No one so far has suggested performing single engine calculations before you even get in the airplane. You should always perform these single engine calculations so that you get a really good picture of your Part 23 Single Engine performance. That way you will be informed of what to expect if an engine quits. Why would you keep the landing gear down, with no runway remaining to land if your calculations show you actually could climb on one engine or maybe level off or, worst case scenario drift down altitude (Critical Engine is applicable) just by being proficient with single engine procedures and maintaining Blue Line. If your single engine procedures are solid, i.e. Control, Power, Drag, Identify, Verify, Troubleshoot (if time and altitude permit), and Feather, then you really will be a proficient and safe multi-engine pilot. If you’re not confident and proficient with single-engine procedures and you’re flying multiengine aircraft, you really should seek proper multiengine instruction to get highly proficient in multiengine operations. Remember, Part 23 Multi-Engine aircraft are certified to be controllable on one (noncritical engine inoperative) not single engine climb performance like Part 25 Certified Multiengine Aircraft.
Some of the Pa-31 Navajo (and Navajo-Chieftain) have counter-rotating propellers (right engine turns counterclockwise), so there is not really a "critical engine". I would say it is important and advised to "get the blue-line" after takeoff. And as far as I can see in the video, it was correct. And I guess there was an instructor on the right seat. But I aggree with the landing-gear: It makes sense to bring it up quickly, in about 100 feet AGL without "runway remaining", to reduce the drag in climb. But flaps up (if set) not below 300 feet AGL and only in a stable climb with the correct speed (e.g. blue-line or above). And by myself I reduce the power a little bit earlier in the initial climb, but only for noise-reduction. In a Chieftain to about 33 or 34 inch mercury and the props to 2.400 RPM for the further climb. With normal weight that should give a stable climb with about 120 knots IAS and 1200 - 1400 feet per minute, depending on the conditions.
I’m MEI and noticed your power management with throttles while on the ground could be better. 1000 RPM on both engines when not taxiing on the ground is best. Good job though. Don’t forget good airspeed management in the air. With two operative engines you should easily be able to maintain well above blue line Airspeed. That way, if an engine quits, all you got to do is level off and trim, pitching for Blue Line Speed (no less). Also keep one hand on the throttles on take off roll and during initial climb out to prevent possible creeping back of the throttles. Great job otherwise.
Lanzini LaJoya 😂😂😂 man this is PA 31, not CRJ 1000, typical light multiengine airplane. I have about 500 hrs on this airplane as PIC, so please, don't say shit.
@Andrew State, Well I have well over ten times that (that's just on the Ho) and the throttle handling here was quite acceptable. I would recommend the gear being sucked up a lot sooner but that's about it. I use two hands on the yoke during takeoff in Chieftains, the elevator down spring is heavy and holding the yoke back with one hand is quite a challenge for some people. Besides, I've spent so much time on remote sites that it's my right hand that is super strong, not my left LOL. A good SOP is to not touch the wide open throttles until through 1000agl. In the event one engine calves you're going to move both throttles to maximum anyway, your right hand is going to be busy cleaning up the aircraft and securing the failed engine. Most Chieftains weigh within spitting distance of 4 tons at takeoff, it certainly is not a typical light M/E plane (something more like a Seminole is a light twin). I've seen more than a few people get into trouble who held your opinion. It is a tolerant, aircraft, I'll grant you that. I would say that the most difficult skill in the PA31 series is good engine handling, few pilots are mechanically savvy enough not to treat them harshly.
@ Andrew State Oh wow.... 500 hours PIC on the Navajo! So you probably still need the cookie cutter procedures that were drilled into you in that 152 by your instructor not too many hours ago. The rest of us know how to set friction and can hear and feel a rollback long before it becomes an issue. I’ve got _5000_ PIC on planes with no autothrottle and never haven’t had an engine roll back because of throttle or power lever position.
no need to wait so long to pull the gear up. Not gonna help since there isn't enough runway left to flare and rollout straight ahead. Best to got as much speed and altitude as soon as possible. Thus the old V1, Vr, positive rate gear up, immediately then accelerate to V2 comes quicker. And did you have a rehearsed disaster plan for a V1 cut etc etc etc It could make the difference someday. Yeah nice camera, but it's hard to trust Lycomings with your life one too many times.
Hardly think you're in a position, by just watching the video, to decide if he had enough runway left in the event of an engine failure. I had one in my PA31-350 last week and if I'd put the gear up like you said, I could be dead now if things had gotten worse in the air. Perhaps get back to your armchair?
Chieftain gear cycles pretty quick. You very likely could have got it back down again had you retracted. Obviously if you have miles of runway left there's no particular hurry to get the gear up although it restricts speed, and speed is life. What let go on the 540? Generally speaking, if you have loads of landing areas available after takeoff and you intend to land ASAP if one calves, you can leave your gear down until the cows come home. If you're looking at lakes, trees, and rocks after rotation, you better suck up the gear right smartly.
Not sure where you are getting your terms from. The Navajo is in performance group C which does not use the concept of V1 decision speed which is a term from Perf A. Very good to hear the music of those TIO540s at full power
Genda Minoru was a good strategist, but his strategies had flaws. In most piston twins.. an engine failure at low altitude is best handled by closing the remaining throttle and landing straight ahead even if you risk a runway overrun. No twins of this size have decision speeds or single engine safety speeds or are required to meet balanced field requirements or segmented climbs and net takeoff flight path... and single pilot with a lot of variation in power plant performance leaves a lot to be desired for a successful single engine takeoff.
@@Bartonovich52 yeah but if there isn't a chance of coming to rest before the crap in front of you kills you or totally wrecks your bird, what's the point? You might as well gain as much altitude as you possibly can is my point.
Love the video love the aircraft anytime I get to see a flight deck I ooze, however them props got me nervous.
Always keep one hand on your power during takeoff
Cool video!
No one so far has suggested performing single engine calculations before you even get in the airplane. You should always perform these single engine calculations so that you get a really good picture of your Part 23 Single Engine performance. That way you will be informed of what to expect if an engine quits. Why would you keep the landing gear down, with no runway remaining to land if your calculations show you actually could climb on one engine or maybe level off or, worst case scenario drift down altitude (Critical Engine is applicable) just by being proficient with single engine procedures and maintaining Blue Line. If your single engine procedures are solid, i.e. Control, Power, Drag, Identify, Verify, Troubleshoot (if time and altitude permit), and Feather, then you really will be a proficient and safe multi-engine pilot. If you’re not confident and proficient with single-engine procedures and you’re flying multiengine aircraft, you really should seek proper multiengine instruction to get highly proficient in multiengine operations. Remember, Part 23 Multi-Engine aircraft are certified to be controllable on one (noncritical engine inoperative) not single engine climb performance like Part 25 Certified Multiengine Aircraft.
Some of the Pa-31 Navajo (and Navajo-Chieftain) have counter-rotating propellers (right engine turns counterclockwise), so there is not really a "critical engine". I would say it is important and advised to "get the blue-line" after takeoff. And as far as I can see in the video, it was correct. And I guess there was an instructor on the right seat.
But I aggree with the landing-gear: It makes sense to bring it up quickly, in about 100 feet AGL without "runway remaining", to reduce the drag in climb. But flaps up (if set) not below 300 feet AGL and only in a stable climb with the correct speed (e.g. blue-line or above). And by myself I reduce the power a little bit earlier in the initial climb, but only for noise-reduction. In a Chieftain to about 33 or 34 inch mercury and the props to 2.400 RPM for the further climb. With normal weight that should give a stable climb with about 120 knots IAS and 1200 - 1400 feet per minute, depending on the conditions.
I’m MEI and noticed your power management with throttles while on the ground could be better. 1000 RPM on both engines when not taxiing on the ground is best. Good job though. Don’t forget good airspeed management in the air. With two operative engines you should easily be able to maintain well above blue line Airspeed. That way, if an engine quits, all you got to do is level off and trim, pitching for Blue Line Speed (no less). Also keep one hand on the throttles on take off roll and during initial climb out to prevent possible creeping back of the throttles. Great job otherwise.
Don't forget to keep u hand on the throttle during takeoff man... what kind of pilot you are!!!
Lanzini LaJoya 😂😂😂 man this is PA 31, not CRJ 1000, typical light multiengine airplane. I have about 500 hrs on this airplane as PIC, so please, don't say shit.
@Andrew State, Well I have well over ten times that (that's just on the Ho) and the throttle handling here was quite acceptable. I would recommend the gear being sucked up a lot sooner but that's about it. I use two hands on the yoke during takeoff in Chieftains, the elevator down spring is heavy and holding the yoke back with one hand is quite a challenge for some people. Besides, I've spent so much time on remote sites that it's my right hand that is super strong, not my left LOL. A good SOP is to not touch the wide open throttles until through 1000agl. In the event one engine calves you're going to move both throttles to maximum anyway, your right hand is going to be busy cleaning up the aircraft and securing the failed engine. Most Chieftains weigh within spitting distance of 4 tons at takeoff, it certainly is not a typical light M/E plane (something more like a Seminole is a light twin). I've seen more than a few people get into trouble who held your opinion. It is a tolerant, aircraft, I'll grant you that. I would say that the most difficult skill in the PA31 series is good engine handling, few pilots are mechanically savvy enough not to treat them harshly.
Gear retraction is delayed because: If there are any change to land back on rwy, after engine failure, we would do it rather gear down.
@ Andrew State
Oh wow.... 500 hours PIC on the Navajo!
So you probably still need the cookie cutter procedures that were drilled into you in that 152 by your instructor not too many hours ago.
The rest of us know how to set friction and can hear and feel a rollback long before it becomes an issue.
I’ve got _5000_ PIC on planes with no autothrottle and never haven’t had an engine roll back because of throttle or power lever position.
nice video. what kind of camera are you using? amazing quality
Hello , sorry for delayed reply. its GoPro hero 4 silver with gimbal
Why is there a split in the rpm egt and mp. The left looks cold and lower
That dude’s pretty intense.
Most critical times for ops is takeoff and landing. He's concentrating. I'll fly with him anytime 👍🇺🇸
this is aerial photoflight operations....I see trackair display over the cockpit ;)
you are right. This was also instruction flight
Hello, amazing quality, It´s like I´m inside the cockpit, what kind of camera please??
gopro hero 4 silver with gimbal
ah leica........
Looks easy
easy and fun. ;)
Gear went up a little late.
Gear retraction is delayed because: If there are any change to land back on rwy, after engine failure, we would do it rather gear down.
Here’s the newest plane review and flight ruclips.net/video/3AlwISeqLZA/видео.html
no need to wait so long to pull the gear up. Not gonna help since there isn't enough runway left to flare and rollout straight ahead. Best to got as much speed and altitude as soon as possible. Thus the old V1, Vr, positive rate gear up, immediately then accelerate to V2 comes quicker. And did you have a rehearsed disaster plan for a V1 cut etc etc etc It could make the difference someday. Yeah nice camera, but it's hard to trust Lycomings with your life one too many times.
Hardly think you're in a position, by just watching the video, to decide if he had enough runway left in the event of an engine failure. I had one in my PA31-350 last week and if I'd put the gear up like you said, I could be dead now if things had gotten worse in the air. Perhaps get back to your armchair?
Chieftain gear cycles pretty quick. You very likely could have got it back down again had you retracted. Obviously if you have miles of runway left there's no particular hurry to get the gear up although it restricts speed, and speed is life. What let go on the 540?
Generally speaking, if you have loads of landing areas available after takeoff and you intend to land ASAP if one calves, you can leave your gear down until the cows come home. If you're looking at lakes, trees, and rocks after rotation, you better suck up the gear right smartly.
Not sure where you are getting your terms from. The Navajo is in performance group C which does not use the concept of V1 decision speed which is a term from Perf A.
Very good to hear the music of those TIO540s at full power
Genda Minoru was a good strategist, but his strategies had flaws.
In most piston twins.. an engine failure at low altitude is best handled by closing the remaining throttle and landing straight ahead even if you risk a runway overrun.
No twins of this size have decision speeds or single engine safety speeds or are required to meet balanced field requirements or segmented climbs and net takeoff flight path... and single pilot with a lot of variation in power plant performance leaves a lot to be desired for a successful single engine takeoff.
@@Bartonovich52 yeah but if there isn't a chance of coming to rest before the crap in front of you kills you or totally wrecks your bird, what's the point? You might as well gain as much altitude as you possibly can is my point.
Navajoes crash.
They fly like an angel ✅
HE MUST BE GETTING INSTRUCTION, CAUSE TRIM IS OFF OR NOT PROPERLY GEAR RETRACTION SLOW ENGINE OUT OF SINC !