Why are multiple engines different?

Mxsmanic wrote:
Don't you adjust props and deal with landing gear in single-engine
aircraft, too? Or do I need a multiengine certification just to have
retractable gear??

depends. Basic trainers (single engine) have fixed landing gear,
fixed pitch props. It makes them cheaper and simpler for initial
training (there is enough already to worry about before adding
extra goodies); to add retractable gear / variable pitch props
you need a 'complex' endorsement; it is not a license or certificate
or rating; it consists in additional training from an instructor (see
14 CFR 61.31(e) for details) who then endorses the logbook, it's a
one time thing. There are similar endorsements required to fly
'high performance' aircraft (engine with more than 200hp),
tailwheels aircraft and for some high altitude operations.

Now a multi- can be complex or not (rare but it exists),
high performance or not (note that it is not the sum of the
power of the engines that count, whether or not it has any
engine with more than 200hp -- i.e., you could have an
aicraft with ten 200hp engines which would still not qualify
as 'high performance' :-) ), tailwheel or not, pressurised
or not, so do single engines. It is orthogonal if you
like.

--Sylvain

Look up Champion Lancer
http://www.bellanca-championclub.com/ scroll down middle of
page

O-200, fixed gear and props, Vyse is down at 200 fpm







"Sylvain" wrote in message
t...
| Mxsmanic wrote:
| Don't you adjust props and deal with landing gear in
single-engine
| aircraft, too? Or do I need a multiengine certification
just to have
| retractable gear??
|
| depends. Basic trainers (single engine) have fixed
landing gear,
| fixed pitch props. It makes them cheaper and simpler for
initial
| training (there is enough already to worry about before
adding
| extra goodies); to add retractable gear / variable pitch
props
| you need a 'complex' endorsement; it is not a license or
certificate
| or rating; it consists in additional training from an
instructor (see
| 14 CFR 61.31(e) for details) who then endorses the
logbook, it's a
| one time thing. There are similar endorsements required
to fly
| 'high performance' aircraft (engine with more than 200hp),
| tailwheels aircraft and for some high altitude operations.
|
| Now a multi- can be complex or not (rare but it exists),
| high performance or not (note that it is not the sum of
the
| power of the engines that count, whether or not it has
any
| engine with more than 200hp -- i.e., you could have an
| aicraft with ten 200hp engines which would still not
qualify
| as 'high performance' :-) ), tailwheel or not,
pressurised
| or not, so do single engines. It is orthogonal if you
| like.
|
| --Sylvain

Sylvain writes:

depends. Basic trainers (single engine) have fixed landing gear,
fixed pitch props. It makes them cheaper and simpler for initial
training (there is enough already to worry about before adding
extra goodies); to add retractable gear / variable pitch props
you need a 'complex' endorsement; it is not a license or certificate
or rating; it consists in additional training from an instructor (see
14 CFR 61.31(e) for details) who then endorses the logbook, it's a
one time thing. There are similar endorsements required to fly
'high performance' aircraft (engine with more than 200hp),
tailwheels aircraft and for some high altitude operations.

So how many endorsements and certificates would I need to pilot my
favorite Baron 58? It has two engines, retractable gear, more than
200 hp, and other goodies, although the one I have is not pressurized
(that must be a nightmare--I understand the pressurized version is no
longer made), and thank goodness there is no tailwheel.

Isn't there an ActivePilot button on the sim that I can press to print
out all the certificates that I need?

--
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Mxsmanic wrote:
So how many endorsements and certificates would I need to pilot my
favorite Baron 58?

I haven't flown the Baron 58 (I wish) but you'd need at
least a private with multi- rating and high performance and
complex endorsements. And to answer a previous question of
yours, yes, you could do your private directly in this
aircraft (lets' forget the technicalities related to finding
an insurance -- let's say you are so loaded with cash that
you can self insure); you could also start your multi- training
in this aircraft without having had the endorsements
previously (you'd combine it all in one go); but it would
not be a very efficient use of your time and money...

--Sylvain

Since the cost of training is hopelessly beyond my budget, anyway, I
may as well dream of multiengine training.

As a non-aviator in much the same boat, you may want to consider hang
gliding. It's not the "daredevil sport" it may once have been, and is
not a terribly expensive undertaking. I'll probably take my first
lesson in a week or so, at which point I'll decide whether that will be
my primary life focus next spring. Just a thought.

CinciGreg writes:

Since the cost of training is hopelessly beyond my budget, anyway, I
may as well dream of multiengine training.

As a non-aviator in much the same boat, you may want to consider hang
gliding. It's not the "daredevil sport" it may once have been, and is
not a terribly expensive undertaking. I'll probably take my first
lesson in a week or so, at which point I'll decide whether that will be
my primary life focus next spring. Just a thought.

Thanks. I rather think that with my interests tending towards the big
iron side and IFR, hang gliding might be the wrong direction to take,
but who knows? I've read about a lot of dead hang gliders, though.
It's possible that they just didn't know what they were doing, I
suppose. From the videos I've seen, it involves a lot of sensations
I'd prefer to avoid.

--
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"Mxsmanic" wrote in message
...
Why is flying a multiengine aircraft a separate certification from the
basic license (if I understand correctly)? What is so different about
having more than one engine that justifies a separate certification?

There is more than one engine.

Apart from a few procedures for the failure of an engine, isn't
everything else pretty much the same?

Yes

Does this mean that it is not possible to study for an initial license
in a twin-engine plane?

No

--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

Another aspect of the question...the requirements for the basic license
require a certain amount of solo flight, and it is hard to imagine any
insurance carrier covering solo flight in a twin by a student pilot. Not
impossible, just unlikely.

Bob Gardner

"Mxsmanic" wrote in message
...
Why is flying a multiengine aircraft a separate certification from the
basic license (if I understand correctly)? What is so different about
having more than one engine that justifies a separate certification?
Apart from a few procedures for the failure of an engine, isn't
everything else pretty much the same?

Does this mean that it is not possible to study for an initial license
in a twin-engine plane?

--
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Bob Gardner wrote:

Another aspect of the question...the requirements for the basic license
require a certain amount of solo flight, and it is hard to imagine any
insurance carrier covering solo flight in a twin by a student pilot. Not
impossible, just unlikely.

is this the reason why the night flying requirement for an initial
commercial in a multi- does not have to be solo? I mean, did the
FAA tailor the rules to fit the insurance requirements?

--Sylvain

Sylvain writes:

is this the reason why the night flying requirement for an initial
commercial in a multi- does not have to be solo? I mean, did the
FAA tailor the rules to fit the insurance requirements?

What happens in aircraft that require a crew of two?

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