First rule of flying Twins - THERE IS NO REASON WHAT-SO-EVER TO FLY BELOW BLUE LINE - except on controlled, intended landings, or when doing Vmc Demos.
Here in Europe we don't do VMC demo's. Doing them or not can be argumented both ways I think. ME training here is about knowing the dangers, critical speeds and handling asymetric flight in flight and in the circuit. For the training class ME-aircraft VMCa and stall speeds are often times so close to each other. Giving a VMC demo in such an aircraft results in demontrating ALL the inputs for a spin entry, in an aircraft which is not allowed to spin.. VMC demo's are fine to do, but bettee just do them in different aircraft than a light twin imho.
My multi time is limited - 1.5 hours in the flying school's Seneca - but I see the potential. Lots more to do, things happened faster. The instructor told me not to worry, she handled just like a big Cherokee. And so she did.
The one thing that mentioned is lite twines won't fly on one engine with the gear and flaps out so clime as high and approach t 500 to 750 ft high nose up reduce power. Ger and flaps deployed maintain speed with enersera flair hit the numbers flaps up then braking I always llanc like this I never have to worry about losing an engine on landing fcb
Would it be correct to say that V1 and V2 can be said to putatively exist for small multis on short runways on which you can land, or take off, but not both?
The two Vspeeds exist because the FAA regulatory requirements specify it. Any twin engine aircraft in existence could have been designed to have sufficient lateral-directional control down to the stall speed, or so close to it, that Vmc was practically the same. This takes approximately 10-20% more vertical surface area, and effectiveness. Thereby costs an additional few pounds and reduces a couple knots of speed. This is untenable when selling aircraft to customers in a competitive market where all other designs are optimized for performance, and never for safety. And when a design comes along which solves all of the problems, and outperforms everything: People disparage it and refuse to replicate it. (Rutan Boomerang).
@@NorthwestAeronaut Certified Flight Instructor Instrument. There is CFII Single Engine SE then an additional rating of CFII Multi Engine ME. As a CFII SE if you get a float plane rating then you qualify to instruct persons for being float plane certified.
@@nightwaves3203 Do they require real world experience though to get the instructing gig? In Australia you commonly need bush time in twins to get an instructing job on them. The guy I did my float training with had a bunch of time in the Maldives and Whitsundays, wouldn't go with some professional student with an instructors rating that hasn't got real world experience for ME or floats.
If both engines have a failure rate of once in 1,000 hours that means they have a probability of 0.999 to not fail in a given hour. The probability of both not failing in a given hour is 0.999 squared, which is 0.998001. The probability of that not happening (i.e. not having both engines operating, in other words one or both engines failed) works out to 1-0.998001=0.001999, which is once in about 500.25 hours. So about double the chance of at least one engine failing compared to a single engine plane with the same engine reliability.
First rule of flying Twins - THERE IS NO REASON WHAT-SO-EVER TO FLY BELOW BLUE LINE - except on controlled, intended landings, or when doing Vmc Demos.
I agree with that statement
No be sure you can afford to fly it!
@@mikearakelian6368 only in training.
Here in Europe we don't do VMC demo's. Doing them or not can be argumented both ways I think.
ME training here is about knowing the dangers, critical speeds and handling asymetric flight in flight and in the circuit.
For the training class ME-aircraft VMCa and stall speeds are often times so close to each other. Giving a VMC demo in such an aircraft results in demontrating ALL the inputs for a spin entry, in an aircraft which is not allowed to spin.. VMC demo's are fine to do, but bettee just do them in different aircraft than a light twin imho.
Excellent as per usual.
My multi time is limited - 1.5 hours in the flying school's Seneca - but I see the potential. Lots more to do, things happened faster. The instructor told me not to worry, she handled just like a big Cherokee. And so she did.
Great photos Sean, well worth the late night.
The one thing that mentioned is lite twines won't fly on one engine with the gear and flaps out so clime as high and approach t 500 to 750 ft high nose up reduce power. Ger and flaps deployed maintain speed with enersera flair hit the numbers flaps up then braking I always llanc like this I never have to worry about losing an engine on landing fcb
Would it be correct to say that V1 and V2 can be said to putatively exist for small multis on short runways on which you can land, or take off, but not both?
The two Vspeeds exist because the FAA regulatory requirements specify it.
Any twin engine aircraft in existence could have been designed to have sufficient lateral-directional control down to the stall speed, or so close to it, that Vmc was practically the same.
This takes approximately 10-20% more vertical surface area, and effectiveness. Thereby costs an additional few pounds and reduces a couple knots of speed. This is untenable when selling aircraft to customers in a competitive market where all other designs are optimized for performance, and never for safety.
And when a design comes along which solves all of the problems, and outperforms everything: People disparage it and refuse to replicate it. (Rutan Boomerang).
What happened to the most recent Accident Case Study video? It's been made private.
There has been tons of vmc fatals. So something needs to change in training.
2:18 - CHT is so high! get that cooling system checked!
CFII equivalent here. Working on my ME rating add on as we speak. Prepping early for MEI too. So this video is timely!
What does “CFII Equivalent” mean?
Exactly what you think probably. @@NorthwestAeronaut
@@BruceGinkel if I had any thought or idea… I probably wouldn’t be asking. SMH
@@NorthwestAeronaut Certified Flight Instructor Instrument. There is CFII Single Engine SE then an additional rating of CFII Multi Engine ME. As a CFII SE if you get a float plane rating then you qualify to instruct persons for being float plane certified.
@@nightwaves3203 Do they require real world experience though to get the instructing gig? In Australia you commonly need bush time in twins to get an instructing job on them. The guy I did my float training with had a bunch of time in the Maldives and Whitsundays, wouldn't go with some professional student with an instructors rating that hasn't got real world experience for ME or floats.
2:05 what is that black and white gauge I see spinning occasionally on turboprops that’s between manifold press and tach? Always wondered
Helps with prop sync. It spins toward the engine with faster RPM.
turboprops don't have manifold pressures.
other commenter said (without saying as much) that it was a synchrometer
The likelihood of a failure in a twin is √2 higher, if both engines are equally reliable.
√2 is 1.4
and the severity of that failure may be lower
If both engines have a failure rate of once in 1,000 hours that means they have a probability of 0.999 to not fail in a given hour. The probability of both not failing in a given hour is 0.999 squared, which is 0.998001. The probability of that not happening (i.e. not having both engines operating, in other words one or both engines failed) works out to 1-0.998001=0.001999, which is once in about 500.25 hours. So about double the chance of at least one engine failing compared to a single engine plane with the same engine reliability.
@@igclapp yeah, I don't know what I was thinking. I screwed it up.
Can't wait to get my ME rating!
2:19 um, open the cowlings?