Roost Air Lounge => General Discussion => Topic started by: Turbomallard on October 21, 2006, 03:18:42 AM
Title: Duck going multi
Post by: Turbomallard on October 21, 2006, 03:18:42 AM
So here I am at the Sleep Inn in St. Charles, MO. If all goes well (ha ha ha ha ha ha) I should have a multi engine rating in 48 hours. A friend and I were going to do this together... he called and was going to pick me up as planned tonight. While I was standing outside waiting for him my cell phone rang-- his step dad had a heart attack and he had to cancel! So I piled my crap in my car and drove 185 miles after a full day at work... wish I was 20 years younger! Anyway, if any of you in the St. Louis area see a Duchess limping around on one engine... get the hell out of the way-- there's a duck at the yoke!
TM
P.S. Pepperidge Farm is NOT kidding about the "Burstin' BBQ Cheddar" on the "flavor-blasted" Goldfish... yikes! Cough, cough... great dinner...
Title: Re: Duck going multi
Post by: switchtech on October 21, 2006, 03:39:43 AM
Hey!
Good luck on the Multi!
Remember this saying:
There's no such thing as too much runway, or too many ratings.
OK, I just made thta up.
jbs
Title: Re: Duck going multi
Post by: Stef on October 21, 2006, 09:42:00 AM
Good luck man! (I mean duck!) Keep your chin up, okay? Oh and the plane too!! |:)\
Title: Re: Duck going multi
Post by: Mike on October 21, 2006, 06:15:58 PM
Good luck Duck ! (hey...that rimes !! ;) )
I've flown the Duchess. Should be fun (and a lot of work). Keep us posted!
Just think! After that you'll be able to fly with TWO rockets on your back legally !! ;D
Title: Re: Duck going multi
Post by: Turbomallard on October 21, 2006, 10:32:48 PM
Thanks for all the good wishes!
Did 3.0 in the airplane today, and it's still usable ;)
Weather and my skill level (cough, cough) will determine if we'll get everything done tomorrow or I'll have to come back next weekend (I expect and planned for the latter... I've been skeptical of the five hour multi deal, at least for me).
Now it's time to leave the motel and find some duck chow...
TM
Title: Re: Duck going multi
Post by: TheSoccerMom on October 21, 2006, 11:35:41 PM
Hey Duck!!
Best of luck on the training, it sounds like all will be well as long as you don't spill those darned BBQ Goldfishies all over the cockpit!!
You'd better watch out driving back home, though -- you'll have that enormous thigh muscle from so many hours of holding that rudder -- if it's the gas foot, you'll get a speeding ticket!!! :D :D
Enjoy the rest of your flying!! Hope the weather holds for you. ;) ;)
The Soccer Mom**
Title: Re: Duck going multi
Post by: Turbomallard on October 22, 2006, 02:58:14 AM
Best of luck on the training, it sounds like all will be well as long as you don't spill those darned BBQ Goldfishies all over the cockpit!!
You'd better watch out driving back home, though -- you'll have that enormous thigh muscle from so many hours of holding that rudder -- if it's the gas foot, you'll get a speeding ticket!!! :D :D
Enjoy the rest of your flying!! Hope the weather holds for you. ;) ;)
The Soccer Mom**
Thanks! The goldfish are smart... they stay in the hotel!
Just checked the TAF... 14G24, 90 degree Xwind on a 50 ft wide 3,000 foot long runway. Gulp. Mesa no tink so! I need more time just sitting in the airplane just going through checklists, though, so I can do that and then bail for home. I wouldn't mind getting home around dinner time and decompressing before going back to the day job Monday AM! And I can play in the Frasca 142 at home with some multi procedures, too, during the week. That's mainly what I need at this point... I can talk about it all day no problem, but the multitasking of doing it in the air is a bit much after only three hours in the airplane (at least at my age... 10-15 years ago it would have been much easier... back in grad school I used to think nothing of the "book a week per class" reading and comprehension bit... I think I burned out too many brain cells doing it, though).
Time for some alka seltzser (urp) and maybe some more book review. I hope the bloody junior high school girls basketball team goes to bed soon... actually I think they're a track team the way they keep running up and down the hall over and over. Hmmmm... time to use some good old duck deviousness. Step one, find the switches for the hallway lights and darken a selected area of the corridor. Step two, string a line across the corridor at a height of about eight inches. Step three, proceed back to room and wait for the inevitable.
TM
Title: Re: Duck going multi
Post by: Gulfstream Driver on October 24, 2006, 08:19:18 PM
Were you able to break any ankles at the hotel last weekend?
Title: Re: Duck going multi
Post by: Turbomallard on October 25, 2006, 02:40:00 AM
No, but when I got up the next morning a tourbus of retirees (lucky people, them) had come in and they had all taken over the room where the continental breakfast was served... it was packed with people with name tags all asking one another if they had slept well.
Gulped down cereal and headed back to the airport. Got in one flight, but no checkride-- too bumpy. Also, the day before I got a DEMO of an engine failure, and flew an approach (on two engines) visually... then there we are up in turbulence, I'm under the hood for the first time flying an approach, and got my first engine failure... all this at once. Needless to say, I didn't do well. :-\ Then we had a gear light failure that took about 10 minutes to troubleshoot, then we headed home (further away than usual since the nearby airport where they typically do appraches was closed). I have a whopping four hours time now. They tell me about another 1-1.5 and I'll be done, but that seems hopelessly optimistic to me. I just don't see the five hour deal working for me-- I'm not that good, at least not as I was 20 years ago. ;) But I hope to go back down there again Saturday (and stay over if need be). With a little luck, I'll be able to finish up. Hope so-- spending weekends on this does not make for time to decompress before returning to work on Monday morning.
Anyway, I'm glad I am doing this... I think! ???
TM
Title: Re: Duck going multi
Post by: fireflyr on October 25, 2006, 03:41:00 PM
Hey Duck, Sounds like you're having fun--don't know about other folks but when I'm doing approaches, I don't use the rudder trim at all if they fail an engine---gets too busy if they give it back or you have to make additional power reductions on the working engine. Just thought I'd toss that out for one hint---any of you other CFI's got hints about what works for you? The only time an engine pop NEEDS immediate attention is on takeoff (your head should be prepped BEFORE you shove the levers forward)---other times, take a moment to analyze what's going on before you start yanking levers. If it takes an extra hour or so of duel to feel confident then so be it---you can't rush safety. Sounds like you're doing just fine though
Title: Re: Duck going multi
Post by: Baradium on October 25, 2006, 08:35:28 PM
I like to throw in a little rudder trim just to relieve the amount of pressure I have to keep with whatever foot. Get to a big enough airplane and it gets to be a lot of force if you have to add power.
There are different schools of thought there. Do whatever you feel more comfortable with.
Just remember that there's no reason to rush. You've got plenty of time, flying the plane comes first, then the engine.
Of course, I'm not a CFI either. I just found that with the 1900 it's a whole lot of force to be applying without any trim in. I see it as something that releases workload and stress. Cutting down the rudder force some goes a long ways towards making the approach feel more "normal." I don't remember back to the multi training if I used the trim a lot or not... but with the 1900 I found that if I didn't roll some trim in my leg would start getting pretty tired.
I also think that if you're really working to keep rudder in, you're paying more attention to it than you would have to otherwise, which takes attention away from the approach/landing where you need it.
Just my .02
-Ryan
Title: Re: Duck going multi
Post by: FB41 on October 26, 2006, 04:46:42 PM
Hiya Duck:
You really screwed up now... AMEL is a BIG addiction! Once you get 2 throttles in your paws (webs? ;)), a single just won't cut it anymore (unless it’s on floats, but that's ANOTHER addiction! ::))
The Duchess is so benign on 1 engine that you should be able to hold the rudder easily- barring any physical infirmities.
Once you go through the dead engine recognition drill, then you can set trim if need be; just remember it will give you grief when add power back to the "dead" engine.
You never have to really hurry with the engine-out drill, but you do want to feather the dead prop before RPM falls below 1000 or the stop pins will pop out preventing it. You should have somewhere between 45-60 seconds to do the whole drill all the way to feathering and that is a lifetime!
Once the dead engine is secured, take a breath, relax and then go thru the checklist for single engine operations (cross-feed, trim, speeds, restart, etc). You'll be surprised to note that the BE-76 can hold altitude just fine with you and the MEI in it. Just keep the plane at Vyse ("blue line") or above and the bird will fly just fine.
One major thing though: If its hot or high, the plane WILL NOT climb worth a damn, so plan on aborting take-offs straight ahead or stopping on the runway. If you get airborne to an altitude that won't let you run in to anything, REGARDLESS HOW HIGH, level off, and go through the drill to ID and feather and then LAND!
If the engine fails in the VFR pattern, or on the approach (an ILS, I hope!), declare it and just fly normally- don't do anything except identify the dead engine, feather the prop and secure the mixture on the DEAD engine (You wouldn't believe the number of times the GOOD engine mixture is pulled!). Leave the rudder trim alone; as you decelerate for landing, the plane will come about naturally.
Don't worry about doing any cross checks or restart drill while in the pattern or on the approach- they're pointless as you are going to LAND and sort things out on the GROUND where you can't get hurt!
You DO want to tell the examiner and your MEI your plan, so they won't think you're a ninny. ;a good place to do that is during the pre-flight, take-off and landing briefs.
One final thing: Don't forget to do the GUMPS check; it's way too easy to forget it in the heat of the moment.
By the way- all this comes from personal experience. I've had more than a few actual failures 1 of which was in a Duchess, just as I got the gear up!
Title: Re: Duck going multi
Post by: FB41 on October 26, 2006, 04:47:42 PM
Hiya Duck:
You really screwed up now... AMEL is a BIG addiction! Once you get 2 throttles in your paws (webs? ;)), a single just won't cut it anymore (unless it’s on floats, but that's ANOTHER addiction! ::))
The Duchess is so benign on 1 engine that you should be able to hold the rudder easily- barring any physical infirmities.
Once you go through the dead engine recognition drill, then you can set trim if need be; just remember it will give you grief when add power back to the "dead" engine.
You never have to really hurry with the engine-out drill, but you do want to feather the dead prop before RPM falls below 1000 or the stop pins will pop out preventing it. You should have somewhere between 45-60 seconds to do the whole drill all the way to feathering and that is a lifetime!
Once the dead engine is secured, take a breath, relax and then go thru the checklist for single engine operations (cross-feed, trim, speeds, restart, etc). You'll be surprised to note that the BE-76 can hold altitude just fine with you and the MEI in it. Just keep the plane at Vyse ("blue line") or above and the bird will fly just fine.
One major thing though: If its hot or high, the plane WILL NOT climb worth a damn, so plan on aborting take-offs straight ahead or stopping on the runway. If you get airborne to an altitude that won't let you run in to anything, REGARDLESS HOW HIGH, level off, and go through the drill to ID and feather and then LAND!
If the engine fails in the VFR pattern, or on the approach (an ILS, I hope!), declare it and just fly normally- don't do anything except identify the dead engine, feather the prop and secure the mixture on the DEAD engine (You wouldn't believe the number of times the GOOD engine mixture is pulled!). Leave the rudder trim alone; as you decelerate for landing, the plane will come about naturally.
Don't worry about doing any cross checks or restart drill while in the pattern or on the approach- they're pointless as you are going to LAND and sort things out on the GROUND where you can't get hurt!
You DO want to tell the examiner and your MEI your plan, so they won't think you're a ninny. ;a good place to do that is during the pre-flight, take-off and landing briefs.
One final thing: Don't forget to do the GUMPS check; it's way too easy to forget it in the heat of the moment.
By the way- all this comes from personal experience. I've had more than a few actual failures, 1 of which was in a Duchess, just as I got the gear up!
Title: Re: Duck going multi
Post by: fireflyr on October 28, 2006, 05:00:19 AM
Thanks FB41, I guess that's what I was saying, I just didn't give enough detail. Baradium, he ain't flying a 1900 -yet- the no trim advice (on approach only) was hard won experience in a wide variety of aircraft including a 99 which NEEDS trim in other configurations.
Title: Re: Duck going multi
Post by: TheSoccerMom on October 28, 2006, 05:26:39 AM
Hang in there, TM -- it's gonna be worth it! 8)
If your CFI is worth a hoot, he'll (she'll?) have you fly an engine-out approach with trim in, and another one with it out. No rush -- get to know the airplane. If he's in too big a push to let you play with it and see the differences, then throw a goldfish at him and do it anyway. ;D
There are a lot of airplanes where it's not usually worth the extra step to roll it in when your workload on the approach is so high, but you should play with it and see what YOU think. All the advice here has been great, too! ;)
I flew with a very UNIQUE bear of a guy once, years ago, in Alaska, and his OFFICIAL engine-out procedure had a (MANDATORY) first step of: Throw your hands straight up in the air, wiggle them furiously at the wrists, while shrieking in a high falsetto voice "MY MY MY MY MY!! The engine has just quit!"
I tell you what, I thought I was airborne with a completely insane looney case, until I realized his whole point was to NOT RUSH AND MAKE A MISTAKE WORSE than having your engine fail. It worked... those extra seconds to make SURE to assess the situation correctly were a lesson learned. A lesson I was glad he got across in such an unforgettable fashion.... he looked like a big, wild bear, and to see that vision over there in the right seat, waving in a delirious manner, hands fluttering, with that soprano voice coming out of such a large man, well, it is forever planted in my "emergency procedures".
Which brings up the BIG question.... are you still having fun??!? I sure hope so!!
Enjoy!!!! |:)\ |:)\
Title: Re: Duck going multi
Post by: Turbomallard on October 29, 2006, 02:20:04 AM
Thanks Ma!
Am headed down there (3SQ) in the morning-- taking my Arrow this time so no three hour drive! Do some dual in the Duchess, ground, checkride after lunch. Gulp. I guess I'm ready. I'm a little anxious because five hours doesn't seem like much to me... I feel like I'm still getting to know the airplane, let alone the nuances of two engine (or more accurately single engine on a twin) work. But two of my friends have done it, so I guess it's doable. The owner of the FBO where I instruct part time has decades of experience, including over 1,000 hours dual given in Twin Comanches, and he said in his opinion 10-12 hours is more common, so I guess I should stop beating myself up. (Ever watch a duck beat itself up? It's not pretty-- lots of quacking and feathers everywhere).
Today I took a day off, and man did it feel good! Two weekends ago I was in Chicago on a work related trip (they conned me into it because I would have the opportunity to meet Captain Jim Lovell) then last week of course I was doing multi training away from home again. No days of from work and sim and instruction some nights and I didn't realize how exhausted I was. For much of the day today I did... NOTHING! Well, I cleaned the house and went grocery shopping. After breakfast I activated the gas fireplace, made some more tea, but some Vivaldi CDs on, gathered up my two pets, and plopped into the recliner with the Duchess POH. I think I stayed awake for about five minutes!
Anyway, I'm rarin' to get this done tomorrow. Cross your fingers for me!
TM
Title: Re: Duck going multi
Post by: Baradium on October 29, 2006, 04:22:07 AM
remember the time change! ;)
Title: Re: Duck going multi
Post by: Turbomallard on October 29, 2006, 04:26:23 AM
You bet! It's how I'm going to get a good night's sleep! Thing is, I still haven't found a cure for the "duck neck" ache thing... no matter how you do it, you end up with a sore neck when you have to turn your head 180 degrees and tuck your beak under your feathers...
AFLAC!
TM
Title: Re: Duck going multi
Post by: TheSoccerMom on October 29, 2006, 04:27:07 AM
Oooh, good point, about the clocks changing -- man!! That'd be one I would forget!! OOPS.
I'm sure you'll do fine, Duck... we want to hear all about it. I'm glad you took a little "breather" day -- sometimes we get so wrapped up in studying stuff, we get to that fuzzy plateau where no more learning is going on anyway. (Some of us have entire life spans like that.) ;)
Enjoy the flight!! It'll go great.
|:)\ |:)\ |:)\ |:)\
Title: Re: Duck going multi
Post by: Baradium on October 29, 2006, 04:34:06 AM
entire life spans!!! hehehe
I want to hear about it too.
I want to hear more about the "fuzzy plateau" too... that's an interesting mental image. ;)
Title: Re: Duck going multi
Post by: TheSoccerMom on October 29, 2006, 11:28:39 PM
You know -- it's that spot you (or at least I!) get to when you're studying, cramming numbers, trying to stuff in every little item an examiner may ask, where you suddenly realize your head is full, and you can't even learn anything else... it just becomes a useless enterprise from that point on. That's what I meant, about taking a break and just doing something totally spearate from aviation.... maybe that's just me, but I get where I need to intersperse things when I'm studying.
I guess my brain is just too TINY!!! ;D ;D
That's what I meant by the "fuzzy plateau".... I've seen it in students, so I figure I am not completely alone in this! Or, am I????
Title: Re: Duck going multi
Post by: Turbomallard on October 30, 2006, 04:38:07 AM
Well, it was a long day but it's done... add another rating to the list. This is it... no more!
Duck signing off and going to bed...
TM
Note: I said no more ratings in March right after I got my CFII, too...
Title: Re: Duck going multi
Post by: TheSoccerMom on October 30, 2006, 04:55:52 AM
CONGRATULATIONS!!!!!!!!!!!
WAY TO GO!!
What a duck!!!
Have a good rest -- we'll look forward to your stories.
Congrats! 8) 8) 8) 8)
Title: Re: Duck going multi
Post by: fireflyr on October 30, 2006, 03:01:10 PM
Congratulations---you are now a many-motor duck---hell, last week you couldn't even spell that! You are now capable of doubling the chances of an engine failure---I guess that's progress :-\
Title: Re: Duck going multi
Post by: Gulfstream Driver on October 30, 2006, 03:31:47 PM
Good job, man! On to MEI!!!
Title: Re: Duck going multi
Post by: Frank N. O. on October 30, 2006, 05:52:06 PM
Congratulations Turbo! |:)\ Hehe, maybe Stef need to update the avatar now like was suggested earlier in the thread 8) :D
Frank
Title: Re: Duck going multi
Post by: C310RCaptian on October 31, 2006, 07:15:55 PM
Congratulations Turbo! Knew you could do it! ;D
Title: Re: Duck going multi
Post by: Baradium on November 02, 2006, 09:43:23 PM
Congrats!
How many hours you end up doing it in? Mighty quick program there.
Title: Re: Duck going multi
Post by: Turbomallard on November 05, 2006, 01:04:33 AM
About eight by the time I got done for various reasons. Ideally I'd have liked more time... I felt rather rushed.
TM
Title: Re: Duck going multi
Post by: Baradium on November 05, 2006, 02:22:48 AM
I'll bet you did. I spread my multi out over more than a semester's worth of time. Did you get a commercial multi, or a multi with private privelidges?
Title: Re: Duck going multi
Post by: Turbomallard on November 05, 2006, 02:03:58 PM
I did the commercial multi instrument deal. I figured I'd do the whole thing so long as I was there. Not sure if I'll ever get to fly a multi engine airplane ever again, but I have the experience, at least. Now I'll have to try and figure out what else to do. It'll have to be cheap, though... my Arrow got nailed with a prop hub AD and will likely need an engine overhaul next year.
And now if you'll excuse me, I need to go out and rob a bank to pay for it...
Oh, wait... it's Sunday.
Never mind. ;)
TM
Title: Re: Duck going multi
Post by: Mike on November 05, 2006, 11:17:26 PM
Congrats Duck!! I just now read through the thread again.....
Oh no! You said the "O" word!! How much will that cost you on an Arrow??
Title: Re: Duck going multi
Post by: Turbomallard on November 06, 2006, 01:09:49 AM
By the time all is said and done, about $25K. I was going to have it done in January, even though the annual is good until end of June. Then I got hit with a prop hub AD. So, I'm going to get that done in January, then fly until July (I can't afford the AD and the annual at the same time). Hopefully my 1997 Saturn will last another two or three years or I'm really screwed! But, as my friends told me almost six years ago when I decided to buy an airplane... you have to be prepared to open your wallet and smile. If you can't do that, don't buy one. ;)
TM
Title: Re: Duck going multi
Post by: Mike on November 06, 2006, 04:50:28 AM
A wise man once said:
If god would have wanted us to fly, he would have given us bigger wallets!
Title: Re: Duck going multi
Post by: Frank N. O. on November 08, 2006, 04:44:47 PM
I was just wondering, besides the obvious of having two sets of instruments and engine/prop controls then how much more complicated is it fly a twin vs. a single prop stuck wing? Like a Piper Arrow (I think that's what it's called now, I don't know all the Piper variants) vs a Seminole?
And btw, which way should the engines rotate again to make it controllable with just one engine (opposite of what the Lightning had from the factory)?
Here's a little funny picture I found a long time ago which I just think is so funny, but I'm convinced it's not legal to do that :D
Frank
Title: Re: Duck going multi
Post by: Turbomallard on November 08, 2006, 10:26:01 PM
It's not a big deal at all unless one of the engines quit, especially the critical engine, if the plane has one. Light twins (emphasis on light) lose approximately 80% of their performance as a rough figure when an engine quits (hence the old joke about the nice thing about flying a light twin is that if one of the engines quits the second one takes you right to the scene of the crash). So, it gets interesting, and that's what most of the training deals with.
Twins with contra-rotating props are easier to fly on one engine... to make a long story short, the downgoing prop blade on both engines (the blade that generates more thrust) is closer to the centerline of the aircraft than a twin that has both it's props turning in the same direction. On a typical American light twin with engines that turn in the same direction, the props turn clockwise, hence the downgoing blade on the right engine-- which is generating more thrust-- is even further out from the centerline of the airplane, making things that much more "interesting" if the left engine is the one that quits.
The above statements are an oversimplification and leave out a lot, but this was done intentionally to keep this from being a 10-page essay, so no need to flame me for an incomplete explanation. ;D
TM
Title: Re: Duck going multi
Post by: Frank N. O. on November 09, 2006, 02:24:25 AM
No flaming at all, that's a fine base explanation for my question, thank you very much it was exactly what I'd hoped for. Except that it looses 80% of the performence then that really seems to diminish the idea with a twin in my book, except the zero torque from contra-rotating props of course. I'd thought twins (contra-rotating ones) would have a fair more safety in case one engine fails then you'd still have power to maneuver to a safe landing depending on where you are, and knowing energy management a'la glider pilots and Bob Hoover would of course only make it even better (although that will aid any fixed wing pilot of course). I'd actually thought the figure was a little closer to 50%, like maybe 60-65% but I guess I was wrong.
Does anyone know if Seminoles and Beech Baron's have contra-rotating props (in the safe direction)?
Frank
Title: Re: Duck going multi
Post by: Turbomallard on November 09, 2006, 04:25:24 AM
It's mainly an issue with light twins. It's one thing to lose 80% of your performance on something that climbs at 5,000 feet per minute... and another to lose that same percentage of performance on something that climbs at 1,000 feet per minute. Smaller lighter twins with various characteristics (it's too late and I'm too tired to look it up) do not have to maintain a positive rate of climb on a single engine; most larger/heavier ones do. But yes, given a choice of something like a Duchess or a Malibu, I'll take the Malibu. Granted, if the lone engine quits you have a big problem, but you have a big problem in a light twin if just one of the engines fail, so you've multiplied your chance of a problem with two engines.
There's more to it than that, and I'm sure the folks in the forum here know more than me, and some may disagree, but that's my take on the deal and I'm stickin' to it! ;)
Plus, renting the Duchess is too bloody expensive (double the fuel rate of my Arrow and only a little faster and carries a little more weight).
TM
Title: Re: Duck going multi
Post by: Baradium on November 09, 2006, 06:12:52 AM
Seminoles do have contra rotation props (an O-360 and an LO-360).
A big reason you lose so much performance is you have to add a lot of drag to counteract the torque from a single engine beside you. You get added lift from the prop wash (accelerated air over the wing from that engine), which you have to counteract on the other wing (more drag!) and then you have to add a bunch of rudder (which is a BUNCH of drag!).
Larger aircraft (such as a baron and up) tend to have larger engines that can take it. A seminole will climb empty, but isn't all that great... and the problem isn't just its performance, the performance isn't what gets you, it's that if you try to get more than it's capable of it can kill you... you get behind the power curve, and then performance decreases when you increase pitch, you keep pitching back to get more performance and it gets worse until eventually you stall... not good at all when you have full rudder one way with full power on the live engine...
The biggest thing you have to train for is the idea that even at full power, "blue line" (VYse, which is described on the airspeed indicator with a blue line and is the best climb rate you can get single engine) might not even let you maintain altitude. It's the training to let the aircraft descend if it wants to (even if it means setting down off airport). What gets people is the thought that they have to make an airport because they have a running engine. Sometimes you just have to swallow your pride (and there are many such situations in aviation).
Title: Re: Duck going multi
Post by: fireflyr on November 11, 2006, 03:48:42 AM
Yes Frank--the duck is right on with that 80% performance loss with 50% power loss--some are even worse (the 150 HP Apache comes to mind). Flying a light twin is an excercise in inertia management if you lose one, your head needs to be ahead of the airplane, that's where training and plannining for emergencies saves lives. Unfortunately, the rate of fatal accidents in light twins with an inop engine is HIGHER than the same number of singles with a power failure because folks try to excercise more options if they still have one running. In a single, you just concentrate on landing the damn thing successfully---in a twin, many try to get back to the airport without bending any metal----sometimes that's just not an option. As for me, I'll bend as much metal (controlled crash) as it takes to let me walk home. The boss can buy a new airplane but my butt is priceless! :D
Title: Re: Duck going multi
Post by: Frank N. O. on November 15, 2006, 04:13:59 PM
Wow that's scary, but it just shows just how much is involved in flying, both the pilot and the machine must work and no matter what the vehicle can/has then the pilot still has to understand physics, limits and not take chances, similar to cars with all their advanced safety things taking promising almost nature law-breaking safety.
Frank
Title: Re: Duck going multi
Post by: mphawk on July 09, 2016, 05:16:17 AM
