Started Multi Training Last Night
09-13-2006, 03:15 PM
#1
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Joined APC: Jun 2006
Posts: 3,945
Started Multi Training Last Night
Just a general FYI that as my second official mission after returning to the states (My wife was number 1) I started my PMEL last night with 1.4 in the books. This is just the first 1.4 towards my PMEL, CMEL and my instructor ratings but it is a start.
I have alloted for 6 hours per week until my end of contract in April to try to get it all done, I have a great plane and what i think is a good instructor so it should be a great time.
I flew the duchess and had a good time and really loved the power and the handling, it was a big change over my favorite bird, the citabria. It was surprisingly alot more stable and easy to handle than i thought and i dont think it will give me too many problems, my steep turns and other maneuvers felt smooth and the plane pretty much did everything I wanted it to do. We only did one "intro" engine out and i found out by what they meant "dead foot, dead engine" it was dead as a doornail to the extent of my good engine rudder requiring like 80lbs of pressure. I wont bore you all with the details of every flight since you have all been there and done that years ago, i just wanted to share my excitement.
I bought the oral test prep guide and the jeppesen multi engine pilot manual book to get me through the checkride, any other suggestions?
I am flying using VA benefits so I am lucky to be able to spend over 100 hours in this plane with about half of that being solo, it is garmin 430 equipped and has a electronic digital HSI/PFD/MFD with a nice lcd readout, it is nicely equipped, unfortunately the autopilot is inop
It would have been nice to shoot an ILS with the 430 and the autopilot
as always, any tips, hints, or tricks to help me out are greatly appreciate from all of you, you are a wise bunch and I value your oppinions!
I have alloted for 6 hours per week until my end of contract in April to try to get it all done, I have a great plane and what i think is a good instructor so it should be a great time.
I flew the duchess and had a good time and really loved the power and the handling, it was a big change over my favorite bird, the citabria. It was surprisingly alot more stable and easy to handle than i thought and i dont think it will give me too many problems, my steep turns and other maneuvers felt smooth and the plane pretty much did everything I wanted it to do. We only did one "intro" engine out and i found out by what they meant "dead foot, dead engine" it was dead as a doornail to the extent of my good engine rudder requiring like 80lbs of pressure. I wont bore you all with the details of every flight since you have all been there and done that years ago, i just wanted to share my excitement.
I bought the oral test prep guide and the jeppesen multi engine pilot manual book to get me through the checkride, any other suggestions?
I am flying using VA benefits so I am lucky to be able to spend over 100 hours in this plane with about half of that being solo, it is garmin 430 equipped and has a electronic digital HSI/PFD/MFD with a nice lcd readout, it is nicely equipped, unfortunately the autopilot is inop
It would have been nice to shoot an ILS with the 430 and the autopilotas always, any tips, hints, or tricks to help me out are greatly appreciate from all of you, you are a wise bunch and I value your oppinions!
Last edited by usmc-sgt; 09-13-2006 at 03:18 PM.
09-14-2006, 10:07 AM
#2
Gets Weekends Off
Joined APC: Nov 2005
Position: UPS 757/767 Capt ONT
Posts: 4,357
Don't get wrapped up in the avionics. A ME rating is about being able to handle a faster, more complex, airplane and handle it with only one motor. All the fancy avionics look cool, and will be a great help for IFR, but they aren't gonna do much for your when you're trying to learn how to do a VMC demo.
09-14-2006, 11:50 AM
#4
APC co-founder
Joined APC: Feb 2005
Position: B777
Posts: 5,853
Learn the definitions of multi "v" speeds
You'll need to recite the definition of the single engine "V" speeds for your oral...so start now. Being able to recite the definition will also help you connect the mental dots when you fly the maneuver.
Have fun!
PS. check your mail
Have fun!
PS. check your mail
09-14-2006, 04:09 PM
#5
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Joined APC: Jun 2006
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Mail recieved Paul, Thanks a ton!
Are you referring to VMC, Vxse, and Vyse?
Flight number 2 is tomorrow with 3 on Sunday and 4,5 and 6 Tues, Wed, Thurs
We will be doing an hour of ground prior to each flight to help it all sink in and I have always had good luck with flash cards so I hope that they will help me out with the seemingly endless things i need to learn about the twin. I might as well get used to learning systems though because it will pretty much follow me through every single step of my career.
Are you referring to VMC, Vxse, and Vyse?
Flight number 2 is tomorrow with 3 on Sunday and 4,5 and 6 Tues, Wed, Thurs
We will be doing an hour of ground prior to each flight to help it all sink in and I have always had good luck with flash cards so I hope that they will help me out with the seemingly endless things i need to learn about the twin. I might as well get used to learning systems though because it will pretty much follow me through every single step of my career.
09-14-2006, 10:57 PM
#6
Part Time
Joined APC: Mar 2006
Position: Chief Pilot PC-12NG
Posts: 629
Enjoy your training for your PMEL usmc-sgt. My multiengine training was some of the best flying I've done so far, especially when you start training on how to deal with single engine emergencies; engine failure below Vr, above Vr, when to abort or continue the takeoff.
My instructor has told me plenty of stories of students that are afraid to maneuver the aircraft while practicing single engine operations. For example, 30 degree bank turns or even steep turns because they are not used to flying an aircraft in that type of situation. As you continue your training just remember the two most important items when flying single engine: AIRSPEED & DIRECTIONAL CONTROL. If you have those 2 items under control you can literally do whatever you want to the aircraft. Heck, you will even be able to do a 50 degree steep turn…....but might not be able to hold altitude
Enjoy!
My instructor has told me plenty of stories of students that are afraid to maneuver the aircraft while practicing single engine operations. For example, 30 degree bank turns or even steep turns because they are not used to flying an aircraft in that type of situation. As you continue your training just remember the two most important items when flying single engine: AIRSPEED & DIRECTIONAL CONTROL. If you have those 2 items under control you can literally do whatever you want to the aircraft. Heck, you will even be able to do a 50 degree steep turn…....but might not be able to hold altitude
Enjoy!
09-15-2006, 12:04 PM
#8
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Joined APC: Jun 2006
Posts: 3,945
I will not be doing my multi private in the dark DE. I fly currently from 1730-1930 and I still have a little light left at 1930 at least for a few more weeks. I also fly usually one weekend morning for a few hours so if it does start to get a little dark on us we can just make the my morning flights "Vmc day" I should be done in a few weeks though I am guessing. I am blocked for 2 hour flights roughly 3-4 times per week. Alot of my commercial will be at night though since it will start getting pretty dark by 1800, is that ok in your oppinion?
09-15-2006, 01:56 PM
#9
Gets Weekends Off
Joined APC: Oct 2005
Position: A320/321 FO
Posts: 1,114
Man-o-man...when I started my PPL...I didn't even know WTF all that stuff was You are really lucky to get to fly nice equipment right off the bat.
Don't get consumed by all the fancy buzzers and whistles like the rest of the group said. It is AWESOME that the airplane has it...but remember...FTFA first...THEN worry about the avionics.
Good luck, have fun, and keep the blue side up!
Lax
You are really lucky to get to fly nice equipment right off the bat. Don't get consumed by all the fancy buzzers and whistles like the rest of the group said. It is AWESOME that the airplane has it...but remember...FTFA first...THEN worry about the avionics.
Good luck, have fun, and keep the blue side up!
Lax
09-15-2006, 06:34 PM
#10
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Joined APC: Jun 2006
Posts: 3,945
Update:
Was scheduled tonight for 2 hours from 1700-1900 so i showed up and preflighted and waited for my instructor to land.
By the time it was time for us to go this stupid overcast came out of nowhere that was around 3200 with tops at 5200. We thought about climbing to 6500 to get over it and the extra .2 to find the clear wasnt really an issue for me but it was forcasted to come down and we were more concerned with the .4 extra while the tower vectored us all over for the ILS which I do not need so the flight was cancelled, kind of a bummer, it slows be down a bit but not that bad. I decided to stay and hang out in the plane and "virtually fly" while the hobbs isnt moving and get a feel for the layout of the panel and where everything i needed was and the owner came out and told me that one of his guys was stranded with a flat at an airport .7 away and if we wanted to fly and just do a XC he would give me a free .5 but i reluctantly sad no since at this stage after only 1.4 of multi I really dont need a 1.4 flight of XC in IFR. I like all the time I can get but there is no sense really throwing money away and not making headway in my training, especially since i can pay no less than 50% of my share of the flight It would have ended up being alot more than that. It would have been a $260 dollar flight with a free $70.00 but technically a wasted lesson at this stage in my training. soooo, that pretty much sums up my flight.
on the way home from the airport the bases had not come down and it looked as if it was clearing up so we would have been fine but, that is the way it is, if I had flown the tops would have come down to minimums right after wheels up.
I have taken some of my spare time and made flash cards and memorized the definition of Vmc and memorized all of the airplanes V Speeds my book "multi engine pilot manual" came in the mail today so I will read chapters one and two and try to stay ontop of the bookwork
Scheduled flights
Sunday 0900-1100
Tuesday 1730-1930
Wednesday 1730-1930
Saturday 0800-1000 & 1130-1330
Was scheduled tonight for 2 hours from 1700-1900 so i showed up and preflighted and waited for my instructor to land.
By the time it was time for us to go this stupid overcast came out of nowhere that was around 3200 with tops at 5200. We thought about climbing to 6500 to get over it and the extra .2 to find the clear wasnt really an issue for me but it was forcasted to come down and we were more concerned with the .4 extra while the tower vectored us all over for the ILS which I do not need so the flight was cancelled, kind of a bummer, it slows be down a bit but not that bad. I decided to stay and hang out in the plane and "virtually fly" while the hobbs isnt moving and get a feel for the layout of the panel and where everything i needed was and the owner came out and told me that one of his guys was stranded with a flat at an airport .7 away and if we wanted to fly and just do a XC he would give me a free .5 but i reluctantly sad no since at this stage after only 1.4 of multi I really dont need a 1.4 flight of XC in IFR. I like all the time I can get but there is no sense really throwing money away and not making headway in my training, especially since i can pay no less than 50% of my share of the flight It would have ended up being alot more than that. It would have been a $260 dollar flight with a free $70.00 but technically a wasted lesson at this stage in my training. soooo, that pretty much sums up my flight.
on the way home from the airport the bases had not come down and it looked as if it was clearing up so we would have been fine but, that is the way it is, if I had flown the tops would have come down to minimums right after wheels up.
I have taken some of my spare time and made flash cards and memorized the definition of Vmc and memorized all of the airplanes V Speeds my book "multi engine pilot manual" came in the mail today so I will read chapters one and two and try to stay ontop of the bookwork
Scheduled flights
Sunday 0900-1100
Tuesday 1730-1930
Wednesday 1730-1930
Saturday 0800-1000 & 1130-1330
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