Multi-engine training provides the critical transition for most pilots into the world of professional flying. Unfortunately, most multi-engine courses are selected based on the lowest national price and flown in poorly maintained machines with minimal hours. My multi-ATP in 1992 was flown in an ancient Piper Apache in Florida. We experienced a real engine failure in the first hour (big points for realism). This is not a typical experience in most multi-engine flight training: any “real learning” comes after the test (or not at all)!
Ideally, this initial exposure should be professional and comprehensive -including extensive multi-engine aerodynamics and systems knowledge on the ground before any single-engine flight. Once this is mastered, all the flight training makes real sense – not just “monkey see, monkey do.” Ten hours should be a mandated FAA minimum. Instead, learners get a rapid, rote-level rush and come away still confused. Most academy twin applicants have 5.1 hours total multi-engine hours applying for a rating. They are still finding all the switches. Their knowledge of aerodynamics is a series of parroted rote formulas with little real comprehension. This training method (usually) meets the minimum FAA standards (remember *every test standard* states only the minimum standards for certification)! The vital aerodynamic knowledge never gets further than the very basic level, and is often forgotten without regular review.
These new twin-rated pilots, at the commercial level, could legally hop into a heavy Cessna twin and fly freight or even passengers – unprepared – if the insurance requirements did not prevent this. Lucky pilots might fly right seat in a King Air, or even a jet in today’s job market. The professional “Flight Safety level training centers” doing type ratings do not teach aerodynamics. They deal with the systems, procedures, and profiles for a particular aircraft. Most pilots’ multi-engine aerodynamic knowledge never improves beyond the rote level of their pathetic initial exposure.
The critical skill trained in multi-engine flying is surviving an engine failure and utilizing the remaining asymmetric thrust for survival. Every successful test applicant can parrot the basic FAA drill; “max power, minimum drag, identify, verify, and feather.” But this single formula is not always the best or most important action given the unique circumstances. A true understanding of multi-engine aerodynamics provides a pilot many more tools.
Once aircraft control is assured, the important focus shifts to asymmetric power performance: “split the ball and raise the dead” to see if the aircraft will climb – or even stay level. Light twins are not required to meet any performance requirements for part 91 operations. Hopefully, a new multi-engine pilot remembers the rote-level “drill” and survives an emergency (but the accident statistics are not too good here). Even among experienced pilots, terrible mistakes occur when an engine fails. (Wichita King Air)
There are probably 5 different unique ways to cope with an engine failure in a twin depending upon unique circumstances. The FAA teaches only a single (mandated) response – performed by rote. There is so much more to learn to be truly safe in a twin. The published FAA “shotgun approach” for Vmc recovery is a combination of an “airspeed recovery” and a “power recovery” (one size fits all). The airspeed recovery requires reducing the pitch attitude to build airspeed. This increased airflow on the tail gives the rudder more effectiveness to counter the yaw of the failed engine (airspeed recovery).
The second (simultaneous) FAA recommendation for a Vmc recovery is a power reduction which reduces the problematic yaw. Experiencing both of these recoveries separately (in a more comprehensive training program) is very illuminating for every learner. Unfortunately, this never happens in the budget program. And when would either separate recovery be recommended? Multi-engine emergencies do not all come in the same flavor. Facing an obstructed climb on take-off, a partial power reduction (for control) modulated against yaw might be the only path to survival; not the slam/bam “drill.”
What if you are an initial climbing turn out of the airport and the “bottom engine” fails in the turn? – this is a realistic scenario. Are you going to execute the multi-engine “drill” here? What is the most important action you need to perform immediately to save your life? (Hint: *NOT* shove the throttles full forward – or pull them back). Have you ever seen both the “power recovery” and the “airspeed recovery” of a Vmc loss of control? If you are an MEI demonstrating Vmc, what is the one thing you must absolutely guard against to avoid a flat spin?
If you are a rated multi-engine pilot or instructor, I highly recommend you learn the answers to these questions for your future safety. And starting with the FAA Course “Multi-Engine Safety Review” SLC-30 is highly recommended. Then attend SAFE’s Multi-Engine Webinar tomorrow with Hobie Tomlinson (Sunday at 8pm EST). Hobie is an amazing resource for multi-engine operations. Wisdom and experience comes only with thousands of hours teaching in twins (15K hours dual), >1000 Atlantic crossings in a B-747.
Very seldom does anyone even encounter a pilot with over 40,000 hours who is still flying. And if you do this pilot usually built those hours “flying the line” in the airlines, not teaching in the training department. Not only was Hobie with TWA for 35 years, but he also ran the training department. Hobie also flew corporate and accummulated 8 type-ratings. He is a Master Instructor and and served as an FAA DPE for over 40 years. Listening to Hobie Tomlinson is a rare opportunity to learn the real cause (and proper recovery) of Vmc as well as optimizing asymmetric power. Hobie also is an almanac of the many ways engine failures can go wrong in training, testing, and traveling; he has seen it all. Tune in this Sunday; fly safely out there (and often).
Attend our Multi-Engine Webinar with Hobie Tomlinson tomorrow at 8pm EST. This provides FAA WINGS credit.
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