorry Adam, guess it just went over my head. :D
anto687 this is the greatest comment I have ever read.
Antonov 687: If that indeed was a serious question, then here's a serious answer. I hope you have your instrument rating by now. A twin can only get you into bad weather situations more quickly than a single engine trainer. It won't help you get out of them so much. So that ME rating should probably wait.
I flew with a friend for years off and on in a 152 and he is now a Commercial pilot, I however am just a PC pilot but love your videos, I actually learn a lot watching what your doing and though edited I still get something out of everyone you make. I still prefer the longer Videos than the shorter ones, but either way Great job.
wow! great Video, just started doing my Multi Engine Ratting in the Maritimes. can i ever relate. have been flying a Seminole. good hard work experience.
I earned my multi-engine commercial earlier this year and it gets really exciting when under the hood, shooting an approach and they pull an engine on you. . Thanks for getting me excited to get back in the cockpit for more training.
What a great introduction to multi-engine flying. Nicely done. Don’t cheat the plane of its capability, no engine or 8 engines, they are all drag:thrust problems. Use what you have. When you have questions about how much you should bank into or away from an engine, let the instructor know you’d like to explore that in practice. It’s good to satisfy/disprove your own thoughts on what is going on. Otherwise you end up perpetuating myths. Explore the envelope of the airplane, find it’s limits, and respect them.
Workload with all the power controls/prop controls is what keeps me from ever wanting to fly high performance aircraft. Flying only in good weather in a simple, slow aircraft is good enough for me, but I love watching other people fly these expensive planes.
Glad you were able to enjoy it, even if you can't see yourself doing it
So much good stuff in this one, length was not an issue at all!
Loved that sneaky engine failure. Good stuff.
Didn't finish my comment. This brings back fond memories of my multi engine training. The engine out is training is a must & it has to become second nature to you. Losing the engine mid flight bad but not as critical as when taking off. You have to respond quickly. I trained in a Cessna 310. My favorite twin was the Cessna Skymaster. Looking forward to the rest of your training video series.
Great job by the CFI as well. Love his approach.
The logic behind firewalling everything is that you might be losing altitude, so you don't have time to mess around, you need power NOW. The problem might be as simple as a throttle lever creeping down due to a loose friction lock, so that's the easiest fix.
Obviously with radial engines or turbochargers, it might not be possible to just ram everything forward. In that case, you would just go to whatever settings are allowed for max power.
This video is a good refresher for me. I haven't had many chances to fly multi since earning the rating. Thanks for filming this and I'm looking forward to seeing more!
Wow. I am 66 and fly 172s out of Hamilton. Love it. Since I got my license in 1977 I always wanted to take my multi engine. But every time it was a battle between money and just flying. Just flying always won. This video was just great. Thanks for all you do to inspire!
Now this is what FlightChops is all about. Great video on multi-engine training. This is the type of video that got me watching Steve in the first place. Keep 'em coming.
Did my Multi a while back. This brought back a few things I haven’t practiced in a while. Will have to go out and refresh a few procedures even though I’m sure they will come back quickly. I fly a DA 42 as your friend does so a lot of this is easier in that plane, but never take it for granted. We should all keep training constantly. I would hate to have a real failure in IMC and not be SURE of what to do. Keep up the good work. Hope to meet you one day.
Dude that is one badass CFI I would love to go flying with him
The way this video was edited together is very reminiscent of your older super cub training videos. Personally, I love longer videos like this one that have more uncut segments of flying, as opposed to the shorter videos with 30ish second clips edited together.
Yeah, I will be making more of these "real time" feeling debrief episodes as I get back to training again after a couple years of building the channel into a sustainable place
I tend to agree with the sentiment of those who like the longer training videos. BUT, on the other hand, your videos like the Orcas Island Fly In have some great value, too. It's all part of this aviation community and lifestyle, so, yeah, if you're doing your training videos, keep them like this, but don't forget the other stuff as well. It's BOTH kinds that really makes this Channel unique.
TheWindigomonster i
I start multi engine training tomorrow and this was a great preview.
As always, your videos are awesome.
Best of luck!
I’m doing my Multi engine training in GOSR right now and just came across this video. Safe to say I’ll be watching it and the rest of the series religiously until the flight test!
Awesome - Report back how it goes!
@@FlightChops The test was today. I passed! Thanks again for the videos, they helped A LOT!!
This video brings me back a few years to when i was doing my multi training and was a nervous newb in this fast new cockpit. You exhibited the same sort of unsureness as to what to do when you simultaneously have to coordinate a bunch of emergency procedures with this new airplane that goes almost 40% faster than anything you've experienced before. In hindsight the advice to give someone in these shoes is to calm down, relax, take a deep breath and don't stress about the procedure and checks involved. Having actually gone through this in a real moving airplane I know it's not that easy when everything is so new to you. Now when it came for my multi IFR flight test in a piper seminole after a few hours in the bird under my belt it was a lot easier to manage. Interestingly enough on my flight test we had an actual real world failure. Before we even left the ground i checked the oil and noticed it was a little lower than the right engine. So we topped it up to within normal levels. On cruise checks after leveling out I noticed and made aware to the examiner that the left engine oil pressure was a fair bit lower than the right. To which he replied, if its still in the green than we are good to go. which it was. So we did the simulated engine failure (on the left engine) on the test and everything was fine. I noticede oil pressure had dropped a little more to which I got the same reply. Enter a hold and load an approach and then proceed to shoot the approach when the real deal happened. I noticed a significant vibration and yaw to the left and could see the left engine starting to spool down. I had to prompt the examiner in this case to the goings on. He took control and we did the feather and shut down procedure, but in this case everything seemed more calm because there was no anxiety of the anticipation of the failure coming, like in training. We landed without incident and my flight test was a pass. Turns out some gearing mechanism had failed in the engine so i was told. After experiencing a couple engine failures in my career now I havent been nervous until after I was on the ground. In my case I guess it was just instinct, but I cant stress enough that when a real emergency happens dont panic and always FTFA!!
You are fortunate to have such a competent instructor, and to be such a good student.
Thanks and appreciated :)
Outstanding. I love how you don’t edit out how saturated you were at times. It keeps it real. A lot more to manage than in a single. Great video!
ENGINE FAILURE WILL NOT BRIEF YOU AHEAD OF TIME! That's why these flight instructors take an engine out on purpose, so YOU brief yourself on how to recover from it! A good instructor pulls surprises, a good pilot knows how to react accordingly.
I don't think I've ever found myself thinking a FlightChops vid was too long, rather the opposite! I'm yet to even get into single engine training, but that multi engine training does look intimidating. Great work Steve! You're a great ambassador for the GE community. I'm hooked.
INCREDIBLE video! So cool that he hid the surprise engine failure. I too was riveted to the end.
There is something totally addictive about flying twins. You can never be cured of it 😀
This is a chill instructor.
Excellent cool calm and collected. some of my flight training that's what my instructor told me I was. I never got excited about anything and if I couldn't handle it he talked me through it excellent instructor, yours and mine. That was many years ago for me though.
Nice to see one of my favourite aviation channels upload a video about the same aircraft i'm currently training in. I'm taking my multi-engine checkride tomorrow in a Seneca I.
About the topic you put out in the video: If you're on cruise flight with plenty of altittude i think you have enough time to move all the levers forward slowly whilst checking the engine gauges....But, if the failure happens just after takeoff and you're near the ground at low speed (probably with the gear and/or the flaps down) you might not get adequate climb performance if you don't act quickly and configure the airplane for a single engine climb, so moving all the levers forward is better. I also believe that there's not much risk of overspeeding the props since you're probably not going fast enough. Even if you did, i prefer to go over the red line for a few seconds than hugging a few trees :D
I agree with you on the fact that it also depends on the type of airplane, and doing it on big, radial, supercharged engines is a whole different story.
Hope you enjoy flying the DC-3 and the Beech 18, i love those beasts!
Fun fact: The checklist on the airplane i fly was made by your school, it says spectrum airways on the bottom ;)
I have this full flight available for Patreon Supporters, and well as my uncut flight test prep lesson - if you wanna review before your test, I can send you the links - but please don't reshare :). Flightchops at gmail dot com
I know this is a older video, but watching you make simple mistakes really makes me feel better about the mistakes I make, knowing that people who have been doing this for their life and still make little mistakes makes it feel a lot more human. Thanks for showing! It really helps the anxieties of making small mistakes!! I'm always afraid of getting a big backlash for it.
Happy to share - and I try to make this stuff evergreen, so the age of the video shouldn’t affect it’s value
Another great video Steve. One thing I noticed is that with all of you experience flying you still get nervous and confused as any normal human being. I suffered the same, the indecision, asking what to do to my instructor. And that's great, gave me new confidence to know that I'm not that wrong in my attittudes while learning to fly. While learning some guys make it seem so easy, when in the reality it is not that simple and requires lots of practice.
It's great that you're doing your multi. I did mine is a Seneca 1 as well C-FEES. I loved having wheels going up and down and a hand full of power levers. Once you nail all the procedures and can confidently fly that plane you feel like a REAL pilot!
I've never flown a Beech 18 or a DC3, but I do have tons of skydives out of both.
Know nothing about flying (other than what i see here) and this had me riveted... awesome video as usual !
love this vid. the plane, your instructor and you are all awesome.
the paint chips on the surface of the yoke. your easy-going instructor who seems like a serious guy but sneaks a fuel selector and asks "what did you do?!" haha love it :) I was waiting for you to include cleaning your seat on the engine failure checklist. thanks for this!
I'm getting ready to start my ME and when looking for a place to begin familiarizing myself I found these videos. Can't thank you enough for putting this together! I agree with others, the technical details that are often skimmed over in other videos are awesome nuggets to see in yours. Real world training!
Great training video. Good technique. As a multi-engine pilot you may know “the drill” backwards and forwards, but what is it that will ultimately get you in the end? Panic. The question is: Can you keep your cool and actually DO the drill in a real engine-loss emergency. Be mentally ready for it. “The Drill” will fall apart if you can’t keep your cool.
The myth of not flying into the dead engine. Propagated mostly at airshows while Bob Hoover was doing his energy management routine!lol! Heard it many times...proved it wrong a couple. As shown, it's not impossible and using good airmanship is very controllable. Not preferred but nothing to shy away from of necessary especially if making a primary turn with plenty of speed and altitude. You do NOT want to do it low and while at a high power setting on the other engine. As he mentioned, don't be afraid of firewalling the engines. Unless they're tired out...you're doing nothing they aren't designed to handle. Push them up firmly...you show the plane who's boss!
Great video! It seemed to be over in a blink - I was glued the entire time. Was like I was right up there with you guys. Good to know what to expect if this day ever comes for me (any kind of aviation-related licensing). Thanks!
Awesome! Thanks for this feedback - I struggle to edit tightly as I respect people's time.
Do patreons get any benefit from supporting? I'd gladly pitch in if some UNEDITED full length videos could be a thing. This video went by WAY too fast... and all of what you do is amazing.
Kevin was my instructor durring my Group 1 IFR trainning. He is very nice person he made trainning very intresting.
I did my twin years ago in a Seneca II in the summer. This video with the bloody warning horn and throttles, pitch and mixture all over the place brought it all back. I Finished the video in a sweat. Great video, great content! I'm looking forward to the circuit training with EFATO left engine, then right engine, again and again till it's muscle memory.
I've been flying 747 for couple years and watching these videos really reminds me of a lot of things in my flight training. Almost forgot what it feels like to fly propeller aircrafts. Thank you for the video.
Thanks. Great stuff !
Thank you for not editing down too much. This was good stuff!
Steve....another great video. My comment is this.....hesitant about bringing the flaps up. You should always know where the aircraft is in performance...i.e. how close you are to stall and bring the flaps up based on that. If close to stall you can milk them up as the aircrafts performance increases......but as you’re bringing them up be aware of where you are performance wise....how close you are to stall in the current configuration. With that being said...each airplane has different GoA/abandon approach procedures and those procedures should be followed.
Thanks for the video.
This was educational, intense, and entertaining at the same time! It is incredible to observe the machine reaction to the upseting elements. Shows how much room for error there really is, which is not something that is seen a lot!
Thank you!
I did my MEC in a Seneca II turbo, interesting to see the differences in this model - definitely could not firewall the manifold pressure, and it really took a little finesse to avoid overboosting in a few situations. Also I fould steep turns to be the most difficult maneuver in that plane, if the altitude starts to go (up or down) the plane can bust the standards really fast. Have fun!!!
Great video. brings back good memories. thx. i miss flying smaller aircraft.
Stevo!
Can you turn into the dead engine? Sure, but if you have the performance to fly the left traffic pattern or the right traffic pattern, pick the one where you'll turn into the working engine. And if I did have to turn into the dead engine and I had the option of making it a shallow bank, a shallow bank is safer than a steep bank assuming the steeper bank could have a greater AoA if there is back pressure applied.
You are correct to say "keep your speed up" when turning into a dead engine. Specifically blue-line speed, not only because Vyse gives you max performance climb rate but because it generally is well above Vmc (depending on the plane). At blue-line in this airplane, you're unlikely to spin the plane as long as you aren't wildly pulling back on the controls and increasing AoA a ton. When flying on 1 engine, you're always shooting for blue-line unless you are on short final and are slowing down to land. Vmc is there on the airspeed gauage to tell you you are in the danger zone for single-engine flying and that you need to pitch down and reduce power to prevent a Vmc roll, but you wouldn't intentionally fly near Vmc in a real situation because Vyse is giving you the best performance.
Thanks for adding these insights!
Unless he decided to go-around and boosted the good engine, that was most likely a cross-control stall. Otherwise power setting would have been low for the approach so Vmca rollover is unlikely. In any case, it was very unfortunately a terrible approach probably fueled by panic from losing the engine.
The reason you hear about not turning into the dead engine is about Vmca. When you first lost that engine, you mentioned to your instructor the you wanted to maintain bank into the good engine and a half a ball out towards the good engine. When you bank into the dead engine, you are taking out that bank, you are increasing the speed Vmca will happen for your conditions. Vmca is a speed based on certain factors that the manufacturer determines in the certification process, as determined by the FAA (part 23 for this airplane). When you add or subtract from those factors, published Vmca will increase or decrease, depending on what you've done to the factors. Less than max gross? Vmca is decreased. Less than aft CG? Vmca decreased. Take out the bank angle towards the good engine? Vmca increases. Increasing the bank too much into the dead engine and your Vmca goes even higher. As long as you are well above Vmca, you can bank into the dead engine. Where people get into trouble is letting the airspeed decay to a point that they marginally above Vmca, below Blue Line, and bank into the bad engine. They are seeing Vmca as a set speed that doesn't change, when in fact it does depending on conditions. Here is a great video, tho kinda dry, that explains in detail why you need to know everything you can about Vmca speed for positive directional control. As always, airspeed is life.
ruclips.net/video/Wbu6X0hSnBY/видео.html
7:00 I actaully had the same problem when I was first learning stalls. After I pitch over my instructor told me to shove the throttle and recovor, and when I had the airplane I did it slow and steady and it really bugged my instructor since I ended up loosing a lot of altitude. It was somthing I had to get over. I had developed in my mind throttles are always somthing you move SLOWLY but I guess it really doesnt matter for small engines.
"Firewalling" comment ---- glad to hear that I'm not the only one averse to doing that ....
(but that's the engineer in me....)
The engines will thank you, but I'll tell you, if I'm 100' off the deck and lose an engine, everything is going full forward quickly. Of course, at 100' off the deck, they would be already. Let's say 500' up, and you're just pulling back the power. Each situation is unique, and we need to address each situation for what it is.
In planes where that would kill both engines, I would practice not flipping out and building muscle memory for the correct settings for climb out.
Great video, shows exactly what multi engine training is like. In my training we put all the levers forward in one go, not firewall it but progressively put them all forward together.
I agree. Don't worry about the length. I was wondering where the landing footage was. Great stuff! Key it up! Like!
Lot's to cover regarding landing this thing - that will come in a future episode
I'll be looking over the skies of london and SW Ontario for ya bud. Looking forward to the rest of it!
Another benefit to his sneaky engine fail is that it reminds us that in real life thats how it happens. Great vid as usual. Thank you
I can't wait for the DC3 and Beech 18, especially the Beech 18. Love those things!
Good video - really enjoyed it - quite complex, but good fun I am sure. Instructor looked good. Thanks, Paul
I took my multi in a B55 that had a 300 hp conversions. Blue line was 110. With 50% fuel and 2 in the plane, the plane would be vertical and mush straight up and down making departure stalls scary. At examination, I put the plane over the top to its back, pulled through and rolled it back to level, nose down and recovered to straight and level. Examiner gave me points for recovering from an unusual attitude then let me do it again without using full departure power. I did it without incident the second time. Examiner tried to fly the plane at full power, departure stall. Plane would hang on the props and not stall conventionally. He almost did the same thing that I did. He passed me.
Nice! This instructor is excellent.
Great video Steve! Loved it. Don't worry about the length of your videos, you did a great job editing and focused on the essentials of your flying maneuvers.
I am working on Multi right now.It is very useful video.Thank You!
A really enjoyable watch. I plan (contracts pending) to complete my PPL, Night, IMC (here in the UK, that's an IR-Lite for only for the UK) and MEP.
I tend only to fly MEP in XPLANE 11.5 in VR but with engines switched on but the safety training looks a lot more complicated than I thought.
I start multi in September, and I am flying this exact aircraft. Excellent demonstration and video!
Glad to be of assistance :)
I remember my multiengine checkride. I wanted to maintain my instrument rating which I obtained with a single engine. In the middle of the procedure while shooting an ILS the examiner pulled by left engine and I had to continue without losing the localizer and flying approach on 1 engine. I never did that actually in training with an instrument approach but it was a good exercise. At the end of the day I passed my check right. Unfortunately, since multi engines are so expensive to rent I haven’t flown one since I obtained the rating in 1995! I only have 28 hours in multi-engine aircraft. 😔
There’s still value in having done that training even though you didn’t get the chance to use it much. Another good one that will help all your other flying, is tail wheel - if you haven’t done that, I highly recommend it - and it is not too expensive!
This is a beauty of an aircraft!! So expensive but beautiful
It was so good to see all the procedures. I did my Multi and Multi IFR in the same aircraft with Kevin. You make one of the best aviation videos with great content, always enjoy your videos.
Best of luck for Multi.
Thanks, FlightChops. I started my PPL years ago but never got certified. Your videos make flying friendly again.
Way to go Chops! i am about to obtain my CPL and after that i am going for the Multi engine rating!
"I promise I'm not going to kill the engine for real."
"The engine just quit. The propeller isn't moving."
"I lied. Deal with it."
yup.
Awesome that you actually got to TURN OFF the engine (god forbid).
At my flight school that’s not part of the training, the engine is never actually turned off, only simulated engine failures.
Situation arose during multi training in ABQ NM some years back. CFi 'did' shut off the engine for training. It did not restart. Too far from LZ @ Coronado Airport [no longer in existence] to return.
End result was a forced landing on Interstate 25, that caused a major disruption and loss of aircraft. Flight school insurance faulted the instructor and BK'd the fledgling flight school.
ABQ NM, terrain alt [aside from surrounding mtns above 10,000] is at 1 mile. Add the average warm climate and additional flight alt, and the second engine, as often said locally, will only serve to more rapidly get you to the scene of the crash.
Awesome view into your personal training. I'm 0.8h closer to my PPL as of this morning :)
And one of these days, you'll have it, and then on to bigger and better things, your Instrument, Multi, Commercial and Instructor ratings.
One piece of advice for retractable gear airplanes - when either retracting or more importantly extending the gear, keep your hand on the gear handle until you get the down & locked indication or up & locked. Things happen very fast in the takeoff & landing phase in which the gear is NOT a set it and forget it item on the checklist if it is not functioning properly. It’s very easy to get occupied with other things & sometimes you can forget about looking for the green lights completely such as on an instrument approach or long final. If you do need to use your hand for something else complete the appropriate item then put your hand or at least a finger back on the gear until it does indicate appropriately.
As for multi-engine you have an excellent instructor that uses the law of intensity (an experience felt in reality rather than a discussion results in a more lasting impression). It’s a bit unnerving when you look over and that prop is actually feathered in the airplane rather than what it’s like in the sim, albeit they are excellent tools to practice actual single engine ops on takeoff & landing. The multi-engine was probably the rating I had the most fun with because it was relatively easy. Hell I spent more time with one engine than with both “working.” Oh, and don’t forget leg day.
Thanks for adding some great insights!
Really digging this one Steve! Nice work!
WOW Anothering really good and gritty training video like I was really there. No fluff or yack. Great. Thanks Chops. I know everybody has said it before. You are the pilot for the rest of us.
Great that engine off surprise... Very gd training ! You kept it straight forward!
Great Video Production! Look forward to following you thru your process. I just finished my Multi and brain still swelling.
Congrats! I've been delayed from flying my test by a second winter storm. Hoping to get the test knocked out later this week!
Great one Steve! Multi-engine is some darn fun flying, thanks for showing this great look at the training process with all of us. Can't believe the bravery of showing the world your flying lessons.
I did exactly the same training in a Piper PA34 Seneca I last week. Thanks for a good video, it was like a replay of my own flight! :-)
This was the only video from my flight - ruclips.net/video/sOchTheNdGk/видео.html
Great video. Thanks a lot. "Concentrate on not crashing" sounds like solid advice ;) Now I want to do ME. But maybe do Night-VFR first. Or get passenger-current again.
All your videos are top notch but this one is first class. Thank you for your continued contribution to the world of general aviation!
Love your videos man, this sort of content is excellent and much appreciated by the real flying community.
My favourite part, as I'm watching this with my wife.
"I did my multi on an identical old model Seneca"
"oh really? is it a nice plane to fly?"
"..no...not really, kinda heavy and sluggish, nose heavy with only two in it"
Immediately from the video
"you'll notice this is kinda heavy and sluggish, not the nicest but good for a trainer"
hahaha
my other complaint on the older seneca's are the stupid engine gauges are hidden by the yoke for me at least. gotta turn my head to see RPM and Manifold. Newer seneca's like the 4 and 5 put them down the center by the radios like a Baron. much nicer layout
Great video. Flying fixed gear fixed prop singles, I have a better appreciation for the complexity introduced with another engine, constant speed and retractable gear.
Amazing video. As a single engine, fixed pitch pilot, I'm still stressed from trying to absorb all of the procedures. Thank you for such useful, entertaining and informative content. Good luck on the training.
You just made me remind of my first flight on a ME Seneca 3. Without the turbo.
Great one again, steve!
I like it. Chops is getting more and more assertive. Must be because of the invisible asteroids passing through around 13:57.
So flightchops thank you, I dont have a pilots liscence and if im honest, i get nervous in a plane as it is. But your content has been helping me overcome that fear, and i dare say i may even consider looking into getting into a cockpit someday. thank you for the quality content in a manner that even non pilots can understand
Loved flying the Seneca but the baron was more fun! Overall enjoy the training and increased speed!