5 Things Surprised Me in the Multi-Engine Rating
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- Опубликовано: 10 май 2024
- I recently got my commercial multi-engine license in a Piper Seminole, and here are 5 things that surprised me about learning to fly twin engine aircraft that I think will help you in your training.
Video Chapters:
0:00 - Engine Failures
1:42 - Responding vs. Reacting
3:28 - Single Engine Instrument Approach
4:27 - Accelerated Program
6:08 - Familiar Avionics
7:20 - No One Warned Me About This
Link to video at the end: • No One Warned Me About...
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Congrats on the ME. Got through it with 33 hours. When I went through it, I noticed I was paying for 2 engines, but mostly flew with only 1 engine 😂
They didn't give you a discount? 🤣
@@Navy1977 0-33 for training. Some people got through the training with 25 hours, others took 40 hours. Wish I had 50 hours because that’s the minimal amount before places even look at your resume.
@@RPG_RicePaddyGod33 hours of multi training ?!? Jesus how much did that cost?
I did it in 4.8 hours!
How did it take 33 hours? My school has 97%pass rate with an average sign off in 5 hours.
Airspeed, mixture, props, throttle, airspeed, flaps up, gear up, airspeed, identify, verify, airspeed, troubleshoot or secure. Just finished my CMEL recently also. Congrats!
Congratulations to you, too!!
I’ve had 3 engine failures in 30 years! The first one was a surprise in a twin otter on takeoff at PIT,the second a CV-580 going into Fairbanks and the last one(hopefully) going into STT in a Nomad! The hard part was taxing on one engine!
Congrats on the multi, Charlie. I really do think you should become a CFII in the near future. You have the "teaching gene" and not all of them are so blessed.
Thanks so much, Tim!
I started my ppl a year ago, fell in love with flying and have decided to go back to college for it. This channel has helped me so much with some of the initial fears ive had and the tips really help me out.
So glad to hear it's helped. Even more excited to hear you've jumped in!
I did my multi on the Seminole. The most memorable part of the training was the amount of strain on my leg when we practised an engine failure on take off, did the circuit then landed, still with only one engine. Keeping the ASI needle at the blue line radial (Vyse) meant my leg was trembling from the exertion by the time we landed. That old adage, "dead leg, dead engine" was a great help in helping me identify the failed engine. But it wasn't all bad. I did the training over 7 days and had a moment of quiet satisfaction when, on return to my home airport, I landed exactly on the numbers.
Congratulations 🎉🎊🎈. Learning to fly is one of the most rewarding things you can do in life. Took my multi engine rating in a Seminole myself back in the 90’s.
The piper Seminole is a great airplane and even with the left engine out it was still a great airplane and gave me a lot of practice and did give me a lot of training. Congratulations on your multi.
Congratulations, Charlie! Always growing!
Thanks so much!
Congrats on passing and thanks for sharing your experience.
Thank you, Paul!
congratulations!! your smile is contagious. Thanks for the wrap up, appreciate it
Thanks so much! I appreciate that
Thanks Charlie for the video. Your creativity on the information and how you use the screens are awesome. Keep up the good work . I look forward to watching each one you make !
Thanks Michael I appreciate that, and glad you've enjoyed the content! Thanks for the comment
Congrats!! All your hard work, dedication and time are really paying off. Thanks for bringing us along on this journey is has really been fun and super enlightening ro see what it takes to get where you are today.👋👋👋
Thanks so much!
Awesome news congratulations! Thank you for the tips they will help for sure!
Thank you!!
Congrats on CMEL dude!
Congratulations! Thanks for sharing your experience.
Thank you!
I did mine in March of this year and everything you said in this video is correct. Good Job.
Congratulations!!
Congrats!!! 2023 has been your year!!
Love to multi shots Charlie! So creative!
massive congrats man!
Thank you!!
Bravo! Happy for you!
Thanks so much!
Thank you!
This is so funny ! I just got my CPL Multi add-on 3 days ago… and I started watching the video and realized… I passed the checkride on the same plane :) same tail number ! My CFI told me they just bring the plane from Addison, now this beauty is at North Perry airport !
Love your videos ! You’re such an inspiration. Keep the good work.
Fly safe ! :)
Congrats! And respond instead of react makes alot of sense! As my first reaction to sudden massive yaw in one direction is to try to stable the aircraft with stick and rudder. Then if I notice my flight controls serfaces work then pull back both thottles to lower the difrantal thrust till I could fix it or not.
Congratulations man! Hoping to get there one day as well.
Thanks so much, you can do it!!
Another great video from Airplane Academy!
Looking forward to getting to ME eventually!
Thanks so much, glad you enjoyed!
Appreciate you sharing.
This is a great video. Super informative and I can agree. I was working on my Commercial Multi and had to renew my medical, found out that I couldn't pass my color tests. After looking through options for a year I finally took the OCVT and failed. So, no more flying for me, but this video is great for someone who is making those steps forward.
Man, I'm sorry to hear that. Thank you for the encouraging comment and I'm sorry to hear about the vision test. I recently heard of one called the Farnsworth Lantern test. You might look into it?
@@AirplaneAcademy I am, unfortunately, no longer able to take any of those tests. Once you take the OCVT through the FAA and fail, that is the final say. I passed my color test the first time around and failed on the second time. Tried different tests and failed those. So my last resort was the OCVT. I can still fly, thank God, but not for a career.
Congrats on the ME. I just finished my PPL Check ride yesterday. Love your videos.
Congratulations!!
Congrats, well done!
Thank you!!
Congrats man! I’m on an integrated UK course here in the states and am going to start in the Seminole in a couple weeks!
Awesome!! You've got this!
Nice video, also off topic but your office looks awesome
Charlie, I’m a retired airline captain with 30K hours and 5 type ratings. I have a 310Q and know how immediate action items are so important. 30 years ago an old crusty 727 captain said; first level and stable the airplane, then sit back and lite a smoke. Tongue in cheek of course but you get the idea.
LOL! Thanks for sharing. Love it.
Bingo. AIRSPEED...LOTS of it over the rudder is ALWAYS your friend.
Congratulations Charlie! I got my Commercial Multi-Engine Instrument add-on earlier this year as well. It was definitely more challenging that I thought because of the same reasons you mentioned. A lot of folks say you can complete it in a weekend or accelerated course. That may be true if one does the ground training in advance. I went in completely cold and definitely felt a slower pace was better for me; especially with kids and family responsibilities. Great video!
Thanks so much! Congratulations to you as well!!
Congrats on the multi, Charlie. Peter from Poland :)
Thanks so much, Peter! Awesome to have a viewer in Poland!
Congrats on your multi engine, Charlie!
Thank you!!
Charlie, I sent you an email on your website regarding flight school info.
Bro I saw the thrust plane and knew I’ve seen and heard you at KADS before lol congrats on passing your check ride
Congrats!!Looks like Thrust/denison! Great school. I got my multi there 2 yrs ago.
nice! small world
Congrat !!!!!
Thank you!!
My AMEL sim instructor was so damn old he would talk of flying Omar Bradley back in his the day. He wore a hearing aid in each ear and he’d sometimes forget to turn up the volume. Lol
Anyway, he would say “stop and wind your watch” (shows his age) when we had an engine failure.
This was back in 1995 with the Army. His other lessons I still use today.
In training for CFI I been running through checklists and uh ohs over and over...it does mock the cockpit a bit
My experience getting my multi engine + commercial was very similar in that it was all compressed. It started off badly in that I rushed through my pre takeoff check list and failed to turn on the electric fuel pump as I began my takeoff role. My examiner flagged me on that and i immediately turned them on (Piper twin Comanche PA-99). I continued the takeoff and the rest of it went okay. But afterwards on the debrief I got hammered (and rightly so) by the examiner on that .
A Seminole just crashed doing single engine emergencies with a passenger in the back. And interesting read is that all spin accidents during single engine failures had a passenger in the rear. Something to think about.
Exactly why I want to practice that when I know it's coming the first few times, and then when I don't a few times.
Early 80s like about 1982 I went to Bolivar Aviation flight school. I had a limited commercial at the time. In a two month period at the school I got my instrument, multiengine, CFI and , CFII. That was all the ground and flight training and all FAA tests. Including check rides. First month was all written tests. Second month was all flight training.
So like next year you're going to be thinking why was this so challenging. "Compared to what I'm doing now that was easy".
As a pilot all you going to be doing is training and taking tests. At least that's how it seemed to me.
Getting a multiengine is a big hurdle, congratulations.
Exciting: Accelerated Instrument training (And CHECKRIDE) on a totally unfamiliar airframe with totally foreign avionics (and in convective activity to boot) ...
Exciting
Took mine a thousand years ago in a Seminole 1 with maybe 200 hours total time. Two pilots. Cold Air. Long runway. Min fuel. Aim for the softest and least expensive thing when one failed. Honor thy Blue Line. Best of luck to you! Above all, just remember that getting SLOW means getting DEAD. You won't get a second chance.
The Multi rating at my part 141 flight school takes 2-3 months to get. There are 30 flight/oral lessons
Congrats on the rating. One thing I always told students was Think like lightning. Move like molasses. That way you don't move the wrong item.
I remember passing my multi-engine check ride. I did mine over a week too.
@@Navy1977 Yes.
@@Navy1977 No problem. I should have added that the majority of aircraft with more than two engines also require type-ratings.
@@Navy1977 Roger that.
That “multi screen” editing kinda matches with “ Multi Engine” training 👍🏻😊
Hi.. I have the same plane as yours, N182BV, 1975 182P... Great planes. What mounts do you use for the outside cameras? Thanks... You have great videos here.
Awesome! Agreed, great airplanes. I use a strut mount from nflightcam and a tail mount from mypilotpro
Great video. Would you recommend getting you single commercial before pursuing your multi-commercial?
Thanks! I actually got them within a few months of each other (single commercial first). Video about that experience here: ruclips.net/video/JsoYAN0EKAw/видео.html
Dont backseat in multiengine training. Too many accidents occured because a stall spin during a VMC demo became unrecoverable due to an unintentional stall/spin in no small part due to the aft CG.
Where did you do your accelerated program in Texas? I’m looking to get this done soon as well!
The single enginie ILS on my MEI checkride was alot easier than the ILS in a 172 .
Love the contents! I live in addison too. Lets grab a drink sometime
Thanks for a very useful video! I’m looking for an accelerated program too, Did you do it through thrust? Which location? Cheers mate!
Anyone have any tips for figuring out which engine went out when the fuel selector does get pulled? Failed my checkride because the plane is a delayed type of response when done this way as opposed to the mixture getting cut off.
I got mine in the 1970s in a Piper Apache (235, if I remember correctly) and don't recall ever having any doubt which engine failed. Do they still cut the fuel off on takeoff? I only lost an engine once, in a Seneca II, leveling off at 8000''.
That's exactly how easy it is for experienced pilots to secure the wrong engine! People always say HOW COULD THEY do that? Secure the wrong engine??? EASY!
The next time you go up in the twin with an instructor, run numbers for a high altitude airport and simulate an engine failure in takeoff configuration above 6000 MSL. See if you can actually accomplish the single engine configuration before you pass through the entry altitude. You’ll develop a new thought process for what must be done at high altitude airports in most light twins if you trash an engine at takeoff. (Hint: You won’t make it. The descent rate will be too high. Your option is landing straight ahead. For more fun, dig in the AFM for the gear retraction speed time needed… especially in the Seminole. Then go over that single engine performance in the book is based on a clean configuration…)
Cheers!
Congrats on the rating. Was surpised to hear of the practice of having others sit in the back seat and observe while the actual student is getting live training. This can be particularly dangerous during VMC demos where incipient stall/spin entries can quickly become unrecoverable. Personally, I would never perform this maneuver with an aft CG, but the decision to do that is on the school, not you. Again....congrats.
Maybe I shouldn't get my real PPL...
My mantra is to eliminate risk.
If the CFI is the one cutting the fuel flow, then my response is to kick the CFI out of the plane so the engines keep working.
Hey, im an instrument student at addison. Lets meet up and talk about video subject material
Congratulations your on a row
Who does clearing turn in Steep turn Brooo
Well, I would think that if you lost an engine, wouldn't the aircraft yaw in that direction?
Best thing that helped me was dead foot dead engine.
I am surprised that your instructor did not clarify all of your “surprises” set forth in this video. Maybe you’re just trying to generate good content, but man, if this is not the case, who were you training with?
Do the "DRILL."
It was inappropriate for the examiner to turn the fuel selector off during the check. It is bad for the engine and prevents quick return of power should the wrong rudder pedal be pressed. They could shield the throttle quadrant until the dead engine (dead foot) was identified. The real things to know are don't get slow, don't use ailerons and know when weight and density altitude are such to preclude climbing or maintaining altitude engine out. It is not illegal to fly part 91 twins then but you should understand the increased risk. Dead engine, dead foot. Don't spend too much time reading a checklist. You don't have it when low and slow.
@leeoldershw956
"It was inappropriate for the examiner to turn the fuel selector off during the check."
It's actually quite appropriate. And if your concern for the engine is based on shock-cooling, that can be easily mitigated.
"don't use ailerons"
What if one needs to turn the aircraft?
"and know when weight and density altitude are such to preclude climbing or maintaining altitude engine out."
The performance with one engine inop is included in the POH and based on flying at gross weight on a standard day. Are you suggesting that the pilot should calculate density altitude and weight and balance while dealing with an emergency?
"and prevents quick return of power should the wrong rudder pedal be pressed."
If one steps on the wrong pedal, the solution would be to step on the other one.
"They could shield the throttle quadrant"
And thereby alerting the candidate to the imminent test maneuver. In real life one will have little or no way to know when an engine will malfunction.
"It is not illegal to fly part 91 twins then but you should understand the increased risk.
To what risk do you refer, and there is such a thing as Part 91 twins? Aren't the performance characteristics the same regardless of the aircraft's mission?
@Tom-zs6bb How will shock cooling be mitigated? Use of ailerons in stopping the roll and yaw of a failure is deadly. Once stable engine out flight is established gentle turns with minimal ailerons is OK. Pushing wrong pedal happens and recovery must be instant restoring fuel flow might take several seconds. Single engine training has always been dangerous and airlines ceased in flight training when they got simulators decades ago. There is still in flight training sometimes and it is dangerous. Airlines do not operate under part 91 and their aircraft and operations must be able to tolerate engine failure at all times. When you operate non transport category aircraft under part 91 this capability is not required. You should have a general idea before takeoff of the engine out capability. Unfortunately POHs seldom have detailed data. You'll have to figure it out roughly yourself working with gross weight and density altitude. For our club Twin Commanche in the 60's I calculated some data. It's not usually reassuring. I got my rating in 1962 in a 150 hp Apache with a 240 fpm single engine climb in a New Jersey winter. Well under gross and cold it barely made that. My memory is that evening flights with a full moon I was amazed at how many TV antennas were visible on a single engine climb. I flew 30 years the last 25 with an airline. When a throttle is pulled in training it does not completely simulate complete failure but it's done for only a few seconds until identification and call to feather is done, then throttle is advanced slightly to simulate feathered drag. I never had an instructor feather an engine in two engine aircraft in training. Shutdowns were all simulated. Light twin engines can be very hard to start after only a few minutes of shutdown unless unfeathering oil accumulators are installed which is rare. Twin engine Convair 440 I flew had unfeathering accumulators but we never shutdown the engine in training
@@leeoldershaw956 Something just occurred to me and it begs a question. Are you under the impression that CFIs and DEs fail engines at takeoff and initial climb outs? If you are, than you have the wrong impression. In those stages of flight engine failures are simulated by reducing power on an engine to it's zero-thrust state. Engines are only shut down while at a safe altitude.
@Tom-zs6bb Never saw a twin shut down at altitude either. Saw two on one side of a 4 engine Lockheed L188 Electra shut down at 15 k ft. But it would fly on one when light and low. It just had a master shutdown handle for each engine that you pulled to shut down and feather and pushed back in to unfeather and start.
@@leeoldershaw956 "Never saw a twin shut down at altitude either."
So because you never saw it done, it's inappropriate. Good Grief!
When was your last firc? Mine was last December.
So, you’re riding in the back as someone else does it and someone else is in the back while you do? That’s not good for Vmca demo.
Do a search for Medium going beyond procedure spin light twin
yo why your hat like that
OMG
That’s why it’s called ‘AVIATE, Navigate, Communicate’… NO emergency should cause you to get “Chaotic”, if it does you need more training!
Always take a deep breath before taking any action, it’s the best few seconds you will spend in any situation before taking action…
Just the way you talk is making my head spin… slow down!
Dude, if that instructor legit, and secretly TURNED YOUR FUEL OFF to help "teach"??.... bro. VERY silly imo.
Obviously you didn’t train on a DA42
Congratulations , now for criticism.
This pilot needs to calm down and focus .
Dead foot dead engine
The "Brady Bunch" effect is annoying. Cute the first time. Annoying thereafter.
Where did u do it