Really good video. Multiengine students who are working towards the airlines: a lot of what you’re seeing here - accelerate-stop calculations, detailed departure briefings, alternate airports for single engine operations - are versions of the procedures done at most carriers. If you get this stuff tuned in now, it’ll make your future training and career that much easier. Start building the habits and knowledge base now.
@ButchNackley I've acquired the majority of my Twin time in a C-T310R in the real world, and she can be a real b*tch when it comes to single engine operations. Her short-cord wings give you no quarter, and you really have to stay on top of your power and angle of bank. You'll want to delay deploying your landing gear for as long as possible to stave off the horrific drag during short final. X-PLANE 12 replicates aircraft behavior and performance more accurately than MSFS2020. Have you flown traffic patterns/circuits with the 310 on one engine?
I more or less skipped the multi-engine piston phase of my career going from instructing in Skyhawks to flying King Air 90’s, then into very light jets (Citation Mustang & CJs). I just got a new job that has a new to me jet (Hawker 750) and a BE58 Baron. The Baron has been more difficult airplane to transition into just from a previous experience standpoint and generally speaking engine failures are practically non-events in a jet.
Remember that manual data is only a reference, if you fly the same airplane all the time it might be useful to check some flying characteristics in real life with proper safety measures (safe altitude).
Great video - I would ,though , emphasize the importance of doing all turns into the “good” engine. If this means breaking a standard left hand pattern (if left engine lost) so be it.
Not necessarily. The plane turns well in either direction, but rate of turn will vary. Airspeed control and rudder coordination are critical no matter which way you turn.
Yeah.. until terrain or procedure tell you that you have to turn into the dead engine. It doesn’t matter.. provided you maintain airspeed and coordination.
I’ve been doing some short videos like this on Instagram lately! Absolutely thrilled to see the focus on making aviation safe from money making companies like Sporty’s!
Great video, ive something to discuss . At min 8:45 you mention that you should ( work through emergency checklist) Ive been to few flight schools as an instructor and currently flying a DHC6 , i was never taught to do a checklist before safe height, our many focus in this critical phase relies on flying the aircraft and doing vital actions ( memorized) eg, retracting flaps in some cases and reaching a safe height (400 ft AGL) and proceed with the emergency checklist
Countrr rotating props mean neither are critical as far as aerodynamics. However, if alternator/hydraulic pumps are only on one engine, then that engine is critical.
with very light composite birds with small jets instead of pistons it might be possible to have much higher thrust to weight ratio which should make better use of runway length. Strong glide ratio is also very empowering.
The steps you need to take must be engrained. Multi engine 1 engine failure can be much more dangerous if not handled properly vs loosing single engine airplane. A single engine airplane won't snap roll on it's back unless you stall spin uncoordinated. Dead foot , dead engine, raise the dead,Vmc.
I always assumed the offical performances figures in the POH would reflect your average Joe pilot and not your super sharp extra-human capable test pilot.
Most of the charts reflect a new plane with a perfect pilot on a perfect day....written by salesmen and lawyers, so always add a buffer to chart data and be aware of your plane's as well as your own limits..
If you are in a twin that has balanced field performance, decision and single engine safety speeds, segmented climbs, and net takeoff flight path… then the calculations assume degraded aircraft performance and less than perfect pilot technique. If it’s a light twin, then it’s test pilot, factory aircraft, results not typical.
Most applicable to smalllite twins...larger twins requirements will be different; max pwwr will already be set; so it's just a matter of raising gear; not flaps,and complet e chk list items fly the plane told card.all failure decisions were already made prior to takeoff,Stick to plan!performance Wil always be less than charts show...
There is no reason to purchase rent or otherwise operate a twin engine airplane. It is false pretense of safety to want a second engine. These aren't helicopters. Airplanes don't fly on engines. When you double the number of engines you double the chance of engine failure. And make an engine failure from a moderate emergency that is handled as such. Into a real catastrophe that is not perceived to be an emergency. In an airplane that cant fly or handle properly with only one engine. Even if you are over open ocean en route to Bermuda 500 miles away. When your engine fails you have to run the remaining engine at maximum power. Burning far worse fuel consumption per brake horsepower. While side-slipping. With rudder and ailerons deflected. And a propeller feathered. Al of this drag and mediocre performance and poor lift over drag means you'll run out of gas anyway.
A twin will fly a heck of a lot further with an engine out than a single. The one engine inoperative climb rate of a twin is much better than a single, too.
@umi3017 Yeah. When you have a Part 25 or better aircraft; turbine engines; two crew with CRM, SOPs, and two recurrents each year; pressurization; weather radar; FIKI; and balanced field requirements with segmented climbs and net takeoff flight path……. it’s safer. Even then.. Cactus 1549 was Part 121 and it lost BOTH engines. As you get into the dregs of Part 91 with inexperienced single private pilots it actually becomes more deadly than $100 hamburger runs in 172s and Cubs.
@@calvinnickel9995 this has been discussed for ages. Everything depends on what tasks one flies. Multiengine aircraft is more suitable for frequent challenging flights (at night, IMC, rocky terrain, large bodies of water). Single engine aircraft is more suitable for intermittent recreational daytime flying over large flat fields. Sometimes an argument comes up, saying that the simplicity of single-engine aircraft makes it more difficult to committ catastrophic mistakes. That's not true actually. Single engine can be lethal, too, and recreational pilot accidents attest that single-engine pilots can develop a wide-open competence gap to their simpler aircraft, too. (E.g., impossible turn-backs, fuel mismanagement, low-level stalls and spins etc.)
Really good video.
Multiengine students who are working towards the airlines: a lot of what you’re seeing here - accelerate-stop calculations, detailed departure briefings, alternate airports for single engine operations - are versions of the procedures done at most carriers.
If you get this stuff tuned in now, it’ll make your future training and career that much easier. Start building the habits and knowledge base now.
Thank you for posting this. It's a great reminder for those of us who haven't practiced the twin engined engine-out drills for a while.
Couldn’t have said it better.
@@nathanwildthorn6919
Its a shame theres not much emphasis on twin ops in ga mentioned on youtube. But thats where we all started
I'm not a pilot, but I have practiced an engine out many times using the P-38, DC-3 and Cessna 310 in Microsoft Flight Simulator 2020.
@ButchNackley I've acquired the majority of my Twin time in a C-T310R in the real world, and she can be a real b*tch when it comes to single engine operations. Her short-cord wings give you no quarter, and you really have to stay on top of your power and angle of bank. You'll want to delay deploying your landing gear for as long as possible to stave off the horrific drag during short final. X-PLANE 12 replicates aircraft behavior and performance more accurately than MSFS2020. Have you flown traffic patterns/circuits with the 310 on one engine?
I more or less skipped the multi-engine piston phase of my career going from instructing in Skyhawks to flying King Air 90’s, then into very light jets (Citation Mustang & CJs). I just got a new job that has a new to me jet (Hawker 750) and a BE58 Baron. The Baron has been more difficult airplane to transition into just from a previous experience standpoint and generally speaking engine failures are practically non-events in a jet.
Planning routes around single engine service ceiling is a very valuable tip.
Remember that manual data is only a reference, if you fly the same airplane all the time it might be useful to check some flying characteristics in real life with proper safety measures (safe altitude).
Great video - I would ,though , emphasize the importance of doing all turns into the “good” engine. If this means breaking a standard left hand pattern (if left engine lost) so be it.
Not necessarily. The plane turns well in either direction, but rate of turn will vary. Airspeed control and rudder coordination are critical no matter which way you turn.
Yeah.. until terrain or procedure tell you that you have to turn into the dead engine.
It doesn’t matter.. provided you maintain airspeed and coordination.
I’ve been doing some short videos like this on Instagram lately! Absolutely thrilled to see the focus on making aviation safe from money making companies like Sporty’s!
Great video, ive something to discuss .
At min 8:45 you mention that you should ( work through emergency checklist)
Ive been to few flight schools as an instructor and currently flying a DHC6 , i was never taught to do a checklist before safe height, our many focus in this critical phase relies on flying the aircraft and doing vital actions ( memorized) eg, retracting flaps in some cases and reaching a safe height (400 ft AGL) and proceed with the emergency checklist
I got my ME Comm and MEI in Twin Stars. I always felt that was cheating. FADEC makes most of this a walk in the park.
Well done
At 9:30 min I can see that both engines seems like rotating outward (it could be camera effect also). Does that mean that both are critical engines? 🤔
Countrr rotating props mean neither are critical as far as aerodynamics. However, if alternator/hydraulic pumps are only on one engine, then that engine is critical.
with very light composite birds with small jets instead of pistons it might be possible to have much higher thrust to weight ratio which should make better use of runway length. Strong glide ratio is also very empowering.
Jets have poor field performance. Thats why STOL aircraft always use propellers.
The steps you need to take must be engrained. Multi engine 1 engine failure can be much more dangerous if not handled properly vs loosing single engine airplane. A single engine airplane won't snap roll on it's back unless you stall spin uncoordinated. Dead foot , dead engine, raise the dead,Vmc.
I always assumed the offical performances figures in the POH would reflect your average Joe pilot and not your super sharp extra-human capable test pilot.
Most of the charts reflect a new plane with a perfect pilot on a perfect day....written by salesmen and lawyers, so always add a buffer to chart data and be aware of your plane's as well as your own limits..
If you are in a twin that has balanced field performance, decision and single engine safety speeds, segmented climbs, and net takeoff flight path… then the calculations assume degraded aircraft performance and less than perfect pilot technique.
If it’s a light twin, then it’s test pilot, factory aircraft, results not typical.
Most applicable to smalllite twins...larger twins requirements will be different; max pwwr will already be set; so it's just a matter of raising gear; not flaps,and complet e chk list items fly the plane told card.all failure decisions were already made prior to takeoff,Stick to plan!performance Wil always be less than charts show...
I wish to fly a twin because it is more dangerous. Hard to be complacent when juggling sharp knives.
The mindset needs to change. At TO in a twin ur gonna loose an engine.. every time. get that ingrained. At every TO ur gonna loose an engine.
I am not a pilot; but, "PULL FORWARD"!?!?!?!?!?!?!?!
09:58 FULL FORWARD
This just posted without a notice.
There is no reason to purchase rent or otherwise operate a twin engine airplane.
It is false pretense of safety to want a second engine.
These aren't helicopters. Airplanes don't fly on engines.
When you double the number of engines you double the chance of engine failure. And make an engine failure from a moderate emergency that is handled as such. Into a real catastrophe that is not perceived to be an emergency. In an airplane that cant fly or handle properly with only one engine.
Even if you are over open ocean en route to Bermuda 500 miles away. When your engine fails you have to run the remaining engine at maximum power. Burning far worse fuel consumption per brake horsepower. While side-slipping. With rudder and ailerons deflected. And a propeller feathered. Al of this drag and mediocre performance and poor lift over drag means you'll run out of gas anyway.
Guess what, Part121 ops only allow multi-engine.
A twin will fly a heck of a lot further with an engine out than a single. The one engine inoperative climb rate of a twin is much better than a single, too.
@umi3017
Yeah.
When you have a Part 25 or better aircraft; turbine engines; two crew with CRM, SOPs, and two recurrents each year; pressurization; weather radar; FIKI; and balanced field requirements with segmented climbs and net takeoff flight path……. it’s safer. Even then.. Cactus 1549 was Part 121 and it lost BOTH engines.
As you get into the dregs of Part 91 with inexperienced single private pilots it actually becomes more deadly than $100 hamburger runs in 172s and Cubs.
@@calvinnickel9995 this has been discussed for ages. Everything depends on what tasks one flies. Multiengine aircraft is more suitable for frequent challenging flights (at night, IMC, rocky terrain, large bodies of water). Single engine aircraft is more suitable for intermittent recreational daytime flying over large flat fields. Sometimes an argument comes up, saying that the simplicity of single-engine aircraft makes it more difficult to committ catastrophic mistakes. That's not true actually. Single engine can be lethal, too, and recreational pilot accidents attest that single-engine pilots can develop a wide-open competence gap to their simpler aircraft, too. (E.g., impossible turn-backs, fuel mismanagement, low-level stalls and spins etc.)
Bravo.thenks