Multi Single Engine Approach

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03-16-2011 | 06:10 PM

#11

AbortAbortAbort

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Quote:

Originally Posted by Cubdriver

The issue with light twins is they cannot do go-arounds on one engine due to poor climb performance on one engine. Go-arounds on one engine are more or less a death sentence.

I did my initial multi in a C-310 and always enjoyed the security of having a decent second engine - and it paid off. During a later instructing flight with a student the same 310 developed an oil leak and we did a precautionary shutdown as the temps rose. Didn't even worry about bringing it in single engine because I knew that in a 310 you always had the option of going around.

But of course, then you get into the same problem a lot of guys have in initial type ratings in planes that can easily climb on one engine...they give go-around thrust/power and don't adequately control the yaw which can easily be just as or more dangerous than trying the landing.

03-16-2011 | 09:13 PM

#12

WalkOfShame

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From: Going Mach Chicken

Itsadifferentkindofflying

03-26-2011 | 07:55 AM

#13

Gajre539

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From: EMB-170 FO

This may not apply to your airplane, but...when I was doing single engine approaches in our Piper Seneca I, the airplane was wobbling all over the place (meaning past 1/4 scale deflection on the ILS as per ATP standards). I added 10 deg. of flaps at the FAF on one of the ILSs and the airplane stabilized, now I train students with flaps 10 on SE approaches.

03-26-2011 | 08:46 AM

#14

X Rated

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From: MD80

Too many times guys will be back and forth on the power. This destablizes the aircraft. Set the power once...maybe tweak it later...and then leave it alone until landing. Just fly....

X

03-26-2011 | 01:46 PM

#15

Cubdriver

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From: ATP, CFI etc.

Quote:

Originally Posted by X Rated

Too many times guys will be back and forth on the power. This destablizes the aircraft. Set the power once...maybe tweak it later...and then leave it alone until landing...

Yes, this is what I also hold to be the most relevant thing about throttle management on engine-out approaches. "Set it and forget it"- you should know what power setting you need already. Little or no jockeying should be taking place on approach. In the case of a well-managed throttle, the worst yaw will come on rollout when the good engine is brought back and the strong rudder trim is pulling the other way. At that point you have the time and space to do it smoothly.

03-26-2011 | 02:33 PM

#16

mshunter

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From: PA-31/left, LJ31/right

Trim Trim TRIM! Oh, and make sure you trim.

03-28-2011 | 06:52 PM

#17

stealth114

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From: CFI - SEL

Who has flown the Seneca II for their multi ?

I started doing my multi add on in the Duchess and loved it.. the aircraft is down for repair just 1 flight before I got the sign off for the check ride.. What now? The school got a turbo charged 230 HP Seneca II to continue my training.. I will get the high performance sign off with that too... Any thoughts ? I LOVED flying the Duchess 76 ...

03-29-2011 | 09:29 AM

#18

Grumble

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Quote:

Originally Posted by stealth114

Wait for the Duchess. You overboost an engine on your check ride and you're likely to get a pink slip. Seneca II isn't hard to fly, but with fixed waste gates it takes a lot more attention.