Multi-Engine Training - Part 1: The Drill

happy new year everyone its January 2019 and in the spirit of continuing improvement and lifelong learning one of my new year's resolutions is to add a rating for that reason I traveled to Mason City in Northern Iowa recently to seek twin-engine training from doc Rosenthal a highly experienced instructor pilot examiner an airshow pilot in this first video doc and I will take you through the drill the immediate steps we go through after we lose one of the engines in the second video will cover VMC the minimum control speed [Music] I tell Martin oh you good you have a good flight up from Cedar Avenue yeah it's nice so you want to do some multi-engine training huh I'm interested in learning about this yeah I think you're here to do that cool let's get started all right well let's get to it yeah so I've printed off some of the ACS here the commercial pilot ACS a lot of the tasks that we have to do quite frankly are the same tasks that you would do to get your commercial and the reality is that a baron is just a bonanza with two engines so we're gonna focus here today on the things that are really the heart and soul the meat if you will of the multi-engine rating the things that are really different from exact single yep and I guess one of the things points that I want to get across to you is that when you go to get a multi-engine rating sadly the training you get is designed to pass the test the training in some areas is terribly inadequate and so we're going to dig a little deeper into what I believe and I'm gonna share with you some of my philosophies about flying multi-engine airplanes and why it's different and how important it is and and so that's what we're here to accomplish okay one of the tasks we're gonna have to do is feather and restart so in the this is the really the heart the meat of the whole multi-engine training and to feather an engine there are there are lots of different methods there people teach it different ways but I'm pretty hard over about teaching a method called the drill first of all when the engine when an engine fails in a multi-engine airplane I don't care how experienced you are or how much you've done this if it's totally unexpected there is going to be a moment of shock panic terror whatever you want to call your body is going to take a big push of adrenaline okay yes and adrenaline will change your vision from 180 degrees to two inches at 2,000 yards all right it will light up your heartrate it will slow down your brain it it will destroy your fine motor skills and one of the things we have to do is train to get through that phase and go from being a a monkey on drugs the drug is adrenaline to a functioning pilot that's actually flying the airplane mm-hmm because when we're flying this airplane that went from a hundred percent performance to thirty percent performance how finesse fully we fly the airplane is gonna have a lot to do with how well it performs and what the likelihood of a successful outcome on four thousand feet of concrete somewhere of course and so we need strategies that get us through that and they need to be regularly reinforced recurrent training and that's one of the things that you really have to commit to do if you're gonna fly multi-engine airplane is fly it professionally and commit to recurrent training and then when it happens unexpectedly in for real you will still go through that phase where you take the big shot of adrenaline you're gonna have some panic some terror whatever but you have to have strategies and tools to get through that phase get your vision from here back out to here regain your fine motor skills and fly the airplane finesse fully and accurately to a successful landing on an airport and that's hard to train for because by definition and training you do expect it to happen and outside of training you don't but here's the deal everybody says will rise to the occasion okay pilots do not rise to the occasion they sink to the highest level of their recent training and the longer ago that training was the lower that levels going to be because flying is a perishable skill it's a good way to put it so let's talk about the drill engines can fail and numerous different phases of flight they can fail on the runway before we've left the ground right what would be your response if the engine failed on the runway I would cut the power and come to a stop on the runway that's correct if you have any sense that anything is going wrong on the runway stay on the ground stay on the ground all right it gets dicey ER once we've left the ground I think I can say almost categorically enlight twins if you have an engine failure and the gear is down we should pull the power back and land okay and if we have an engine failure and the gear is in transit then we're going to do what's called the drill and we are gonna beat this into your brain at the same place in your brain where mary had a little lamb' exists and the drill goes like this here write this down if we write we remember about to pitch for blue line mixtures props throttles flaps gear identify verify feather mixture engine failure checklist so the first thing you're gonna do when this engine some people will say expletive that's okay that is relaxing almost a little you're going to push the nose forward basically nose on the horizon initially because if you hold the climb attitude you have your speeds gonna go away I'm gonna decay rapidly the next thing we're gonna do is we're gonna push the mixtures forward now if it's right after takeoff they should be forward okay yeah then you got to come over to the propellers and you're gonna push the props full forward uh-huh slowly and deliberately and then you're gonna push both throttles full forward mixtures props throttles okay we're gonna come down and again Barun they're backwards flaps up they should be up but we're gonna verify that gear up it should be in transit because if the gears down what were we gonna do lend Trey that's correct all right gears that identify we're gonna slap the dead leg to do that we need to look at the ball and push you know so if the ball if the airplane is Yan Yan we're gonna push to bring the ball back towards the center that's gonna be on the good engine side so we're gonna slap the dead leg that's the leg that's not pushing the rudder that's correct and the reason why we slapped a dead leg is because then we're gonna that's called identified mm-hmm and then we're gonna verify by pulling back the same throttle okay and if it gets quiet what are we gonna do push it up again because we pull it all on one back okay all right but verify by pulling the throttle back okay because if you pull back on the wrong throttle you can push it forward again yeah then we're gonna grab the same prop control we're gonna pull it all the way back to the stop and that will begin the Feather process uh-huh all right and then we're gonna pull the mixture now we're gonna take a minute and fly the airplane what are we gonna do with the bank five degrees - what's the good engine and we're gonna ease off on the rudder until we split the ball half a ball okay and when we get everything stable and we're away from the ground then we're gonna get out the engine failure checklist and what we want is we want the ball to be pointed directly at the earth right and when we put five degrees a bank into the airplane if the balls in the center it's pointed out it's not pointed at the earth so right the reality is we want the ball however much Bank we have yes that many degrees a bank out of Center mm-hmm because the ball should be pointed at the earth at all times in coordinated flight yes and that's how we determine that we're in coordinated flight us because the ball is pointed at the earth okay so that's the drill so we're going to do the drill over and over and over again and you'll be driving down the road in your car and you'll go boom engine failure pitch for blue line mixtures props throttles flaps up gear up identify verify feather mixture engine failure checklist only half time and when you can do that slowly and deliberately 100% of the time when I go boom engine failure I expect you to recite that without drawing a breath slowly and deliberately then we get in the airplane and you'll do exactly the same thing now once you start that process okay you're in this panic oh my god I lost an engine what do I do oh yeah the drill okay when you do that you take a little shot of endorphin all right that makes you feel good and your vision goes from here to here and every step of the way that you get that right your vision is going farther and farther and farther out now some will argue that if I'm right after takeoff I don't need to fool around with the gear and the flaps you know I just skipped that well I will guarantee you if you don't make that part of your ritual every time I can get you in a situation where you'll miss the gear and the flaps when they're in fact down have you ever taken off in the airplane have been three or four or five miles away from the airport and say why is this airplane not going I have on the gear what song exactly so ritual makes sense out of chaos and an engine failure and a light twin unexpected is chaos there is the cone of confusion helmet fire whatever word you choose to use when it actually happens and if you can throw in a piston coming through a cowling or a little fire out there just for good measure it's really you know chaos and you need a ritual and so this needs to be as deep in your brain as mary had a little lamb' and you can do it over and over and over again accurately slowly and deliberately the slower and more deliberately that you do it the faster and more accurately it will be completed because if you make a mistake here and you actually do feather the wrong engine it's game over you just became a glider and the engines not gonna come out of feather how about if you're say you're doing an instrument approach and you configured for landing would you still do all these steps so which you can what you continue the landing well I would go through those steps if I'm in the marker inbound and the gears down I'm not going to put it up because coming down a 3-degree glide slope there are very few light winds that will not maintain a 3-degree glide slope with one engine feathered so if the gears down a flap sort approach or if I'm if I lost the engine 20 miles away and I'm coming in my single-engine approach is going to be exactly the same as a two engine approach in every way possible oh that means gear down at the marker flaps approach at the marker the only difference about a single-engine ILS and a two engine ILS is we have zero tolerance for below the glide slope yes you know okay so maybe you say one dot hide and one dot low on a single-engine approach we want to be on the glide slope to 1 dot high so just nothing below the glide slope single-engine okay and I typically fly blue line plus 10 you know is the speed that I would fly single-engine approach so we've got some margin so if you get distracted and you lose airspeed you know you've got ten knots to lose before you get on the wrong side of the drag bucket that's the drill so the next step is we're going to sit in a chair and we're gonna do the drill over it because there's no point in getting in the airplane where you got all this extraneous noise and all of that until you have this firmly memorized brain and you can reliably and accurately execute it repeatedly all right so you know first glance you'd say this is kind of stupid but you've been to Oshkosh right mm-hmm if you go to Oshkosh and you see the pros if you go down to show Center and you watch them before they fly they go out and walk through their maneuvers okay what we're doing here they do that because it makes them perform better so what we're gonna do here is we're not walking we're sitting because we're gonna be sitting in our airplane we're gonna we're gonna bet in theory we're gonna walk through the maneuvers okay and so first of all I'm gonna talk you through it and then you know we'll work together to get you in the same place so we're at the end of the runway we've done our run up and we're ready to go and I'm flying the airplane you're riding right now and so it's my takeoff and so at the end of the runway I'm gonna say okay we're departing runway 3-0 at Mason City if I have a problem prior to gear retraction we're going to close the throttles and land straight ahead we got plenty of runway after gear retraction it will be mixtures props throttles flaps up gear up identify verify propeller mixture climb to a safe altitude do the engine failure checklist and come back around here in land and if you were my co-pilot I would say any questions that in a single pilot situation once you're comfortable with the decision you made now you've done that you've thought it through you've got a plan and the likelihood that you're gonna execute that plan is greater okay so now I just said it I'm sitting here I take off boom full power okay airspeed is alive temps and pressures good okay so I just somewhere around 50 60 knots I see that the airspeed is coming up all air speeds alive I'm gonna look at the oil pressure in the oil temperature that's the last time I'm gonna look at that make sure I've got a little pressure and the temperatures are not going through the mind temps and pressure is good okay red line and you're accelerating very quickly in a barren even a gross way you're accelerating very quickly red line is VMC +10 rotate and I'm gonna pull back on the yoke just like you would in a Bonanza establish if not I mean we've got more performance but we want speed so I'm just it's going to be a flatter probably a similar rotation to what you would do in a Bonanza get the airplane climbing positive rate to positive rates the altimeter and the vsi are showing positive gear up and when I take my hands off the throttles to put the gear up now I'm committed to fly and five seconds later boom engine failure pitch four blue line mixtures props throttles flaps are up gears up identify verify now I got a whole bunch full of boot full of rudder verify feather mixture now I'm going to fine-tune I'm gonna go back and I'm gonna fly very precisely I'm gonna raise the dead I'm gonna ease off on the rudder to split the ball and I'm gonna hold heading and fly right at blue line plus or minus a knot or two now I'm breathing again now I'm relaxing I've got altitude I've got airspeed now all I got to do is go back and fly a normal landing okay uh-huh so are you ready let me ask you one question that the part of that that sounds very difficult to me and maybe it isn't in real life is the identify you the other steps are more or less mechanical but but will I know at that time so you got 300 horse pulling on one side and a 7-foot disc dragging on the other side if you Center the ball if you do what you need to do with your feet to get the airplane pointed where it's going it's going to be a lot of force on your leg it's significant there will be no question all right so let's start again at the end of the runway briefing with departing runway 3-0 in Mason City if we have a problem before gear retraction speed we cut the power and then straight ahead we have a problem after we do mixture prop throttle flaps up gear up then we identify we verify the throttle feather mixture so get your hands and your you're reaching over here for the mixture and over here for the throttle so it's mixture props throttles mixture props throttles are in the middle yep all right that's very good all right that's that's the drill you're gonna work on that tonight so you can say it slowly and deliberately purposefully and and then we'll go sit in the airplane and we'll do it refresh it before we do it and then we'll get in here [Music] there today we're gonna move from the ground phase that we to all the stuff we talked about and we're gonna go flying this will be our introductory flight the objective here is to first and foremost get you comfortable in the airplane and then we're gonna introduce all of the concepts that we talked about yesterday all right so we did it at the table now it's tan in the chair now it's time to do it in the airplane where it's nice and quiet here and that'll be the last step we go fly so let's start with the pre-take-off briefing and then we'll go through the drill alright we are going to depart from runway 3-0 at Mason City any anomaly before gear retraction we the throttles and Len straight ahead if we have a problem after the gears up we go through the drill which is pitched for blue line mixture props throttle flaps up gear move it to no gear up identify verify feather mixture and then check this one we have the time okay and then we're taking off all right we're taking the runway power to 25 inches s beat is alive pressures and temperatures look good red line plus 10 rotate accelerate boom mixtures propellers throttles flaps up gear ah that's why we do gear up every time because you forgot to retract the gear after takeoff and so anybody that tells you to skip the gear sooner or later they'll get caught that's a perfect example of why absolutely here let me start over we're taking the runway power to 25 inches s beats alive pressures and temperatures good redline +10 rotate positive rate gear comes up accelerate the mixture prop throttle flaps up gear up identify verify feather mixture and then the checklist very good let's go flying it's been alive which is precious goods five inches at +10 all the defrayed gear up okay you feel pretty comfortable in the airplane it looks like it yep feels just like home right so far yeah yeah something tells me that will change see good clue so if we were flying along and altitude and all at once an engine started to run rough we might take time to diagnose we might look at our fuel pressure feel flow we've got fuel flow oil pressure everything doesn't work but when we ultimately decide you know what that engines not running we're gonna have to shut it down I believe the best way to shut it down is to go back to what we know and we've trained and that's the drill but so boo for whatever reason we have decided to shut down the left engine okay so we're gonna execute the drill so let's do that all right so if any of margin above the blue line you're at the pitch for blue line we're a level right level and yep okay oh this Ehlers bottle just a good wonder yep peps are off gears up I'm pushing right rubber sole identified certified great feather get all the way damp and mixture and check this bouquet shut down the office half of all the offspring straight back and sip the wine well if you're a blue on your if you climb in a thousand feet of it huh well this is good man this is good an airplane flies we'll get rid of that gear or the airplane flies just fine right that really does you could shoot an iOS with this airplane right that's all we got to do okay we have a little good I'll restart checklist fuel on down there turn it to on which is straightforward a throttle orange mixture rich your pump on low at Creek and Frank [Music] all right that's how it flies I bought engine I had a lot of fun flying the Baron with Doug and as you can imagine there's more to twin-engine flying than shutting down an engine and the next video will cover what may be the most important that most critical concept of multi engine client minimum control speed of BMC and for those of you with a strong interest in multi engine flying and a special treat I have a full-length recording of my ground school session with Doug available here as always if you like this video please give it a thumbs up here on YouTube and subscribe to my channel by clicking here see you next time [Music]

Channel: Martin Pauly

Views: 164,550

Keywords: flying, twins, twin engine, multi engine, multi engine rating, AMEL, airplane, aircraft, beechcraft, baron, beech baron, beech, doug rozendaal, rozendaal, pilot, instructor, flight instructor, drill, the drill, engine out, one engine inoperable, one engine inop, OEI, training, recurrent training, flight instruction, instruction, multi rating, twin rating, VMC, minimum control speed, mason city, airport, hangar

Id: L_KGu2CFUU4

Length: 26min 18sec (1578 seconds)

Published: Fri Jan 04 2019