Mxsmanic wrote:
Michelle P writes:


Complexity. Flight dynamics are different and the systems are more complex.
You can get a AMEL first. But why?


Mainly for the purpose of flying the same multiengine plane I fly in
simulation (a Baron 58). Of course, this aircraft costs almost two
million dollars, but if I can fantasize about having enough money for
a license, I can just as easily fantasize about having enough money to
buy a decent aircraft.

Anyway, I dislike P-factor and torque issues, and I figure they'd be
less prominent on a multiengine aircraft (especially with
counterrotating powerplants, but apparently there aren't many aircraft
like that). And I could limp home on one engine, whereas I'd be out
of luck in a single-engine plane. Given how frequently piston engines
fail, that seems like an important consideration.

Usually an engine will give you a sign before it dies. A new vibration,
a new leak....

THere are some counter rotating but they are few. The seminole is one.
It is commonly said the remaining engine on a multi engine aircraft will
carry you to the scene of the crash. YOu loose half of your power and
80% of your perfomance. Check the single engine service cielings. most
non-turbochaged are around 5000 MSL. No good if you are flying out west.
The airplane i fly has a ingle engine service cieling above 18,000. this
is useful.

Michelle P