Multiengine Training

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Multiengine Training OperationsDave
JochmanGold Seal Master Flight InstructorFAA
Aviation Safety CounselorSeptember, 2001
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Single-Engine vs. Multiengine

• Single-Engine
• lower image appeal
• lower useful load
• lower climb rate
• slower cruise
• lower service ceiling

• Multiengine
• higher image appeal
• higher useful load
• higher climb rate
• faster cruise
• higher service ceiling

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Single-Engine vs. Multiengine

• Single-Engine
• longer range
• greater endurance
• lower stall speed
• lower fatal accident rate
• lower cost
• operating/maint cost
• acquisition cost

• Multiengine
• shorter range
• less endurance
• higher stall speed
• higher fatal accident rate
• higher cost
• operating/maint cost
• acquisition cost

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Piper Saratoga II HP vs. Seminole
Seminole 2/4 3800 lbs 1197 lbs 549 lbs 162
kts 15,000
Saratoga 1/6 3600 lbs 1204 lbs 592 lbs 166
kts 15,588
of Engines/Seats Max. Gross Weight Useful
Load Payload w/full fuel Cruise Speed Service
Ceiling
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Piper Saratoga II HP vs. Seminole
Saratoga 859 nm 6.2 hrs 18.5 gph 63 kts 1050
fpm 456,100
Seminole 770 nm 5.0 hrs 22.4 gph 55 kts 220
fpm 374,600
Range w/reserve Endurance Fuel Burn Stall Speed
(gear/flaps dn) S.E. Rate of Climb _at_ S.L. Cost New
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Multiengine vs. Single-Engine

• Summary
• Increased Performance
• Increased "image" Appeal
• Significantly Higher Cost
• Higher acquisition cost
• Higher operating cost
• Higher maintenance cost
• Higher insurance cost
• Safety Advantages Debatable

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Multiengine Glossary

• Blue Line Airspeed (VYSE)
• Airspeed that gives the best rate of climb with
  an engine out (VYSE), marked by a blue radial
  line on the airspeed indicator
• If an engine fails in a multiengine airplane, the
  blue line airspeed gives the best rate of climb
  or the least rate of descent.

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Multiengine Glossary

• Critical Engine
• The engine on a multiengine airplane that would
  cause the most difficulty in maintaining control
  of the airplane if it failed in a critical
  condition of flight, such as takeoff.
• To eliminate the critical engine, the right
  engine on some airplanes rotates counterclockwise
  while the left engine rotates clockwise. Thus
  the moment arm for both propeller disks is close
  to the fuselage.

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Multiengine Glossary

• Minimum Controllable Airspeed (VMC)
• Lowest speed at which the airplane is
  controllable with one engine developing takeoff
  power and the other engines propeller
  windmilling.
• The minimum controllable airspeed (VMC) is marked
  by a red radial line on the airspeed indicator.

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Multiengine Glossary

• Minimum Safe Single-Engine Airspeed (VSSE)
• The airspeed recommended by the airplane
  manufacturer as the minimum safe speed at which
  to perform intentional engine cuts.
• Never intentionally cut an engine below the
  minimum safe single-engine airspeed (VSSE). This
  speed is intended to reduce the accident
  potential from loss of control after engine cuts
  at or near VMC.

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Multiengine Glossary

• Accelerate-Stop Distance
• The runway distance required for an airplane to
  accelerate to V1 or VYSE, lose an engine at that
  speed, and then slow the airplane to a full stop.
• This definition of accelerate-stop distance
  applies to commuter and air transport category
  aircraft.

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Multiengine Glossary

• Accelerate-Stop Distance
  (small aircraft, gt10 occupants, Part 135
  ops.)
• The runway distance required for an airplane to
  accelerate to V1, lose an engine at that speed,
  and slow the airplane to a speed no greater than
  35 knots.
• I think the accelerate-stop distance should be
  called the accelerate-slow distance, because
  you dont have to stop. Even better, it could be
  called the accelerate-then-survive-the-crash
  distance.

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Multiengine Glossary

• Accelerate-Go Distance
• The takeoff roll distance required for an
  airplane to accelerate to V1 or VYSE and then
  continue the takeoff if an engine fails at that
  speed.
• The accelerate-go distance is not provided for
  all airplanes. This could be an implied
  admission by the manufacturer that the airplane
  can not accomplish this.

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Multiengine Training Syllabus

• FAA Advisory Circular 61-9B
• Practical Test Standards
• Multiengine Training
• Preflight Examination
• Flight Maneuvers and Procedures
• Ground Reference Maneuvers
• Flight at Minimum Controllable Landing Airspeeds

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Multiengine Training Syllabus

• Multiengine Training (continued)
• Stalls
• Maximum Performance Operations
• Control by Reference to Flight Instruments
• Use of Radio, Autopilot and Special Equipment
• Emergencies
• Emergency Operation of Aircraft Systems
• Engine-Out Emergencies

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Multiengine Training Syllabus

• Engine-Out Emergencies
• Propeller Feathering or Engine Shutdown
• Engine-Out Minimum Control Speed (VMC) Demo
• Engine-Out Best Rate-of-Climb Demo
• Effects of Configuration on Engine-Out
  Performance
• Maneuvering with an Engine-Out
• Approach Landing with an Engine-Out

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A Safety Question
Question Are multiengine airplanes safer
than single-engine airplanes?
Answer That depends on the pilot!
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A Better Safety Question
Question Are multiengine pilots safer
than single-engine pilots?
Answer That depends on the pilot!
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An Even Better Safety Question
Question Is the pilot flying this airplane
a safe pilot?
Or Am I a safe pilot?
Answer That depends on the pilot!
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The Best Safety Question
Question What can I do to be a safer pilot?
Answer Keep asking this question!
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Accident Statistics - Notes

• Accident statistics are available, but total
  hours/miles flown are not generally available.
• It is impossible to calculate accident rates.
• Accident statistics do not matter if you are the
  one who had the accident.
• We can examine the causes of accidents that do
  happen and try to avoid these causes.

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Single-Engine, Fixed-Gear Pilot-Related Fatal
Accident Causes

• Maneuvering Flight (38.8)
• Takeoff and Initial Climb (20.7)
• Approach (11.6)
• Weather (10.7)

Source 2000 Nall Report, AOPA Air Safety
Foundation
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Single-Engine, Retractable-Gear Pilot-Related
Fatal Accident Causes

• Maneuvering Flight (23.7)
• Takeoff and Initial Climb (20.3)
• Approach (20.3)
• Weather (13.6)
• Note slightly lower than fixed-gear for
  maneuvering, takeoff and climb, higher for
  approach and weather

Source 2000 Nall Report, AOPA Air Safety
Foundation
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Multiengine Pilot-Related Fatal Accident Causes

• Takeoff and Initial Climb (28.9)
• Approach (28.9)
• Weather (15.8)
• Note maneuvering less of a factor than
  single-engine, but other causes more important.

Source 2000 Nall Report, AOPA Air Safety
Foundation
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Multiengine Fatal Accidents

• Hypothesis
• Multiengine pilots are not good at handling
  problems during takeoff and climb out.
• Multiengine pilots are surviving problems during
  the maneuvering or cruise phases of flight, but
  then crashing during the approach.
• Multiengine pilots are taking greater risks with
  the weather.

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of Accidents that are Fatal
33.6
15.9
Source 2000 Nall Report, AOPA Air Safety
Foundation
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Multiengine Fatal Accidents

• Accidents in multiengine airplanes are twice as
  likely to be fatal compared to single-engine
  airplanes.
• What does this mean? Hypothesis ...
• Multiengine airplanes are more dangerous.
• Multiengine pilots are more experienced and dont
  have the minor accidents that less experienced
  pilots have.
• Pilots take bigger risks in multiengine
  airplanes, especially with the weather.

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Engine-Out Performance

• Title 14 of the Code of Federal Regulations
  (Federal Aviation Regulations) 23.67

IF MGW gt 6000 lbs OR IF Stall Speed gt 61
knots THEN Single Engine Rate of Climb _at_5000
? .027 (VS0)2 WITH Gear Flaps Up Dead
Engine Feathered Cowl Flaps on Good Engine
Open
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Engine-Out Performance

• Title 14 of the Code of Federal Regulations
  (Federal Aviation Regulations) 23.67

IF MGW lt 6000 lbs AND IF Stall Speed ? 61
knots THEN Single Engine Rate of Climb NOT
REQUIRED!
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Engine-Out Climb Performance
Aircraft Piper Seneca Piper Aztec Beech Baron
D55 RC 500S Shrike Cessna 310
Required ROC N/A N/A 121 fpm 107.16 fpm 110.2 fpm
Actual ROC 0 fpm 50 fpm 121 fpm 129 fpm 119 fpm
Source AOPA
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Engine-Out Climb Performance

• Consider 120 fpm at 95 kts
• 4011 feet distance required to climb 50 feet
• 8022 feet distance required to climb 100 feet
• 3.3 nm distance required to climb 250 feet
• 6.6 nm distance required to climb 500 feet
• 13.2 nm distance required to climb 1000 feet
• Note turns, turbulence and/or imperfect
  technique will increase distance and reduce climb
  performance

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Engine-Out Climb Performance

• When one engine is lost in a light twin, the loss
  in climb performance is 80-90.

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Engine-Out Climb Performance
Airplane Beech Baron 58 Beech Duke Beech Queen Air
Loss 80.70 80.82 83.53
Source AOPA
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Engine-Out Climb Performance
Airplane Cessna 310 Cessna 340 Cessna 402B Cessna
421B
Loss 78.13 83.33 86.02 83.51
Source AOPA
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Engine-Out Climb Performance
Airplane Piper Aztec Piper Navajo Piper Seneca
Loss 83.45 86.21 89.78
Source AOPA
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Multiengine Rule 1

• Never allow the airspeed to drop below published
  VMC except during the last few yards of the
  landing flare, and then only if the field is
  extremely short.

Source Richard N. Aarons, FAA Accident
Prevention Program FAA-P-8740-25,
AFO-800-1079
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Multiengine Rule 2

• A best all-engine angle-of-climb speed that is
  lower than VMC is an emergency speed and should
  be used near the ground only if youre willing to
  bet your life that one engine wont quit during
  the climb.

Source Richard N. Aarons, FAA Accident
Prevention Program FAA-P-8740-25,
AFO-800-1079
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Multiengine Rule 3

• Use the manufacturers recommended liftoff speed
  or VMC plus five knots, whichever is greater.

Source Richard N. Aarons, FAA Accident
Prevention Program FAA-P-8740-25,
AFO-800-1079
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Multiengine Rule 4

• After leaving the ground above VMC, climb not
  slower than single-engine best rate-of-climb
  speed and not faster than best all-engine rate of
  climb speed. The latter speed is preferable if
  obstacles are not a consideration.

Source Richard N. Aarons, FAA Accident
Prevention Program FAA-P-8740-25,
AFO-800-1079
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Multiengine Rule 5

• Be a skeptic when reading the performance tables
  in your aircraft owners manual and be doubly sure
  you read the fine print. Add plenty of fudge
  factors.

Source Richard N. Aarons, FAA Accident
Prevention Program FAA-P-8740-25,
AFO-800-1079
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Multiengine Safety Tip 1

• Dont even think of spinning a multiengine
  airplane.
• Manufacturers are not required to demonstrate
  spin recovery for certification of multiengine
  airplanes
• Even if spin recovery techniques are published in
  the owners manual, they may not work, especially
  if not started quickly and properly.

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Multiengine Safety Tip 2

• Dont even think of stalling a multiengine
  airplane while operating on one engine.
• A single-engine stall in a multiengine airplane
  can turn in to a spin very quickly. (See Tip 1).

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Multiengine Safety Tip 3

• Avoid VMC demonstrations when the stall speed is
  higher then VMC.
• VMC decreases with altitude while the stall speed
  remains constant. Climbing to a high altitude
  for a VMC demonstration may cause the airplane to
  stall before VMC is reached. This is not good.
  (See Tip 2).
• Rather than doing VMC demonstrations at a low
  altitude, block the rudder pedal, which will
  cause VMC to increase.

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Multiengine Safety Tip 4

• Dont use the extra engine to justify taking
  extra risks, especially with the weather.
• A thunderstorm can trash a multiengine airplane
  just as easily as a single-engine airplane.
• Weather related issues are a more significant
  factor in multiengine accidents than in single
  engine accidents.

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Multiengine Safety Tip 5

• Dont fly IFR in any airplane unless you are IFR
  proficient in that specific airplane.
• If you have both an IFR rating and a multiengine
  rating, you may still not be proficient flying
  IFR in a multiengine airplane, especially if an
  engine fails in instrument conditions or during a
  missed approach.

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Multiengine Safety Tip 6

• If you must takeoff with a high gross weight, use
  a longer runway.
• Gross weight is the single most important factor
  affecting climb performance. Single-engine climb
  performance will be greatly increased with a
  lower gross weight.
• Longer runways allow for safer aborts after T/O
  emergencies. Avoid intersection departures!

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Multiengine Safety Tip 7

• If you must takeoff on a short runway, reduce
  takeoff weight as much as possible.
• Reducing takeoff weight will reduce ground roll
  and increase climb performance.

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Multiengine Safety Tip 8

• Perform a pre-takeoff briefing - decide on an
  altitude, below which the takeoff will be aborted
  in the event of an engine failure.
• It is always better to go through the fence at 50
  kts than hit the trees at 120 kts.
• The pre-takeoff briefing puts the pilot in the
  proper frame of mind, removing distractions and
  preparing to react if problems occur during
  takeoff.

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Multiengine Safety Tip 9

• Maintain currency on multiengine emergency
  procedures.
• A one hour flight review every two years is not
  enough.
• Consider training to professional standards,
  with flight checks every six months.

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Questions Answers