Multiengine Rating

yah.. that's a trolls response.. but for those out there that already know
how to fly..
a SIM when USED PROPERLY with a QUALIFIED INSTRUCTOR and replicates the
aircraft to be flown
can be used to practice Check List Items, Systems Knowledge and Procedures

My First "SIM" was a card board mock up of the Navigator crew station on the
B-52, so We could practice checklists and know where all the 100 switches
and dials were. The next "Sim" was a "radar" trainer with a large glass
board that would replicated a radar scope and feed images to the radar (we
are talking 1970s technology), the T10 Trainer.

Oh, I should not forget the "cardboard box" solar system SIM for learning
how to use a sextant and take "Cel Shots"

My Last SIM, was the full motion B-1 Weapons System Trainer.
BT

"Mxsmanic" wrote in message
...
Mortimer Schnerd, RN writes:

We did most of the training in a multi sim, then went for a couple
of flights in a Seminole.

Why waste time in a sim? It has nothing to do with real flying. I
know this because experts here have told me so.

--
Transpose mxsmanic and gmail to reach me by e-mail.

wrote in message
Any comments about the best training aircraft for these purpose ?
(PA34 Seneca, Beech Duchess, PA44 Seminole, Diamond DA42,

All of them will teach you the basics. The DA42 has diesel engines with
electronic controls. It will teach you the basics, but the procedures for
securing the engines won't carry over to piston twins.

There are big differences concerning the rating requirements.
Some flight schools offer a multi training of 6 hours, other 25 hours
for the rating.

US regs don't require a minimum number of hours. Each schools' curriculum is
based on experience and insurance requirements. Having a high-performance
sign-off will help expedite the course.

D.

On Jan 14, 10:00 am, wrote:
Hi,

i'm interested in the multiengine rating (land), VFR-add-on to my
PP-ASEL.
Any comments about the best training aircraft for these purpose ?
(PA34 Seneca, Beech Duchess, PA44 Seminole, Diamond DA42, ..)

There are big differences concerning the rating requirements.
Some flight schools offer a multi training of 6 hours, other 25 hours
for the rating.

Why it is so ?

Mike

Hey Mike, my $0.02-

I learned in a Seminole, and now I am transitioning into a DA42. Both
are fairly easy to fly. The Seminole has counter rotating engines
which make the critical engine not a factor. The one I trained in has
steam gauges. The DA42 is a G1000 plane, and FADEC controlled.

Are you familiar with the G1000? It will take you a while to get used
to the display and setting up the GPS, finding pages, etc. You can get
a free simulator from Garmin to work through this, but be aware it will
take a little while. (If equipped the Avidyne in the Seminole will need
some transition time as well).

The DA42 is really nice to fly. Decent power, nice handling
characteristics while flying, and during single engine operations. The
44' wingspan takes a bit getting used to (the winglets sit over 7' in
the air, so it requires careful taxiing).

A little info on both:

Seminole:
-Will teach you about controlling constant speed engines with standard
controls (mix, prop, throttles, and manual feathering)
-Cowl Flaps, and proper cooling needs
-Burns around 20 GPH.
-Counter rotating engines means that Vmc is lower
-You can shut engines off during training and fully secure them w/o
damaging the engine--
-Janitrol heater and associated controls/limitations- (quick heat!)
-Stall characteristics are pretty benign

Twin Star:
-A bit faster (~165 to 170kts cruise)
-G1000
-FADEC-- not as much to master, engine shutdown, feathering is just the
flip of a switch

-A lot of failures will need to be simulated but not physically done,
for example, you can not shutdown engine using full shutoff during
training (as it will damage the fuel pump).
-Burns around 10GPH (Jet A)
-Has a critical engine
-Stall characteristics are pretty benign
-can extend the gear at any speed up to Vne
-Anti ice capability along with oxygen
-newer models have the Garmin autopilot with flight director
-About 50 different abnormal conditions that require the use of special
checklists (not critical problems, but need checklists to resolve)
-Full electrical system failure will eventually lead to engine shutdown
-Quieter than the Seminole (from the inside)
-simple run up
-needs continual crosswind correction during landing (those winglets
work like sails as well)
-takes a while to get heat in the cabin

Len
CPS/MEL IA
KBFI

All airplanes need continual crosswind correction, any time
there is a crosswind.



" wrote
in message
oups.com...
|
|
| On Jan 14, 10:00 am, wrote:
| Hi,
|
| i'm interested in the multiengine rating (land),
VFR-add-on to my
| PP-ASEL.
| Any comments about the best training aircraft for these
purpose ?
| (PA34 Seneca, Beech Duchess, PA44 Seminole, Diamond
DA42, ..)
|
| There are big differences concerning the rating
requirements.
| Some flight schools offer a multi training of 6 hours,
other 25 hours
| for the rating.
|
| Why it is so ?
|
| Mike
|
| Hey Mike, my $0.02-
|
| I learned in a Seminole, and now I am transitioning into a
DA42. Both
| are fairly easy to fly. The Seminole has counter rotating
engines
| which make the critical engine not a factor. The one I
trained in has
| steam gauges. The DA42 is a G1000 plane, and FADEC
controlled.
|
| Are you familiar with the G1000? It will take you a while
to get used
| to the display and setting up the GPS, finding pages, etc.
You can get
| a free simulator from Garmin to work through this, but be
aware it will
| take a little while. (If equipped the Avidyne in the
Seminole will need
| some transition time as well).
|
| The DA42 is really nice to fly. Decent power, nice
handling
| characteristics while flying, and during single engine
operations. The
| 44' wingspan takes a bit getting used to (the winglets sit
over 7' in
| the air, so it requires careful taxiing).
|
| A little info on both:
|
| Seminole:
| -Will teach you about controlling constant speed engines
with standard
| controls (mix, prop, throttles, and manual feathering)
| -Cowl Flaps, and proper cooling needs
| -Burns around 20 GPH.
| -Counter rotating engines means that Vmc is lower
| -You can shut engines off during training and fully secure
them w/o
| damaging the engine--
| -Janitrol heater and associated controls/limitations-
(quick heat!)
| -Stall characteristics are pretty benign
|
| Twin Star:
| -A bit faster (~165 to 170kts cruise)
| -G1000
| -FADEC-- not as much to master, engine shutdown,
feathering is just the
| flip of a switch
|
| -A lot of failures will need to be simulated but not
physically done,
| for example, you can not shutdown engine using full
shutoff during
| training (as it will damage the fuel pump).
| -Burns around 10GPH (Jet A)
| -Has a critical engine
| -Stall characteristics are pretty benign
| -can extend the gear at any speed up to Vne
| -Anti ice capability along with oxygen
| -newer models have the Garmin autopilot with flight
director
| -About 50 different abnormal conditions that require the
use of special
| checklists (not critical problems, but need checklists to
resolve)
| -Full electrical system failure will eventually lead to
engine shutdown
| -Quieter than the Seminole (from the inside)
| -simple run up
| -needs continual crosswind correction during landing
(those winglets
| work like sails as well)
| -takes a while to get heat in the cabin
|
| Len
| CPS/MEL IA
| KBFI
|

Yes, you are correct. What I should have stated is that the Twinstar is
more sensitive to it than the seminole. I find I've needed to put in
more correction and need to keep it in longer on the landing roll than
the seminole.

The seminole is more tolerant of taking out the crosswind correction in
the beginning part of the landing roll, whereas the twinstar needs to
have it kept in till you are just about stopped.

Len




Jim Macklin wrote:
All airplanes need continual crosswind correction, any time
there is a crosswind.



" wrote
in message
oups.com...
|
|
| On Jan 14, 10:00 am, wrote:
| Hi,
|
| i'm interested in the multiengine rating (land),
VFR-add-on to my
| PP-ASEL.
| Any comments about the best training aircraft for these
purpose ?
| (PA34 Seneca, Beech Duchess, PA44 Seminole, Diamond
DA42, ..)
|
| There are big differences concerning the rating
requirements.
| Some flight schools offer a multi training of 6 hours,
other 25 hours
| for the rating.
|
| Why it is so ?
|
| Mike
|
| Hey Mike, my $0.02-
|
| I learned in a Seminole, and now I am transitioning into a
DA42. Both
| are fairly easy to fly. The Seminole has counter rotating
engines
| which make the critical engine not a factor. The one I
trained in has
| steam gauges. The DA42 is a G1000 plane, and FADEC
controlled.
|
| Are you familiar with the G1000? It will take you a while
to get used
| to the display and setting up the GPS, finding pages, etc.
You can get
| a free simulator from Garmin to work through this, but be
aware it will
| take a little while. (If equipped the Avidyne in the
Seminole will need
| some transition time as well).
|
| The DA42 is really nice to fly. Decent power, nice
handling
| characteristics while flying, and during single engine
operations. The
| 44' wingspan takes a bit getting used to (the winglets sit
over 7' in
| the air, so it requires careful taxiing).
|
| A little info on both:
|
| Seminole:
| -Will teach you about controlling constant speed engines
with standard
| controls (mix, prop, throttles, and manual feathering)
| -Cowl Flaps, and proper cooling needs
| -Burns around 20 GPH.
| -Counter rotating engines means that Vmc is lower
| -You can shut engines off during training and fully secure
them w/o
| damaging the engine--
| -Janitrol heater and associated controls/limitations-
(quick heat!)
| -Stall characteristics are pretty benign
|
| Twin Star:
| -A bit faster (~165 to 170kts cruise)
| -G1000
| -FADEC-- not as much to master, engine shutdown,
feathering is just the
| flip of a switch
|
| -A lot of failures will need to be simulated but not
physically done,
| for example, you can not shutdown engine using full
shutoff during
| training (as it will damage the fuel pump).
| -Burns around 10GPH (Jet A)
| -Has a critical engine
| -Stall characteristics are pretty benign
| -can extend the gear at any speed up to Vne
| -Anti ice capability along with oxygen
| -newer models have the Garmin autopilot with flight
director
| -About 50 different abnormal conditions that require the
use of special
| checklists (not critical problems, but need checklists to
resolve)
| -Full electrical system failure will eventually lead to
engine shutdown
| -Quieter than the Seminole (from the inside)
| -simple run up
| -needs continual crosswind correction during landing
(those winglets
| work like sails as well)
| -takes a while to get heat in the cabin
|
| Len
| CPS/MEL IA
| KBFI
|

wrote:
Yes, you are correct. What I should have stated is that the Twinstar is
more sensitive to it than the seminole. I find I've needed to put in
more correction and need to keep it in longer on the landing roll than
the seminole.

The seminole is more tolerant of taking out the crosswind correction in
the beginning part of the landing roll, whereas the twinstar needs to
have it kept in till you are just about stopped.


Len, did you buy a TwinStar or is it a rental? Fractional share? What's
the occasion for the transition training?

Kingfish wrote:
wrote:
Yes, you are correct. What I should have stated is that the Twinstar is
more sensitive to it than the seminole. I find I've needed to put in
more correction and need to keep it in longer on the landing roll than
the seminole.

The seminole is more tolerant of taking out the crosswind correction in
the beginning part of the landing roll, whereas the twinstar needs to
have it kept in till you are just about stopped.


Len, did you buy a TwinStar or is it a rental? Fractional share? What's
the occasion for the transition training?

The place I rent has both, but the Seminole is down for major
maintenance (new engines, etc). I am guessing there is good chance
that they will sell off the Seminole in favor of the Twinstar. The
Twinstar has a couple pluses over the seminole (glass cockpit/lower
fuel consumption/FADEC simplicity).

I am currently working on my MEI, and wanted to be familiar with both
Aircraft, hence the need for transition.

Len